The "Last Call" page has appeared weekly on OKthePK's web site over the past couple of years. Each week a different
article told the story about various railway items of interest. While some of the articles were saved they were no longer available
online. Several of those about the Canadian Pacific Railway have been compiled here on this page. There is insufficient room to display
more than a few articles per page. As a result, "Canadian Pacific Odds and Ends - Part 4", continues this month with more
parts to follow as time progresses. Every month they will be archived to the CPR Set-off Siding web site for future online retrieval.
Look under the articles section on the CPR Set-off Siding
web site to find these archived pages.
Boats Ferry People from Bridge
8 May 1972
Petawawa Ontario - A four
foot sag in a 10-year-old bridge across the Petawawa River has severed the Trans-Canada Highway, closing Petawawa schools and threatening the village's water
About 700 stranded on the west side of the rive spent the night on bunks at Canadian Forces Base Petawawa after the
260-foot bridge was closed to traffic and pedestrians Saturday midnight. They were ferried across the river yesterday
by army assault boats and private craft.
More than 4,000 soldiers and civilians who live in Petawawa village and Pembroke were in danger of being cut off from their
jobs at the Atomic Energy of Canada Ltd. plant in Blind river or the armed forces base. But CP Rail set up a 6-mile
shuttle service between Petawawa village and the military base. CP Rail has a trestle about a mile up-stream from
the highway bridge.
A seven-inch break in the bridge is endangering the water supply to Petawawa village's 6,000 residents. A water pipe
runs along the bridge from the military base to the village and is reported leaking.
Military engineers, who said they only had 200 feet of floating Bailey bridge available, said such a bridge wouldn't
be feasible because the river was running too fast and high.
The collapse, which caused schools in Petawawa to be closed because buses could not transport area children to the
village, backed traffic up for six miles. One man complained he spent six hours sitting in his car before he was told
of the collapse.
Traffic between North Bay and Ottawa, 100 miles east of Petawawa, had to detour 100 miles through Algonquin Park.
MP Len Hopkins (L-Renfrew) said last night he hopes to have the federal government declare the site of the bridge
a disaster area. But Lt.-Col. J.R. Beveridge said the bridge's collapse was "an inconvenience but not an
CPR and the Petawawa Bridge
Petawawa Ontario - Late on a Friday night in the spring of 1972, a driver noticed a severe dip as he drove over the Petawawa River
bridge on Highway 17 in Petawawa. Investigation revealed that the centre pier of the bridge had sunk about two feet. It was immediately closed. Remember this
was several years before construction of the present Highway 17 Pembroke-Petawawa by-pass.
Canadian Pacific Railway Rail Diesel Cars (Budd cars) ready to ferry people across the Petawawa River. My notes show cars 9022-9069-9071
assigned at the beginning, with a total of 224 seats. I believe we were providing for the bus services that used Highway 17 as well. My
notes make brief mention of bus baggage and freight, that would account for the assignment of an RDC-3 - circa 1972 James A.
An immediate consequence was that several people, both military and civilian, who were attending a social function at CFB Petawawa were unable return to their
homes. Some resorted to walking over the CP bridge located a short distance upstream.
More serious were the following:
One of the largest Canadian Forces bases was effectively isolated from the eastern part of the country.
Many Forces personnel who lived in the PMQs (Permanent Married Quarters) or in private accommodation in Petawawa, Pembroke, and the surrounding area could not
reach the base.
The Trans Canada Highway was severed. Through traffic had to be detoured at Renfrew and North Bay by way of Huntsville and Algonquin Park.
Employees of Ontario Hydro at Rolphton, AECL, and the National Forestry Station at Chalk River, and who lived in Pembroke or Petawawa could not get to work.
In response, roads leading to a bridge located in the western extreme on the base training area were opened to the public. However, these were little more
than bush trails and not capable of handling any significant traffic. It was about a 90 minute drive to get across the river!
Through the considerable efforts of the local MP, the late Len Hopkins, by Monday three CP RDCs arrived in Petawawa. For the next couple of months they would
shuttle between the Petawawa station and an open field near Camspur. This free service, I think ran 24 hours per day, but it might have been only about 20
hours, clearing as required at Petawawa for regular traffic.
Workers prepare to board the three Budd cars in Petawawa - circa May 1972 CRNL 8917-2.
From the AECL perspective, which as an employee was my chief concern, fortunately, their Pembroke bus fleet was in storage in Pembroke at the time. For the
next couple of months, AECL employees were picked up as normal by the buses, or made their way to the Petawawa station by other means. The RDCs took us over
the river. There the Deep River fleet was used to take us to the plant site. Bus service to Deep River was reduced to a bare minimum for the duration.
Some others that worked elsewhere got a car to the far side, either by way of the military road or by way of North Bay. They left it parked in the field. A lot
of car-pooling was done.
Within a few days, the military had a pontoon bridge across the river near Petawawa Point, perhaps a half mile downstream from the doomed bridge. This was
largely restricted to military traffic, but I recall my manager getting permission to cross provided he was at the location at a specified time.
Plans were immediately started to put in place a pair of Bailey bridges immediately upstream. This work was largely done by military engineers. As I recall it
took about six or eight weeks to complete. These bridges would remain in service until the new span was built, I think about two years later. This bridge
remains in service today.
I never took any photos of this operation. Taking a camera to work was not permitted, but why I did not get some photos on the weekend, I do not know. However,
an AECL staff photographer did take a few photos one morning as we waited for the RDC shuttle at the Petawawa station. I was able later to get prints, scans of
one of which is attached.
My notes are sparse, as the pages in that notebook are loose and some are apparently missing. But I know the service began on Monday,
8 May 1972. According to my notebook the first cycle departed Petawawa westbound at 05:45, and ran continuously until 15:30, when the
RDCs went over to Pembroke for a crew change. After that the shuttle continued until the last arrival at Petawawa at 01:30 the next
morning. The notebook doesn't tell me how frequently the shuttle ran, and of course the cycles would be interrupted as required, to
allow normal rail traffic to pass - circa 1972 James A. Brown.
The Speno Train
The Speno train resting on the Chase Wye - 1978 Phil Mason.
In the spring of 1978, I
worked on the Speno Rail Grinder as a trainman. CP supplied a pair of cabooses and the "Extra Gang Diner" complete with a cook to accompany the Speno
One feature of the Speno train at that time was a very robust public address system, so that Speno employees working around loud machinery could hear it. It
was also like a party line phone system, except that the conversation was broadcast to the surrounding area via loudspeakers.
And so, the Speno Work train talked out loud... usually in a New York City accent from whence most employees came.
I think everyone on the CP crew has left the employ through retirement or resignation. Only one has since passed on. The crew were two engineers, two trainmen,
conductor, cook, engineering technician, and often the roadmaster or his assistant. The train ground its way from Field to Kamloops over the period of about
three weeks at three miles an hour. There was lots of "down time" as we cleared for other traffic, and at three miles an hour, you could walk faster
than the train. You had to be careful of the grinders.
Rule G in stained glass - 1978 Phil Mason.
The engineering technician travelling with the train was Dave Williams, a brilliant and very eccentric artist. In his spare time, he decorated the windows of
the diner with stained glass embellishments. Sadly, the Division Engineer got wind of this pass time and he was told to remove the decorations.
The conductor, another charming eccentric, was a scavenger and the caboose was loaded down with discarded items found along the tracks. He was also suing the
entire world and carried a huge file of legal document with him at all times and would regale us with tales of courtroom dramas involving landlords, by-law
officers and so forth.
The entrance to the diner - 1978 Phil Mason.
The other trainman on the crew was a gruff biker type, and the huge cook decided he was attractive. Although I was the head end trainman, the other trainman
decided he would ride the engine which was far removed from the diner. That didn't stop the cook from seeking out the other trainman with delicious treats. The
Speno crew got wind of the situation, and through the public address system would announce when the cook was taking a walk to find the trainman.
The CPR Temiscaming Sub Mixed
A grade crossing sign on the Temiscaming Subdivision - 1964 Doug Leffler.
I made a trip from Temiscaming to Angliers on Canadian Pacific Railway's Temiscaming Subdivision in 1964 when I was 17 years old.
Our conductor on the train was named Clemens and Frank Smith was the brakeman.
I didn't get the names of our engineer, fireman and flagman.
All of those guys were extremely nice to us and let us have the run of the train.
We rode many miles in the caboose cupola and we also got a cab ride.
Here's the first photo taken at Kipawa Junction.
The phone shack at Kipawa Junction - Aug 1964 Doug Leffler.
The fellow leaning out of the cupola is my friend Rahn Stokes, who rode with me on the trip.
On the day earlier, Rahn and I rode the Mattawa train from Temiscaming to Kipawa Junction.
The conductor on the Mattawa train was named Fields.
Again, the crew let us ride in the caboose and we rode most of the way to Kipawa Junction in the cupola of conductor Fields' caboose.
The caboose on the Mattawa train was a steel, center cupola caboose.
Center cupola steel caboose number 437437 at Kipawa Junction - Aug 1964 Doug Leffler.
The combine on the Fields train was an older, clerestory-roofed car, whereas the combine on the Angliers train was a turtle-back roof style car.
Canadian Pacific combination car at Temiscaming - Aug 1964 Doug Leffler.
The motive power on the Mattawa train was an MLW RS-11 or maybe it was an RS-18.
I get those two MLW's mixed up.
Canadian Pacific number 8793, a RS-18 built in 1958 by Montreal Locomotive Works, switching at Kipawa Junction - Aug 1964 Doug
Canadian Pacific number 8793, a RS-18 built in 1958 by Montreal Locomotive Works, switching at Kipawa Junction - Aug 1964 Doug
I think this junction, which had a wye with one leg which extended a little over a mile to the village of Kipawa, was also called Gendreau.
The way the crew explained it to us at the time, the Mattawa-Temiskaming train regularly exchanged some cars with the Temiscaming-Angliers train at Kipawa
The conductor on the train in the photos was a Mr. Fields.
The Temiscaming-Angliers crew called it "Fieldsie's Train".
As mentioned before, Fieldsie's train had the steel CPR caboose with the center cupola.
CP 8793 switching at Kipawa Junction - Aug 1964 Doug Leffler.
My buddy Rahn and I rode this train from Temiscaming to Kipawa Junction, and if I remember correctly, the train backed into Kipawa and dropped us off at the
My parents and aunt and uncle had rented a cabin on Lake Kipawa for the week and they picked us up at the dock after our ride.
We coordinated all of this without cell phones!
Can you believe it?
One thing I forgot to mention previously was that the Mattawa-Temiscaming train (Fieldsie's train) ran on opposite days from the Temiscaming-Angliers train.
The day that Rahn Stokes and I rode Fieldsie's train from Temiscaming to Kipawa Junction was likely on a Thursday.
Our trip north to Angliers on the Temiscaming-Angliers train would then have been on a Friday and returning to Temiscaming on Saturday.
How this assessment came up was the fact that the photo that Rahn forwarded to me of the Mattawa train in Temiscaming showed a different numbered RS-18 than in
my photos of Fieldsie's train at Kipawa Junction (Gendreau).
The answer then is that Rahn and I saw, and photographed that train, at Temiscaming after returning from Angliers on Saturday.
The sequence of my photos on the 35mm negative strips shows that was what happened.
Thus, I must have photographed Fieldsie's train twice.
CP 8793 and train at Temiscaming - Aug 1964 Doug Leffler.
I hope this gives you a little more information about our ride.
It was many years ago and a lot of details have slipped from memory.
Doug Leffler - Jackson, Michigan, USA.
Canadian Pacific Tourist Sleeping Cars
A JOURNAL OF TRANSPORTATION ENGINEERING AND RAILROAD NEWS
From June 17, 1904 to December 31, 1904
Exterior of new Canadian Pacific Tourist Car.
The Canadian Pacific is building 27 tourist sleeping cars in its Montreal shops. Eight of these cars have already been finished and put into
service between Boston, St. Paul, and Vancouver. A number of new features have been embodied in the design and the cars are as substantial and comfortable in
every way as the standard sleeping cars, without of course, having such luxurious interior appointments.
They are 79 feet 10 inches long over vestibules and 9 feet 10 1/2 inches wide over side sills. The framing is Canadian Pacific standard with 5/8 inch by 7 inch
iron flitch plates in the side sills, 3/4 inch by 7 inch plates in the end sills and 1/2 inch by 6 inch plates in the side and end plates. In addition to this
all the end posts have 3/4 inch by 4 inch iron flitch plates built into them and these are lapped over and bolted and riveted to the sill and plate flitch
pieces, making the end of the car practically non-telescopable. The car body is stiffened with 1 5/8 inch truss rods, which pass under cast-steel, queen posts
riveted to the 8 inch steel deck-beam needle beams.
The body side framing is yellow pine. The posts are 1 1/4 inch by 4 1/8 inch with the outside corners rabbeted 3/4 inch deep to receive the whitewood siding
which is laid on flush. This siding is carried up from sill to plate and over it is laid the thin mahogany finish which is used on all Canadian Pacific
passenger equipment. The exterior finish is varnish over the natural wood and the only ornamentation is narrow gold striping. The windows have double top and
bottom sash, the outside top sash having three panels of beveled plate glass. Standard wide vestibules are used and the cars are mounted on 6-wheel trucks with
40 inch steel-tired wheels.
The main compartment of the car is divided into 14 sections in the same way as the standard sleeping cars. The seats, backs, and head pads are upholstered with
dark-coloured leather. Each berth is supplied with a spring mattress, hair mattress, feather pillows, blankets, and the necessary linen. At one end of the car
a kitchen is provided, where passengers can prepare their own meals. It contains a steel range, sink with hot and cold water, and ample cupboard room.
Adjoining the kitchen is a smoking room furnished with leather and wicker upholstered furniture. Washing facilities for men are provided in this compartment
and the men's saloon leads off from it. At the opposite end of the car is the heater room, linen storage locker, and two ladies' toilet rooms furnished with
hot and cold water.
The car is lighted by acetylene gas made by the Toltz-Lipschutz system. The center lamps have opal globes and four branch burners and when all the burners are
lighted give ample illumination.
We are indebted to Mr. W.E. Fowler, Master Car Builder of the Canadian Pacific, for the illustrations and details of the description.
Interior of Tourist Sleeping Car.
Sleeping Cars Canadian Pacific Ry.
Chicago, March, 1913
Interior of new Sleepers for Canadian Pacific.
The illustrations show one of a lot of thirty new sleeping cars being built for the Canadian Pacific by the Barney &
Smith Car Company. These cars have a total length of 72 feet 8 inches over end sills, a total width of 9 feet 10 1/2 inches over
side sills, with a height over all, from top of rail of 14 feet 5 9/16 inches. The entire design of framing as followed out is
strictly in accordance with the standard as adopted by the Canadian Pacific, being wood throughout, with the exception of the
end framing, which consists of six wrought iron end posts 3 feet by 5/8 inch, with ends turned at right angles and securely
fastened to the end sills and end plates with 3 by 3 by 5/8 inch corner angles. The needle beams are rolled steel 5 inch by 8
inch buld tee irons, 20.2 pounds per foot. The outside sheathing is 13/16 inch mahogany.
Plan of new Sleeping Cars for Canadian Pacific Ry. - Click to enlarge.
The inside finish is of the very best grade of Cuban mahogany throughout, with marquetry design of the Chipendale style, with
the exception of the smoking room, which is of English oak with marquetry design. The ceiling is of 1/4 inch Agasote,
canvas-faced, throughout the car, decorated in colors.
The section seats and sofas in the main and state rooms are upholstered in green frieze plush, while the sofas and chairs in
the ladies' toilet and gentlemen's smoking room are upholstered in Spanish leather.
Particular attention has been paid to the lighting equipment of these cars, which is the Stone system, furnished by J. Stone
& Company. It is their type, D.Z., 24 volt, axle light, with 24 cells of Stone batteries, arranged in parallel of 12 cells
The upper berth lamps of these cars are of the latest design with automatic cut-out switches, which shut off the current as
the bunk is closed up.
The heating arrangement in these cars is the Gold duplex system of hot water circulation, with Frumweiler heater, controlled
by the Canadian Pacific standard heat controller.
The air brake arrangement as applied is the Westinghouse Air Brake Company's schedule L.N. 1612, with hand brake arrangement
co-operating with same, and operating from both ends of the car.
The trucks are of special design built-up steel 6 feet 10 1/4 inches wide with 11 feet 0 inch wheel base, of 80,000 pounds
capacity, with 36 1/4 inch cast steel wheels equipped with Krupp steel tires, 5 inch by 9 inch journals, Simplex brake beams,
American Brake Shoe & Foundry Company's cast steel back brake shoes, McCord journal boxes, and Susemihl side bearings.
As a whole, these cars embody all of the latest designs and appliances known to the car-building art, being of most modern
construction, presenting a beautiful appearance, and affording most comfortable conveniences to the traffic-riding public.
New Sleeping Car "Granite" Canadian Pacific Ry.
The Pioneer Engine-Truck Brake and How It Came to Be Applied
NEW YORK, MARCH, 1897.
Canadian Pacific engine with first forward truck brake applied.
Editor: In the year 1889 the Canadian Pacific Railway Company put on a suburban train to run over a certain part of
its line. Up to this time this work had been done altogether by a neighboring road, and when, for the convenience of passengers, the
train in question was started, it was run exactly on the same time as the train on the other road, and it might be well to mention that
these roads ran side by side for the whole distance, and the stations on each were directly opposite to each other.
The train consisted of two 50,000 pound cars and a four-wheel coupled Manchester engine, with 16-inch cylinder and 62-inch wheels.
The tank was sloped to the back, and a pilot put on the back of the tender as there was no means of turning engine at one end of the
A few passengers patronized the new train, but when it was found that the little engine could not get there on time, and make all the
stops, which were thirteen in a distance of 23 miles, they made very broad hints of going back to the other line.
The engine on the other road was a remarkably good one, and was built for that particular service, with the water tank on the boiler,
and it used to get out of the station with such surprising speed that the little Manchester could have a good view of the rear of that
train when it did not get the smoke. This was too much for the feelings of not only the passengers, but engineer and conductor, and the
former, in his eagerness to make better time, sometimes did not stop just at the station, even with the engine reversed, and the latter,
with many apologies, would assist the passengers to alight at the road side.
The brakes on the cars were in good order and fully equal in power to ninety percent of weight of car, the tender brake was equally
good, but the driver brake was of the pull-up type, with the usual gland leakage. To keep the piston packing tight, the engineer was
accustomed, when oiling, to carry an oil can in one hand and a water can in the other. This brake was made to do good work by turning
the cylinders upside down, changing the pistons on the rods, putting on a long cross head, and making it push up instead of down and use
no gland. Bright sheet tin was placed between the cylinder and the firebox, and the leather packing was put in quite dry. The bright tin
acted as a non-conductor, and kept the cylinder much cooler.
After this was done, the time made was so much improved that the value of a brake for making time began to dawn upon the writer of
this article, who at the time, had charge of the mechanical department at that point. There were two pair of wheels yet in the train
without a brake, the engine truck, with a weight of 25,000 pounds, the energy of which pulled the train by the station, and made it
necessary to shut off sooner.
Why not put a brake on the engine truck? The reasons against it were, that no such brake had yet been used, and the engine truck was
supposed to be free to curve. The reasons for it were time and safety, and that this engine had a brake on the leading truck when
running tender first, which furthermore hung to the tender frame, while the engine-truck brake could be made to hang to the truck
An 8-inch cylinder, a 10 x 24 inch reservoir, and a triple valve, were soon on hand. Slab-iron brake beams, with wrought-iron brake
heads, were quickly made and placed inside of the wheels, over pedestal braces, so that no safety hangers were needed, and a braking
power of ninety percent was employed. The result was that the little engine brought its train in sharp on time, to the satisfaction of
The accompanying photograph is of the engine with the first engine-truck brake.