Posted on 31-12-2014
Filed Under (Calgary 1960s, CPR) by Broken Rail

While I was still working as a relief yardmaster, it gave me the opportunity to take photos in the Calgary depot, I had taken a darkroom course at the University of Calgary and learned how to develop and print black and white photographs.

One afternoon I went through the +15 walkway between the Glenbow Museum and Palliser Square, where the CPR’s headquarters were located at that time. I took one picture looking westward towards the Husky Tower and the Palliser Hotel, and have attached the same view looking west in 2013 lots of change. It was a short walk to the parking structure erected over the passenger depot tracks, that I helped build in the winter of 1968, when I worked as a plumber’s apprentice for Trotter and Morten Mechanical Co. from there I had a bird’s eye view of the activity going on when they were switching the East End power on No. 2 the eastbound Canadian.

1.) In this photo taken above Depot One you can see the CPR Stationmaster Al Leinweber on the right-hand side with his arm extended to show the incoming locomotive engineer were to stop the train at, on the right and left are CPR machinists and car department men in position to do their work when the train had stopped. The visible pavement between Depot One and Depot Two is caused by steam pipes running underneath, that also supply water for the passenger train, the other two tracks visible to the right are Depot Three and Depot Four, Depot Three was used to park CPR business cars that could be hooked up to the steam for heating, and the North passenger train it ran out of the east end of this track. Depot Four was used primarily for running freight trains through.

2.) No. 2 The Canadian arrives in Depot One, it has steam generated equipped A unit on the head end, and you can see the ventilating fans on the roof, and an ice breaker visible on the roof above the second man on the right-hand side of the picture. These icebreakers were used for breaking the icicles that formed in the Spiral Tunnels on the Laggan Subdivision and the Connaught Tunnel on the Mountain Subdivision west of Calgary. Without them, the Club and Park coaches on the train, with their glass observation roofs would be broken or cracked by striking the icicles

3.) The team of CPR machinists, and carmen spring into action to disconnect the air brake lines and steam generators Barco connected lines between the lead unit CP 1418 and trailing unit CP 8527, the icebreakers on the roof of CP 1418, are more visible in this photo, and you can see the steam from the generator at the back of CP 1418, and from the front hatch of CP 8527, on the roof of CP 8527 behind the cab are auxiliary air reservoir tanks (that were nicknamed “torpedoes”). They would usually be positioned underneath the frame of the locomotive, but the room was needed for a water tank for the steam generator. Here is a little background on these two diesel electric passenger locomotives:

CP 1418 a General Motors FP7A diesel locomotive was out shopped March 18, 1952. Its prior road number was 4060, and was acquired by CPR on January 7, 1955 and classed as a DPA-15b (Diesel Passenger A unit, 1500 hp and the “b” signifies the second run of these units the “a” was for locomotives CP 1400 to 1404.) The unit was sold to VIA Rail on September 28, 1978 seven months after this photo was taken.

CP 8527 a General Motors GP9R diesel locomotive was out shopped August 19, 1955 and it was acquired by the CPR on the same day. It was classed by the CPR as a DRS-17b (Diesel Road Switcher, 1700 hp “b” for the second run of these units.)

4.) The CP 1418 is now disconnected and is moving eastward from the passenger train.

5.) CPR Stationmaster Al Leinweber gives Locomotive Engineer Floyd Yeats, verbal instructions to run the CP 1418, down to the fuel rack to top up the locomotive with diesel fuel. And to then back the locomotive up into the east end of Depot Two and secure it.

6.) CP 1418 stopped at the east fuel rack to top up with diesel fuel, water can also be taken on here if needed, and on the east stub two coaches are visible. The older one close to CP 1418 is Rules Instruction No. 49, a portable classroom for instructing rules to running trades employees in the Alberta district. The modern stainless steel coach to the east of it is a spare passenger coach on standby, both are heated by steam. The round silver painted tank is for diesel fuel, there is also a set of fuel racks on the west end of Depot One. Visible in the foreground are the snow-covered tracks of Depot Three, and the clear tracks of Depot Four. That was probably used by a freight train yarding at Alyth or departing the yard westward.

7.) CP 1418, backed into the east end of Depot Three secured, and the engine crew of Floyd Yeats and his fireman will be off duty until tomorrow, when they will make their next trip east on No. 2 to Medicine Hat.

8.) The coach engine CP 8102 who was sitting in position in the West end of F yard waiting for the CP 1418 to take on fuel, and move over to the east end of Depot Three. They will call the operator at 12th Street E for a line up and would then couple of the outgoing head end power for No. 2 that they had brought up from the Alyth diesel shop earlier in the day. With that move completed, they then couple on to CP 1418 to take it down to the Alyth diesel shops for servicing and will return to the shop track at the Industrial Yard Office, and standby until No. 2 departs the depot and their shift will be over until tomorrow. Here is some more information on the CP 8102;

CP 8102, a General Motors SW1200 diesel locomotive was out shopped June 23, 1958, and it was acquired by the CPR on the same day. It was classed by the CPR as a DRS-12a (Diesel Road Switcher, 1200 hp “a” for the first run of these units.) All these units were equipped with light weight flexicoil road switching trucks.

Looking around in my library. I found a photo of CP 8527 leading The Canadian No.1 westward out of Calgary in December 1966. 12 years previous to my photos, and two years before the Husky Tower and Palliser Square were built. It was in this publication:

Canadian Pacific Diesel Locomotives.
The History of a Motive Power Revolution.
By Murray W Dean and John B. Hanna
A Railrare Publication 1981

Photo caption;

Once in a while, a solid consist of dual serviced locomotives may be found on The Canadian at Calgary. Such was the case. OnDecember 13th 1966 when a trio of steam generator equipped GP9R units. 8527 8518 and 8511 was placed at the head end of Train No. 1 for the arduous haul over the mountain ranges of British Columbia. In the background is CP’s Palliser Hotel, a long dominant landmark of Calgary,
– Robert A. Loat, collection William R. Linley.

Plus-15 9th Ave SE looking westward winter 1978

Plus-15 9th Ave SE, looking westward 2014

CPR Stationmaster spots No. 2

No. 2 arrives in Depot 1

CP 1418 being uncouple from train

CP 1418 disconnected from train

CPR Stationmaster Al Leinweber Gives instructions to Locomotive Engineer Floyd Yeats

CP 1418 fuels up at east fuel rack

CP 1418 arrives in Depot 3

CP 8102 couples on to CP 1418 in Depot 3

CP 8527 leads The Canadian No.1. December 13, 1966

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