The last subdivision that I had to train on was the Red Deer Subdivision that ran north of Calgary and Alyth to Red Deer, Alberta. It was the shortest subdivision at 93 miles that I had to train on, it was dark territory, with no trackside signals, and was operated by timetable and train orders. There were telegraphers at Crossfield, and Didsbury to give you train orders. And one had to be wary of the First Class Passenger Trains the Dayliners. It was challenging with its up and down grades, and there were many spurs from Alberta’s petrochemical industry. The stations from the south to north were: page
Bengal Mile 1.1 a register station.
Beddington Mile 6.4 a 131 car 7234 foot siding.
Petro Mile 11.7 access to the Rockyview spur 4.1 miles long.
Balzac Mile 13.6 a 41 car siding with a grain elevator
Airdrie Mile 19.6 a 130 car 7169 foot siding with a grain elevator.
Collicutt Mile 25.9 a 127 car 7036 foot siding
Crossfield Mile 28.9 a 48 car siding with 24 hour operator on duty.
Wessex Mile 34.8 with a two track loading spurs for liquid sulphur.
Crump Mile 38.5 a 127 car 7036 foot siding.
Carstairs Mile 39.4 with a 46 car siding & elevators in backtrack.
Didsbury Mile 40.4 56 car siding with 24 hour operator on duty.
Harmatton Mile 48.8 with a 138 car 7600 foot siding.
Olds Mile 56.4 with a 79 car siding, and stop for passengers
Netook Mile 62.8 no siding with an elevator back track.
Bowden Mile 67.2 with a 48 car 2856 foot siding.
Campaign Mile 72.1 with a 131 car 7226 foot siding.
Innisfail Mile 76.2 with a 46 car siding and large elevator track.
Niobe Mile 78.2 with an elevator back track.
Penhold Mile 83.8 with a 132 car 7293 foot siding.
Tuttle Mile 89.1 with a 39 car siding.
Forth Mile 89.6 a Junction with the Alberta Central Subdivision
South Junction Mile 90.1 a Canadian National Railway Junction.
Red Deer Mile 93.5 a divisional point for freight trains.
There were two passenger trains that ran to Edmonton, Alberta’s capital city they were:
No. 303 that left Calgary Depot 3 17: 30 and departed Bengal at 17.35 daily except Saturdays
No. 301 that left Calgary Depot 3 at 08:30 and departed Bengal at 08:35 daily except Sundays.
No. 302 that arrived at Bengal 11:42 arriving at Calgary Depot 3 at 11:50 daily except Sundays.
No. 304 that arrived at Bengal 20:42 arriving at Calgary Depot 3 at 20:50 daily except Saturdays.
Scheduled Fourth Class freight trains operated daily out of Alyth were:
No. 77 that departed Bengal at 21:30 daily.
No. 987 that departed Bengal at 11:55 daily.
Scheduled Fourth Class freight trains that arrived at Bengal from Red Deer were:
No. 76 that departed Red Deer daily at 01:20 arrived at Bengal at 03:50
No. 82 that departed Red Deer daily at 06:20 arriving at Bengal at
08:30
No. 988 that departed Red Deer daily at 13:05 arriving at Bengal at 15:45.
No. 88 that departed Red Deer daily at 19:55 and arriving at Bengal at 22:50.
The system of operation was timetable train order authority, it was dark territory with no signals. The First Class passenger trains were RDC’s (Rail Diesel Car) or Dayliiners that travelled at speeds of 100 mph, so freight trains had to be very diligent in keeping clear of these fast trains.
There were scheduled daily freight trains of Fourth Class designation, and there were two stations with operators at Crossfield Mile 28.9 and Didsbury Mile 46.4.
I made my first trip on the Red Deer Subdivision on September 14, My Instructor was Fred Plotnikoff who I had trained with on both the Brooks and the Laggan subdivision’s the only instructor I had on the three subdivision that I had to train on and qualify to finish my training.
We were called on Friday, September 14 for Fourth Class freight No. 987 at 10:45 we had the 5670, 5587, 8560, and the 8642 for power. Our conductor was Art Barrett we had 56 loads, 54 empties, and 6035 for tonnage. We got onto our train in N-yard at Alyth, Art brought up our train orders, and train consist, and other paperwork pertaining to our train. We completed a brake test and we were ready to leave Alyth for Red Deer, we notified the operator at 12th Street E. Tower that we were ready to leave Alyth, he replied he would talk to the North Dispatcher and get back to us. After a couple of minutes he told us we could leave the yard and go out the Cushing lead, that ran adjacent to the north mainline, we took that route and stopped at Bengal a register station, Art went out and checked the register for the arrival and departure of First-class trains, and the signals they displayed, along with Fourth-class freight trains that could affect us, he gave us a copy of the register check, and we had slow to clear interlocking signal, so we departed going over the railway bridge on the Bow River, there were block signals up to Beddington as this was industrial territory with yard engines working, and they could use the main track if it was clear, this they did by checking the block indicators, that would show the presence of a train in the block’s between Bengal and Beddington. We arrived at Red Deer and were off duty at 18:40.
We laid over 6 hours and 5 minutes and were called at 00:45 for Fourth Class train No. 78, we had the 4209, 4442, 8650, and the 864 for power. Our conductor was Art Barrett again, we had 0 loads and 65 empties, we were back at Alyth and off duty at 05:40 only being away from home for 19 hours, most trips on the north were fast.
We got out again that morning on No. 987 at 10:45 we had the 8642, 8638, and 8816 for power. Our conductor was Mario Catena, who was the brakeman on the Laggan sub on a Keith turn who wouldn’t run for the switch. We had 41 loads, 55 days empties, and 5863 for tonnage we did better this trip arriving at Red Deer and off duty at 16:20, there was no traffic going southward, so we deadheaded home at 17:05 on the Greyhound bus arriving back at Alyth and off duty at 19:00, a total of 8 hours and 15 minutes away from home.
I took a trip off and we were called out on September 19 at 07:45 for train No. 672, we had the 8673 and the 5016 for power. Our conductor was Claire Robinson and we had 7 loads and 79 potash empties, with 3805 for tonnage. We arrived at Red Deer and were off duty at 14:40.
We were called at 19:15 for train No. 86 (Potash No. 671) We had the 8695, 8503, 8500, 8496, and the BAR 77 (Bangor and Aroostook) when CPR were short of power they would lease diesel locomotives, and this was a good example. Our conductor was Claire Robinson again, and we had 59 loads of potash and 1 empty caboose, with 6904 for tonnage we arrived back at Alyth and were off duty at 01:40.
On September 20 we were called at 20:15 for train No. 77 we had 5571, and 5689 for power. Our conductor was Claire Robinson we had 9 loads, and 51 empties, with 2993 for tonnage. We arrived at Red Deer and were off duty at 03:55.
On September 21 we were called for an Eckville turn at 08:45 we had 8545 for power. Our conductor was Claire Robinson, and we had 10 empties, this involved running 3.9 miles south of Red Deer to Forth a junction with the Alberta Central Subdivision that ran from:
Forth Mile 0
Sylvan Lake Mile 15.8, Benalto Mile 24.6, and Eckville Mile 31.0
My engineer instructor Fred Plotnikoff, the only engineer who I trained with on the Books Subdivision, Laggan Subdivision, and the Red Deer Subdivision.
Restricted to one diesel locomotive operation, and that the maximum speed was 15 miles an hour.
Fred Plotkinoff and Brakeman
We were running westward from Forth Mile 0.0 to there we would spot 9 grain boxcar
empties at the grain elevators there we would turn around and go to Forth cab-hop (Diesel locomotive and caboose). One of my most vivid memories was coming out of the trees onto a spectacular railway trestles that crossed over the Red Deer at Mintlaw Mile 7.2. Built in 1911 and was the second longest CPR bridge in Alberta. The bridge was 2112 feet long, and 110 feet high.
Waiting North Switch Red Deer for Dayliner
Dayliner Arrives At Red Deer
Restricted to one diesel locomotive operation, and that the maximum speed was 15 miles an hour.
We were running westward from Forth Mile 0.0 to Eckville Mile 31.0 there we would spot 9 grain boxcar empties at the grain elevators there we would turn around and go to Forth cab-hop (Diesel locomotive and caboose). One of my most vivid memories was coming out of the trees onto a spectacular railway trestles that crossed over the Red Deer at Mintlaw Mile 7.2. Built in 1911 and was the second longest CPR bridge in Alberta. The bridge was 2112 feet long, and 110 feet high.
We were called at 21:15 for train No. 86 with the 8700, 8621, 8605, and the 8681 for power. We had Leo Paquin as our conductor, and the train consisted of 69 loads, and 4 empties, with 7382 for tonnage. We arrived back at Alyth and were off duty at 04:40.
On October 9 we were called at 16:45 to deadhead on the afternoon passenger train to Red Deer, we booked outward at Alyth, and took a taxi to the Calgary depot where No. 303 departed at 17:30. The RDC (Rail Diesel Car) No. 9107 arrived at Red Deer on time at 19:15.
We doubled out taking a call at 19:45 for train No. 86 with the 5713, 5910, and the 5601 for power. We had conductor Don Quinlan with 75 loads, and 8 empties, with 7195 for tonnage. We arrived back at Alyth and were off duty at 04:00.
I had an appointment on October 10, and missed my turn going north, we were required to make a quota of trips every month, so I made a trip east on the Brooks Subdivision on October 11. I was called on October 11 at 15:40 for train No. 940
My instructor was J.(Jack) H. Willetts he was born on April 15, 1925, and hired on with the CPR as a wiper on April 30, 1942. He was promoted as a fireman on. He served in the Canadian Navy during World War II.
We had the 5583, 4705, and the 4714 for power. Our conductor was Joe Greenstein, we had 42 loads, and 23 empties, with 4404 for tonnage. We arrived at Medicine Hat and were off duty at 22:15.
We had a good night sleep and were called on October 12 at 06:55 for a Redcliff Turn we had the 8825 for power, with Wilf Larsen as our conductor. Redcliff is 7 miles west of Medicine Hat, and has many industries. One factory is the Dominion Class Company with an abundance of natural gas, and the availability of raw materials it was a logical location to build this plant. We switched out the cars they needed, it was a cold day and we went for a coffee break inside the glass factory where it was quite warm. It was interesting to watch how they made glass bottles, they had an enormous circular iron kiln, where all we ingredients silica 90% and soda lime, calcium oxide, and trace amounts of aluminum oxide, ferric oxide, barium oxide, and magnesia are heated to 1675°F. There were a dozen spouts on the bottom of the kiln that would rotate to a station where a gob (a term used to call molten glass) would come out by gravity and was sliced with a shearing blade, and then falls into a mould, were compressed air blows it into the bottles shape, it comes out of the mould, glowing cherry red, and goes down the conveyor belt where it is cooled off and packaged. We were back at Medicine Hat and off duty at 12:10 just in time to deadhead back to Calgary on the passenger train No. 1 The Canadian so I made another student trip with Floyd Yeats, and his fireman Fred Porter who had graduated from my class.
Floyd W Yeats was born in Field, British Columbia on 1917 his father George was a locomotive engineer on the CPR and worked the pusher assignments in Field. Floyd followed his father’s footsteps and hired on as a wiper at Alyth on August 25, 1938 and was promoted as a fireman on May 20, 1941 and he retired in 1979. We arrived back at the Calgary depot at 15:40 where we caught a taxi to take us back to the Alyth Diesel Shop.
I went north on October 13 getting called at 11:30 for train No. 987 with the 5686, 5712 for power. Our conductor was Don Quinlan, we had 44 loads, and 38 empties, with 5709 for tonnage. We arrived at Red Deer, and were off duty at 17:25.
We laid over for 24 hours and 30 minutes, finally getting called at 18:45 for train No. 86, we had the 8701, 8837, 8516, and the 8647 for power. Our conductor was Don Quinlan and we had 26 loads, and 70 empties, with 4590 for tonnage. We arrived back at Alyth and were off duty at 00:20.
On October 15 we are called 10:45 for train No. 987 we had the 5541, and the 5563 for power. We had conductor Don Quinlan again, and we had 29 loads, and 71 empties, with 5698 for tonnage. We arrived at Red Deer and were off at 17:00.
We were called at 02:35 for train No. 78, we had the 5541, and the 5563 for power. Our conductor was Don Quinlan, we had 36 loads, and 39 empties, with 5129 for tonnage. We arrived back at Alyth and were off duty at 07:35.
On October 17 we were called at 10:45 for train No. 97 we had lots of power with the 5901, 5790, 5651, 5691, 5858, and the 5711. The reason for having so many units, is that there is more traffic coming southward, then northward and they use this method to address the situation. When I worked in the Laggan subdivision was not unusual to see up to 20 units coming back from Vancouver. This would always make the engineer happy as they were paid a differential for every locomotive that they handled. Our conductor was Don Quinlan we had 77 loads, and 28 empties, with 9013 for tonnage. We arrived at Red Deer and were off duty at 16:45.
We had another long lay over not getting called until October 18, 25 hours and 55 minutes after our arrival at 16:45 on October 17. We were called at 18:30 for train No. 1st No. 86, we had the 5901, 5790, and the 5651 for power. Our conductor was Don Quinlan, and we had 82 loads, and 27 empties, with 9967 for tonnage. We arrived back at Alyth and were off duty at 02:05.
Doug told me he was going to take a trip off, our turn was called for train No. 77, the locomotive engineer off of the spare board was Louis Hlasny, when I arrived at the booking out room at Alyth Louis told me that he did not take engineman trainees so I went home and waited for our turn to go out.
We got out on October 20 and was called at 08:45 on an Extra North we had the 8701, and the 8673 for power. Our conductor was Joe Cassidy, we had no loads, and 97 empties, with 3603 for tonnage. We arrived at Red Deer and were off duty 17:40.
We had a little rest and were called after midnight at 00:15 for train No 1st No. 78 we had the 5857, 5669, and the 5672, for power. Our conductor was Joe Cassidy again, and we had 23 loads, and 40 empties, with 4066 for tonnage. We arrived at Alyth and were off duty at 17:25. This was my 16th training trip on the Red Deer Subdivision.
My next trip north would be with a Roadforeman of Engines Steve Shapka ride with us, and observe how I ran the train, and would qualify me if my train handling skills were sufficient, and that I did not exceed the speed limits, and I followed all the rules. The only criticism he had was that I was going through Yard Limits a little fast, but besides that he said that I did okay. Our conductor Joe Cassidy had booked rest until 04:00. Me and the tail end brakeman Bruce Hatton was in my class of Locomotive Engineers, he was junior to me on the seniority list but had qualified me for me so now he was working as an Engine Service Brakeman. The head brakeman was Doug Mann. We went over to the local hotel to have some supper. Bruce said to me I will bet you that Steve Shapka would not stay the night, and would probably catch the southbound Dayliner, we sneaked over to the north end of the station, and peeked around the corner, and sure enough Steve got on the Dayliner. So that meant I was qualified on the Red Deer Subdivision
Red Deer Yard
Front of Red Deer Station
Dayliner at Red Deer Station
Red Deer Station looking North
