A man who took up residence in the little railway station at Blakeney and who was there for upwards of a week was arrested Saturday morning by Chief Green of Almonte, on complaints made to him by women residents of that section. It appears the old fellow, who gave his age as 70, took advantage of the miniature depot and the stove installed in there to make himself comfortable. The C. P.R. employes either did not know about their new tenant or paid no attention to him. At any rate no action so far as can be learned.
Women residents of the neighborhood were perturbed, however, over the presence of “the unknown” and feared he might burn down their handsome railway terminal and perhaps a barn or two as well. At any rate they protested to the fullest. The unwelcome guest was not armed to the teeth as some suspected and gossiped about.
He gave up quietly and when he appeared in court was sentenced to 10 days for not having a registration card and to 10 days for vagrancy, terms to run concurrently. Contrary to their first intention the C. P. R. laid no trespass charge.
The extension of the railroad to Rosebank (Blakeney) was another huge development. In 1859 Almonte became the northern terminus for the railroad until enough money was raised to extend the railroad, in the early 1860s, past Rosebank. Because the flour shipped from the A&D Snedden Flour Mill was a large part of the train freight, the stop at Blakeney was named Snedden Station. This was a flag stop where it was a thrill for me as a child, to accompany my father with our two or three cans of milk to load on the train going north at midnight. You lit the big red lantern in the station, ran out waving it on the tracks and the huge steaming monster pulled to a stop. The cans were then loaded and empties thrown off to replace them. There were many stops like this until North Bay was reached, where farmers received a small bonus per hundredweight. This was in the 1950s before farmers in the country received the better prices those near the city did. That’s where the term ”Milk Run” came from.
The Kingston and Pembroke Railway (K & P) was a Canadian railway that operated in eastern Ontario. The railway was seen as a business opportunity by business people in Kingston, Pembroke, Montreal and New York. It would support the lumber (especially pine lumber which was in high demand across Canada and the United States) and mining industries, as well as the agricultural economy in eastern Ontario.
Incorporated in 1871, the K&P was intended to run from Kingston to Pembroke. By 1884, approximately 180 km of mainline and sidings had been laid, reaching Renfrew where it ceased after 12 years of construction. The K & P never did reach Pembroke. On January 1, 1913, the K & P Railroad officially became part of the CPR. The line was gradually abandoned beginning in the 1950s, with the last operating section from Kingston to Tichborne closing in 1986. The K & P is affectionately remembered as the Kick and Push railroad.
In the 1880s the Kingston and Pembroke railway completed its last leg. The K & P ran three trains daily but only the day train went as far as Renfrew. Altogether within the 24 hour period there were many passenger trains daily on the mainline, as well as the freight trains.
The K & P coming northward from Robertsville stopped at many of the little villages along the way such as: Mississippi, Clarendon, Snow Road, Wilbur, Lavant etc.
The Kingston and Pembroke railway was nicknamed “The Kick and Push’ because the railway twisted through the rugged Frontenac Hills and the old steam engine had little chance to display its full power.
Got this comment this morning after our story on the K and P railroad-Steven Manders
those old photos put a big smile on my face. I have visited all the places and photographed them myself for my book titled “The First Spike” but it would have been neat to have those old photos a few years ago for the book. Here is a video with Steve–
In 1892 a scheme was proposed to build the Lanark County Electric Railway CompanyPerth, Lanark, Oliver’s Ferry, Smith’s Falls, Carleton Place, Almonte. Outside companies could help finance the venture and own a part of it. Riley and Wendler were the Americans from New York proposing the venture and locals included: Alexander H. Edwards and James Fowler from Carleton Place. In 1896 talks fell dead and as the Perth Courier said,“the whole scheme had a faraway look to it”. ..
Alexander H. Edwards
Mayor of Carleton Place – 1897 – Lumber Manufacturer.
In 1898 and much back and forth it was defeated and Mr. Fowler formerly of Carleton Place and now of Arnprior was promoting a million dollar beet root project for sugar– and by the looks of the clipping below–water plants.
May 7, 1898-Mr. Jas. Fowler, the promoter of an electric railway in this county now proposes to run it from Lanark Village to Smith’s Falls via Oliver’s Ferry and Perth. He wants the corporation of Perth to give a cash bonus of $10,000 or to purchase $25,000 first mortgage 5 per cent. 20-year bonds.
May 28,1898-The promoters of the Lanark County Electric Railway are again on the warpath. They want $10,000 each from Lanark, Perth and Smith’s Falls, and promise the people of the latter .place a belt line in their town.
April 12, 1898 – Ground breaking for the County of Lanark Electric Railway was accomplished by Mr. James Doyle, of Perth, and the ground was broken on his farm at Armstrong’s Corners, near Perth. He used his road grader for the purpose, and turned up the sod for about two acres along the proposed route. The object was to save the company’s charter, although little else was achieved, and the line was never opened to traffic.
Clipped from– Local Railway Newspaper Items.. the complete rise and fall is documented here. December 8,1898
While some of the details ( files were from newspaper (Ottawa Journal) archives) are certainly correct, I did not break my leg but I had several injuries some of which I have never recovered from.
I had a concussion and a fractured skull and two chips knocked from my spine. I also had two broken bones in my right arm and a brachial plexus injury in my right arm/shoulder which cost me most of the use of the upperarm and all of the use of my forearm and hand. It never grew after that date and my cousin who found this article named it Tiny to which my family still fondly refers to it. The injury to the arm went on to save my life but that is another story being written about in my biography.
My sister, Karen, did only receive a scratch and a bruise. Karen had her shoe caught in the tracks that day. I was ahead of her and Maureen was ahead of me. When the train came I went back and freed Karen’s foot and pushed her off the bridge. I froze and did not jump.
Maureen happily did escape uninjured. I still remember her screams as she ran and jumped to safety.
I am married to a retired CP railroad engineer but he was not one when we married. What do you think Freud would say about that? The story of the train accident has been written many times including a piece in the National Enquirer but I have never seen it written with the facts straight yet. The Enquirer wrote it with my arm going to recover. I am not sure where your research came from ( Ottawa Journal) but likely from one or more of the incorrect articles so I thought you might like to hear from me.
Thanks for taking an interest in our story. Of course there is much more to the story including why we were there. Karen and I had never been there before.