Petawawa Ontario - "Rendezvous 83" was more than an exercise to test the skills of Canada's military earlier this summer, it was a challenge to many CP Rail employees to deliver the forces' equipment as ordered and on time. And that they did.

Four solid trains of chain-tie-down flats and bi-levels ferried more than 2,000 light military vehicles and assorted equipment to Rosyth, Alberta, for a 22-mile (35-kilometre) overland journey to the exercise grounds at Wainwright and then back by solid train to the Canadian Forces Base at Petawawa weeks later.

TRANSPORTATION NEEDS

The movement, which took place during the month of May and early June, represented the largest share of the Canadian Forces' transportation requirements for "Rendezvous 83" and brought into play two years of planning and co-operation between the railway and the military.

"This was the second time CP Rail had been afforded the opportunity to handle such a large volume of traffic for the Canadian Forces (the last time being "Rendezvous 81") and with the exception of a few minor problems, I'd say it went exceedingly well," said Larry Adamson, manager of off-line car service, in Montreal.

Mr. Adamson was responsible for securing the 228 chain-tie-down flats and bi-levels needed to handle the fleet of jeeps, supply trailers, 1.5-ton and five-ton trucks and various communications vehicles. In addition, eleven Plan II (Intermodal) containers were needed to carry supplies.

Easy does it:  Under the direction of this soldier in the foreground, an army truck is loaded onto a chain-tie-down flatcar at a team track in Petawawa - Date unknown Rick Robinson.

LOGISTICAL CHALLENGE

Getting the needed rail cars took care of only part, albeit an important part, of the logistical challenge, however. The talents of many more employees at work on three regions and at system headquarters would be tapped before the move was completed.

Unlike "Rendezvous 81" where CP Rail moved a smaller number of military vehicles to Gagetown, New Brunswick, the transportation requirements for "Rendezvous 83" better suited the solid train concept.

The solid trains permitted the forces' equipment and vehicles to be organized and transported as four military units. All the trains could be loaded, assembled, transported, disassembled, and unloaded within eight days.

This method was also more cost-efficient, but the key to this efficiency was the planning.

Discussions about the move began in the summer of 1981 with a series of meetings between railway officials and the Canadian Forces' transportation specialists.

Rates, schedules, equipment availability, weight differentials, training of military personnel on how to load, unload, and tie down equipment were but some of the subjects resolved. Even CP Rail's bright yellow cabooses, built at Angus Shops, were examined for comfort as an additional caboose to house a nine-man military escort would be added to each of the four trains.

LIAISONS

As the magnitude of the movement became apparent, CP Rail appointed liaison officers to provide the forces with any technical assistance they required in organizing the move.

Maurice Daynard, district manager for marketing and sales in Smiths Falls, played a key role as liaison with the Department of National Defense in Ottawa on policy matters, freight rates, and equipment.

Smiths Falls sales representative Joe Seahan provided assistance to the Canadian Forces Base at Petawawa while Gilles Charette put in many a long day correlating information for officials at the Canadian Forces Mobile Command in St. Hubert, Quebec.

Alec Eremko, district manager of marketing and sales in Saskatoon, kept in contact with the forces base at Wainwright.

Loading up:  Two soldiers use a towing device to pull an equipment trailer while their buddies pushed from the rear. The device, although simple in design, proved effective since it eliminated the need for using jeeps or trucks to load the trailers by backing them along the bi-levels spotted at Petawawa - Date unknown Rick Robinson.

OPERATIONS

From an operational point of view, Harry Austin, assistant director of transportation operations, was charged with arranging for the necessary motive power and scheduling the trains.

Don Guse, superintendent of transportation at Toronto, located a buck loader in Saint John, New Brunswick, and arranged to have it moved to Petawawa to facilitate the loading of the bi-levels.

While the trains were being loaded, Claire Finch, supervisor of special freight movements, was put on call 24 hours a day to sort out any dimensional problems that could have delayed the trains, which were spaced two days apart.

At Petawawa, switching crews under Smiths Falls Assistant Superintendent Kevin O'Brien burned the midnight oil assisting the crack military personnel with loading the chain tie-down flats and bi-levels.

The base's two team tracks had only a capacity for nine 89-foot (27-metre) flat cars and 10 bi-levels at a time. Once loaded, the cars had to be switched north down the main line to Chalk River, 15 miles (24 kilometres) away, where they were assembled as solid trains.

This switching had to be coordinated through the Smiths Falls Division dispatchers who blocked in switching time between the numerous regularly scheduled trains that run through the division

HANDLING

Saskatoon Assistant Superintendent Charlie McLennan and his staff were responsible for handling the trains when they arrived in Alberta. The trains would have to be broken up at Hardisty, Alberta, then moved in sections an additional eight miles (12.8 kilometres) to the upgraded unloading site at Rosyth.

"From the carmen right on up to the people at system, the effort was just 110 percent," said a pleased Maurice Daynard. "I never ran into anyone who didn't do more than what was asked of him."

Mr. Daynard said what was unique about the move was the close co-operation that existed between the railway and the army.

"This co-operation provided for a more efficient operation," he said.

A clearance bar was developed using a pole on each side of the track and suspending a bar at the correct height to ensure that the loaded bi-levels would meet normal rail line clearance requirements.

The military also devised a two-wheeled towing device to allow the loading of trailers by their personnel without the need for jeeps or trucks.

"These ideas illustrate the infinite planning that went into the operation to make it smooth," said Mr. Daynard. "The army deserves a lot of credit for the way this move went." And so do CP Rail's employees.

Blocked:  Military vehicles and equipment are seen blocked and tied down on CP Rail flat cars prior to unloading at Rosyth, Alberta. From here the equipment travelled by land to Wainwright - Date unknown Mike Ridewood.

Timothy R. Humphreys.

This CP Rail News article is copyright 1983 by the Canadian Pacific Railway and is reprinted here with their permission. All photographs, logos, and trademarks are the property of the Canadian Pacific Railway Company.