~an.ad·an..

)~mnn

~<>. 222

JU1VE 1970

COMMUTING I

TO THE LAKESHORE

The Commuter Services of the Canadian Pacific Railway

F.F.Angus

introduct ion of ne,~ passenger­carryin~ equipment on CP RAIL's trains bet...leen }<!ontreal and Rigaud,Que., is the latest in­novation in a service which goes back nore than 75 years. Hhile tl1e spectacular develop­ment of the Lakeshore and the western end of the Island of Montreal as a residential area has taken place in more or less recent times,largely since Hor­ld Har II, there has been some comlTIutertraffic in to and out of !l1ontreal since well before the turn of the century,

In the 1850 's, the Grand T run!( Ra ilway Company of Canada "laS busy build ing its main line between Hontreal and Toronto and it was this line that first traversed the western extremity of treal's Island,following the shore of Lake st. Louis,along the sent Canad ian Nat ional Ra ilways I right -of -way to the village Ste-Anne-de-Bellevue,Nhere it crossed the eastern mouth of the

}<!on-pre­

of ot-

ta''la River by means of a tubular bridge,leaving the Island of Mon­treal.

In these days and for some years aftenmrds, most of the trains on the line ran at least as far as Kingston,Ontario and there was little suburban local traffic,apart from the milk trains, which daily brought supplies of milk to the metropOliS. The villages of Dorval,Pointe Claire and Ste-Anne were completely rural and few

• •• COMMUTERS ALONG MONTREAL'S LAKESHORE ARE N~d ENJOYING THE MODERN COMFORTS of CP RAIL's new bilevel cars. Here is a head-end picture of control car no. 900,complete with air-horns,bell and offset oscillating light.

Photo courtesy of CP RAIL.

CAN ADIAN PACIFIC RAILWAY'S FIRST LOCATION IN MONTREAL-PLACE VIGER STATION Yards-about 1937,showing the many wooden commuter cars, In this era, the commuter operation to Ste-Therese,~uB. was based on Place Viger and the cars used were similar to those used on the Lakeshore service.

Photo courtesy of CP RAIL.

CANADIAN 180 R A I L

of their residents had any reason to travel regularly to l-10ntreal • However, as time went on, the Lakeshore became more and more a place for summer residents and, in the 1870's,the Grand Trunk Railway put on trains which stopped at some of the suburban villages, By the 1880's, some people were actually living in the Lakeshore villages and coming t o \wrk daily in Hontreal and the commuter traffic had begun.

In this same decade,the Canadian pacific RaHway Vias com­pleted to Canada's ,.,est coast and the company was soon construct ing a number of feeder lines in the east. The line from 110ntreal to Smith's Falls was completed in 1888 and this single track parallel­ed the Grand Trunk all the way from Lachine to Vaudrellil. Stations ,.,ere established at Lachine Bank,Dorval,Valois,Beaconsfield, Ste-Anne and Vaudreuil, but at first no local service \'las offered and trains still departed from Dalhousie Square Station (later Place Viger),running via Hochelaga,Hile End,to Montreal Junction, just west of the present Montreal Hest station. Here the line turned west along the Lakeshore,continuing to Vaudrellil,Smith's Falls,Peterboro and Toronto.

The following year,Windsor Station,Hontreal,was opened and the distance to the C .P.R.'s main stat ion "las shortened by five miles by means of the new access line through Westmount. In this way,the present line from Montreal to Vaudreuil ,.,as completed,essen­tially. By the nineties, suburban development on the Lakeshore was becoming considerable and this extended t o the areas along the ot­tawa River between Vaudreuil and the Ontario border. Accordingly,in 1893, the Canadian Pacific constructed a new line, leaving the main line to Smith's Falls at Vaudreuil and running through Como, Hudson and Rigaud to Point Fortune on the Ottawa River. Passenger service on this new line consisted of one train a day in each direction,ex-cept Sundays,betNeen Montreal and Point Fortune,makine; all inter-mediate stops. The introduction of this train in 1893 marks the birth of the Canadian Pacific Rail"lay's Lakeshore Commuter service.

To operate this train,a small suburban h-6-4 tank engine, No. 624,vlas built in Delorimier Shops in 18 93 and this engine,haul­ing a train of second-class coaches, departed from Hindsor Station at 5:20 p.m., returning at 8:45 a.m. the following morning. Running time to Rigaud Nas about tvlO hours and to Point Fortune,an addition ­al 25 minutes. This was the direct ancestor of Trains 271 and 27Lr, which today leave Windsor Street at 5:15 p.m.(1715 hours) and ar-rive at 8:45 a.m. (0845 hOu,rs) respectively,although the time to Rigaud is nowadays 40 minutes less.

Engine 624 later became No. 5990 and survived until 1924, although latterly the commuter trains "Iere hauled by larger · and heavier locomotives, including some tank locomotives constructed in 1910-12. In 1897, the line through Rigaud was extended towards .ot­tawa,our Nation's capital and service via the "Short Line" (not to be confused with the Montreal-Saint John,N.B. route) began the fol­lowing year. This left the section bet\'leen Rigaud and Point Fortune

t BOARDING CAR 404590 PHGTOGRAPHED IN 1936 'dAS BUILT AROUT 1880 PROBABLY for the Credit Valley-Railway. It was a second-class coach in the 1890's and represented the type used on the suburban runs before the special cars were built in 1904.

• •• as a dead-end stub, which continued t o be serviced by the daily sub­urban train from I,'lontreal until the branch was abandoned in 1935.

Soon after the turn of the century, it became apparent that the C.P.R.'s suburban service \~as assuming more and more importance. In those days, the automobile was still impractical for daily travel to and from the Lalceshore and the trains carried all the commuters. At this time,the Canadian Pacific had doub le-tracked the line be­tween Hontreal-Hindsor street and Vaudreuil. In 1904,the C .P.R.con­structed its first passenger coaches designed primarily for sub­urban use. These 1'Iere the 300's (soon renumbered into the 100 ser­ies ),of vlhich more than 200 \-Iere built between 1904 and 1913 and used on many parts of the C.P.R. system. For nearly half a century, these open-platform, wooden, gas-l it cars l'le re the ma instay of the suburban trains and the number of passengers carried and miles run by them \-,as astronomical. Throu ghout this era, the Grand Trunk and its successor,the Canadian National Raih-Iays,operated a parallel service,Nith trains running at about the same times and stoppine; at the same stations. Many exciting stories have been told of the races behleen the commuter trains of the rival companies .Often, when the race l1as close, the conunuters barely had time to get on or off the train and sometimes the dilatory ones l'lere carried on to the next station or Naited for the next train. Regrettably,no factual accounts of these exciting competitions s eem to have survived.

As the years passed and more and more families settled in the vlestern area of the Island, t he suburban t rains became longer and service became more frequent. As additional stations were open­ed,schedules "Iere modified to include trains which 1-lould omit cer­tain stops, followed b y other trains ,'1111ch stopped at the stations that the first train had omitted. This resuHed in a faster service

t -. .

THE THIRD GENE~ATION OF CANADIAN PACIFIC COMMUTER CARS, NO. 1441, WAS built as a First-class coach and was photographed as new in 1924. After 46 years in service in Canada,this car is beginning a new career in Peru.

Photo courtesy of CP RAIL.

CAR NO. 128 WAS A SUBURBAN CAR BUILT AT ANGUS SHoPS,MoNTREAL IN 1906. Representing the "Second Generation" of commuter cars,this type wer8 used in regular service on the Lakeshore until 1953.

Photo courtesy of J.A.Shields Collection.

THE FOURTH GE NE RATION - ONE OF CANADIAN PACIFIC'S 80o-SERIES CARS - ONE of 40 lightweight commuter cars nos. eOo-839,built by CAN-CAR, Montreal, in 1953. All of these cars are still in service.Photo courtesy F. Angus.

• • •

t -- ..

CP RAIL'S "DAYLINER" NO. 9100,A TYPICAL R.D.C.2 UNIT,CAN BE OTHERWISE described as the "Fifth Generation" of Lakeshore commuter cars.

Photo courtesy of CP RAIL. -~ AN ASSEMBLY OF TIMETABLES FOR CANADIAN PACIFIC'S LAKESHORE COMMUTER

service from 1896,1906 and 1921. These timetables are dated pre-cisely on the back of esch timetable. Courtesy collection F. Angus. -A CANADIAN PACIFIC COMMUTER TRAIN,HEADED BY ENGINE NO. 1992,A 4-6-4T, stands in the station at Pointe Fortune,Que. about 1910. The engine was scrapped in 1934 and the line between Rigaud and Pointe Fortune was abandoned about 1936. Photo courtesy collection Roger Boisvert • . . ..

Jd.~ MONTREAL TO TORONTO I ,;vE~~~ ~~~l;") !S'~:&S:D .. ;"t~p~1 1 s~J~~

l~':'~O~!::U~lt :':'~~~~~.~~~' .. ~!.:::::::::: ~~.~ t:-t~lJ~~'~'~:~~~ :~~:~.~~~~:~

Montr_) Juno..... ... ...•...... ..... •. . B.31·· 1.i2" 6.81" 9.12" t 6.20 pm I Do"&.1 ................. . ................ 18.4 .... , LbO" IS." , ........... ---

V"lot. ............................ ,,,.. 8.4.8 ," 1.55 - 6.45 , ........... . 1 Lake.ld.e ............... ..... .......... ...•.•.... 1.56 ~ 6.tS ·· ..... ..... . 1 B<e.cloul1elOO ...... ................. , ... ! 8."" 2.04" 6.61·· ............. " ... . 21 St. A.J:m& "'" BoUevu(lo .... .... .... 9.03" 2.12" 6.01" 19.52 .......... .. :u ,U.c1.reull .. .......... ............. .. . . 9.10 " t 2.20gma8.lOpm 9.10 •• •• ........

i TORONTO TO MONTREAL ,Eastern Except I E:rcept Idfontr1 !Sa.lUrdltY ~~~_~ _____ ---\~E~X:P~._._ Sunda.y Sund&y Exp.. onl)'

:::S"E.~01·::,;·~·~·::::::::::::: ::~lM : ::::::::: t i:~'~ ~l:~ ;: n:U p

:: LalECla1<1 ...... .. .......... ... . .......... .... ............... J 8.18 ............ 15.30 ..

_m~¥.~~;fi;jLrL:,:,::·:·:·Lt!:!l ::::,:·::r!:~.: ::i'::J ri,~, MONTREAL AND POINT FORTUNE

---~"rH;~~~~IL" -:-:::-' ~;"::'~' :::~~S~~I~~t:· ~ •• " ..•.• ... 46. , 1. ~ .••..... (W1D.<1ltOr8t .) .. 6 •.• . 8.4 . i 6 ...... ...... . ... . .. ...... 8. 2. z.. .. " ... ... V.udreull . ....... . . ~. 5.1 ..... ...... .

::::: : :::::: . : :~!f 2:~ 28::::::::};l~tl~.:li:~::::::::: ~: .:~ f~:::::: :::::: ••.... ......•. ~ 2.~ ~ .....•... .... como .... ..•.....• 7. ..~ .......... ..

:::::: ::::: !~ ~:~ fr::::::::,,~€~.;~~~~;::::: : filii! j~:::: :::::: ........ · .. ·I.'· ....... ·~ ,i1 ... ..... Pt. Fo"un . ...... .. r. 6.1", .. ·· ·.l .......... ..

P • ..: .! p.x:' ~A.r L~ A . ~ ., I'~ . ~i·p~~it~;.~~··&~:~~~:~~~~'~~;oJ.b~~~:tf.~~v~.~,;:.~~:~i7~O;·CJ~~

MONTREAL TO' OTTAWA VIA SHORT LIN-E For Service via North Sbore. lIee below

~l ST~TIONS L~! :'::-I A .~ .I-}-} ~~I ·:.tlp~-:~-J -:.~ i p~:. I;~~t~·~I· ... /)f. 0IMont I.WlXlSt't:i~1 B.'~'"9.'OI·~IO.OO 12.01~1.80.il.30~t.(~ ~6.l6 6.15, 9.iO, 10 .15 l IWCllltDlOunt ... .....•.. • 1. .... nO.O!l 12.C16'~1.&511.35 ..... . I 6.IO,J6.201 •....... .... 6M.oDuealJunc. ....... . lUll)' 10.12 12 .11 1.4~, 1.4Z ..... 1; . ~716.27L ... : 10.26 9~llL1Dk.11 ....... 1' .... ,I···· .~10.IB 12.17 1.b11.491····· I 5 .• ..4 .... J ......... . ~~~ ::::::::::: ' :::::: i :':::IA~:~ ti :~;IL~ri:~\ ::::: 1 ::~,t~::::: ::: .. . ~?1fake.Jde ..... ... ! ..... ; . ... ~0.26 12.28ifl.50Jl.~I ..... 1 6.i2iJB.4Z .. ... .

1:1~~~n~~a;r: ..... i9 9.~;' . :: : ~g:~ ti:~H:~!lt~::::: I t::~~::~~~ : : .. :~:f:~~g~~,:: ::( :::::!:: : ::iHg:;~ ~ : ~~}:~~:101: ::::': ~:~ !I~ : ii! : :::: :::: :~ ,IISte . Anne de B .. 'J 9.121 ..... 110. 42 UL~1 2.OS1 2 .. a'14.2~: 6.5817 .00 ...... flO.t1 :k[Ya.od.reUU ........ r 9.17. 1O.20~O.50H2.tu; 2.lg 2 . 2!i"a4:.~ . B.~ 7.05;10.20 10 .63 271!ele Cad.1eU% •. ... ·1 9.2:2i ..... 1.00-----112.1"/2.264.3. I B.16/7.12i ....... ... , ogjOOmo .......... .. . 119.211. .... I}. 00 ..... '!.T2.22·f2 .n •. U'I 6.lt!11.171 ......... . a.~IBudBon .... .. , , . . J 9':i11'~'" 11.1{J ...... 12.27; 2.8514:.t{l ' 8.80j 1.22

1 .......... ..

~udsOnHOhl"hta.11 9.331 ..... 1.12 ...... FIClI .80 t2.;~!:,fh' 8,12iJ7.2i .......... .

~l!~:tl~:~~~~~.~: ~~: :: : : ,~ ~ :~ :: :: :: . ::::: I!t~~+}~~:~~~~~~~ !1~~~:Q.··-~;r~I -W~:;: -::1~~ i~I-·-I .. · = .. -.-.. -. &8\Va.nkleek.H.1ll102: 10 1610 lSi 11 5ti . ' 16.8(j .. , 1.18 11.51 !1 McAlpin flO 20 1fl2 01 1 168b ' .. , .. ........ . &6lColedonloSp'9, 10 2\1

1"f'SI12 10 16 14 ... ~ .•.. 112.01

1O!Altred 110 ;:Ii 12 11 . Ifl 5~ ..J ..... .... . et 110 '5 12 U 18 OC " 1' "

"" •• an .•••••• )~!~!~t.i ::~f :: r ': lDS:Blackburn .. , .. .. :111.31· .. ... 1! 1.12. ·· .. 1 118 * '1 I 1l~jOtt8wa {cen.St.tI-tll.'S: U·40I~ 1.26 ... .. ,.. 117 Of., ' 11240' 1 IS 11, Un.8~~r~7.j~~:'(;;~ ·P:';'·: :P·.M: P '11-;-;- p)j PM -: ~·Al:-

AOdl\IO"tl&i uallH; leave MOntt'Cal fJ.30 ft.m .. t4.1!i p.w., '10.00 p.m.; an1\'"e Vaud.r-eoll t lO.I03..ru .. t:i 06 p.m .. "10!lR O.D'!

OTTAWA TO MONTREAL, VIA SHORT LINE For service "VIa North Sbore eM bolow

~~ STATIONS Lv I :.~.I*.:l ::. II }:. I A~~-' -P~:. ~~I P~.! p~:, ~:.:. 'Ottawa I g:-n.~:: -t~l: ::~I:::::: : :::: : "8:" :::::: ::::: :1: ~:~ . Too tB:.ru

11 Bl:!J..Ckburn ............. •. . ····1·· .... 1 . ..... 8.57 ...... ... ... ....... ~ t . lI B.88 l~ NllvOon ............ .. .... . ........... ·· .. ··1 9.051 ..... ...... .I ...... ~ • . 1011 6.t8

~:i;~1~r:::::: ::::: ::::.:1:::::: :::> !:~I:::::: :::::: I ~~~~~~~~ t~H~ (I PlllntQ.gcn6t ........... ...... ...... j ...... 9.'-31 .. ... . ............ t.58 7.16 ~1; Alfred ................... ........ ... ...... . 9.51 ... ............. 16.0811 7.11

Caledonia Spgs •.. .•• 6.13 .... ··1·· .. ·· 8.~~ ...... ······r .. tOI . 6.18 7.BI !>~ M c Alpin ..... ...•..... . .... . ····· ·1 .. ···· flO.~ ....... . .... .. · ···11 6.22 7.t1 S' Vo.o.klcekHill 102 5.30 6.SO

ff,···· ·· .. ··A,~ :~I::: ::: ...... 41 .66 6.80 7.68

Suu-do..lo ....... ... ...... . .......... . ...... ~ .... ...... 6.86 7,61

~:;g:=:: S1~ ~I~ii: ':: ::':'1

:::::' .;: ;; --;.::

Hudson lIolgbta. · · . 17 cr.!1 7.~1 S ~ifJ.0 '\fa 2 t5 ' " e D7 8 M Hudson. .. . • . I 7::.1 s r../lO 5; 2 t~' .1 . 1 e. 8 Bi Como ., . . i 1 351 S 31 flO WI 2 51 .. I'" 1 e 18 8 65 hlE; Cu.dloWl:: . 7 '11 8 ;)(i fll 02:i12 6 I . . • 1 861 Vnurucuil. 8 ., 1" 1 ~ 8 4SI 11 1O~:3 101~ ,.20

1 Ii IQ S 16~ '.00

~, ~~'eAd~Jeellovu~ .. 1 ~ ~:1 ~ ~I.: ~ ~il : ~.: .. : ,~,~ :·ro 'Y. BeQ.urepo.1re.. . • 118 [,;/1 8 57 S 26! 4 iSl. "'. ~ 9.11

101 Beacousfield . . . . f, 8 ~ 'I ~I 3281 4~. • ..... If l.lS

~ i~~e~l~~iW:e r.· .. '~l1 lf~~~ . 1 ~3~1 :~\ ' .:: :.:~:.: IQ.lVnJola .... ,. ' 813/~OS~. 834 ,,4:8: .... . 1111 I Dorval .. j. . .. AlB 9l .. :3 447' •• ... 811 H1'7GoltLink.e "1' 181'1 . 34.14:48 ........

n! ~~!~r:~~~c :. 7 ~~I ~ itll ~ 2 :: ~ 4. ::.' '66::: III Mont!I.WlD..St...16!· 7 OOi" 8 oo;t 8 '01"' ~Il } 4 ~It 6 06(- 8 80, 7 OO§lD DO

Ar A M I A ~ A M A ~':"lTA. )f rp)I p)j.' "P.W P.)!" . P ~ 1~ltiOn!lj ~r:::un; Ica ... e \'- 3.udrcUil-·ti.~ ~. !tI. •• f l1':' j lL .w., Tti.iO~ , ~ve :'tlont.reo.l "7.35 a..m .. U2 .15 p.m .• t7.15 p.m.

~u. V.nkl_k S ... tlot"l.Vankr.;:k rllll .. -AvtOOUS c.oooona cover tran~16r Autobvi VanklookSUtlOn ..... wknb;luy. Avlobus CO~POns cover ~(,'/~Ooc~~~~n IraiN duo 10 pUS V~nlcletk Slalion between tho hou .... of 6.30 a.m. MONTREAL AN 0 OTT A WA, SHO RT LI N E-VIA CALEDONIA SPP.ING3 ~~~~:; .Of ~i:50r.r!nOdn~9iS~,;a1y$~. 503. S06 and SC9 dally excepl

-;~I..---u;J:~ I7-S0T1~!..;J 29 . 519 I S_2LI'O~_ S;~EA~Ij5?~;tl~~1 51-,~ 575 1 529~- ~l..~ 515. 57150 Ll.2?..I~I¥tie.::~~':r~"'e 37 S72:S.!? 529 SrO::jST9!IS- - 2- 59F39::'fS14i";-"-~;6-'78 1 526'~OI506.22.... 36~~5-64' I "rOI>!4S1I"ro"'l 19 i~"8 ~sa5)0 is IoIIS'5 OO,~ ~ji4 "'10'I,i3"15;;· ~2 is, rt3la ~tlO 12~lS!:"I·I · ' f~ltl s lilloill f at:. ,."~MI1 .to ~ ''ttl.'] ~ ~ 0 d r~ ~ lV(~,~~'s:~A~tn ) Mit'? ,~l t6 ~ ~ tl is t7~~ ·~ ):'; .~NSC i:t ·il /oil li;~/2~51'2 "OO{~2 ~ "tOOla"sMzolhS M45/ t6 ~ f6 so ts 3~~ at ,~tOs

105110229 22B22153 5215064211 4163213 062211231231221 ? I"'" c 8)1. ~;':I 7 ~7 21 29jcOli WO"Sl",ount . 7 ?li 6· / j 1 32' 8~~8 o! ") II,JJ? 1237IS2123352 5 1?/S37 607642827IBS 9!H 10'~ ]0 3 9 3~ 8 3\)) 5 42 5 2~ 42 ] 27 3 II 226 124 1242 , -; I " 9 .11

1 I: f ~ 1 .:1 7 26 I) ~. :) ~~ Montro .. l Won 11 ~ (:. ~ . ~ J 83 9 I'll I II ~ 1230 2303 45[ 5 O~l 530 600 635 829J 84 950

; I;: 87 11 ~O, f~ ~7 1 I: j~ Ilj ~ tf2 3r:~ g I:~ 5 'i I j lIlt., J f ~ 3~ 2 1 ~ t 17 32 ~ 5\~ 211 D~'rk~~J I~ . l~~ 21 .. 8 ti ll ., :~~r. 1'1 ~ 3Sl/: ~ 5 20 28 -1 :t-1 ~I I

'll II f5 5~ (5 ,,,I / 441 f3 41 112 5f>/l2 'i6 11111 111 -41 I IS ': I?> II d/6 ~ Str"tkmoro no /fJ 1 .( 1121171 In 171 1/45il5 16 18 07/8 321 til 12 IS 571/5 4~ 14 4 fJ 42 1/2 5H I2 57 c I 47.r I

, II~ fa (\ ') , I I'Jl o VBlolS / 7 i!/t11!b u fa ~'i' 12/15 112 Is! / 45C'/5 151 J8 OSJ8 321 111141 155-)1/5441 1444 fl 44 /12$ / 1259 I - ; 11 44 I S ' 2 Il si /{) uk~"do ,n /~ 1 6 .-: n N IUl 3 In13/34 / 44slfS13 180)1,(928!

,/1116 N f60 1J546\ (4 / 3 46 1101 / 101 ( fI l I ~!.f. . 11 '1/6 . e:,d~rp",k I ; 11_ j /b 1 r7 W 12/11 {21' 14 /511 /801d8~ I !III~'''' !6m3!'," !"f'32I/3'8/312231! 1 ~! 112m rl l !11 4 f11 ~, l R.ta~ 7

jJ738 ri e,{o~ Po'n>OC"", f!~{61 6 ~ ' Ian s!: ;;: '1 IC " I~",ol ~ ,11!' ~J' 10 !622!8~ta2ru""3'

,1120 a: 16 550 45 43~ )50 240 10S1 10?[124 I jl 11 3.>1 F. @j 1 ~f740 1:~ 64S; Bc;)consrlOld t6 ~OC 6~ 7~ 7 S ' c( pI 011. 12.~a 208131314431 508 r 620 75~82~!93) ~l:24 ~ I~ I ~~ ~:~ g~ ~~nl~ lnl fd s~ ~I~£ 11 ~~ ?: rs } . l i~' :~"ou,:PU;';: 1~1~ '1-;~ c:' ~~ O I~~ ~ :i/~ 286~~j:~~~go · ~§6~[~1 II 3 852\ 6 I 602 - 5 O~ 4 431 4 02 3 J 248 1 171 I 17'1~ 48 120 1202 t 431 " 01 ,, {I : , ., 48 2 Sto Annol 5 J 6 7 T" jO '5;1 I t 51. - I 561 1 4311456 540 (; 12 746 8 II 926 1 1l~1I '90'''2~1''G'~ISI~'5OI''U3 4'''2' 12"' 1 2~12'~ I2I ~(l 2Iu l l '£J 91 <'1_ 5~ 'I ' 55 ~~ V,.d".,' .[5 ' ' ~ 135 -' 16 4~18i~" '~Jal ' 22I "'''O '3'I'O't7'~80sI 920 !!lI:~ Jro32f6171b

C: (4 ~?It-=m'34 /13 f10S1l21!j I s ~ ~ t , ./ 1: - '~t, hk-C~d'oull rS J / 8 /f:J4 c:.1!~ « I iol - .&It: tl5!/4 191f 443 1559-n511f 911 !II 54~ I' 38" U ; 0 !; O~/' "'3'" f 1 38

1 I I "1112 2 'I' 01 . ,I '?' If S 2 • , Como . t? ~; 16 '~n - Jl8 13 ~ 0 j!' ~!. 37 IS s, In "'f'l 03 II 58 6 42 6 V ~ 5 0 4 30 r3zS I 43l 1 I 12 2 2' Q!f C; 23

1

1

C " ILl ~ I-Iudaon . "; 5 1 11 1 6 ).~f 7 1 «I _ • 4 09 4 3312"5.,.21 5 50 7 4<! B S'8 /II 5 ..J 16 29 ~ ~ 08 (4 / 1 4~ /1 17/12 19 t l2 l."!i I c. '. 18 S2. Hudlon Holgku irs rs 5 ' {i )J / 1 14 ~ • ~ ~ 14 ' /43 1 f7 4;1

'...,2 Ci' c( /632.:::::: . fS!1f43 /148"" /120/12) ' IZ I.? I C • ~ .o.rstonVOIlo f5? ~ ~ l') n il , ... S!' 14051/428 n4a 1' 2 Gsf " / 650

11/636 E ~ /S 151/4 39irr-4 02 I I ~2 II 24/123 11216i 1 '13 • f B"~ 16 1 Ckoosy ~ rs z~ I:: ( . , ~f?Jt7 n ~ no I E ~ /402'/424 f7 37 co

' /1 ,- 1;) 10:.1 / 641'::;:; /5 191. l iS 11238 1219l ' 9 . I 37 QI Dr"51on 15.1~f54 1b2A !fO'1 " :;, rJSS11420 n34 l~ ~. _t6~T~"11. -§~r!!J.... ~...2_. __ !U£~ !.!~ __ jfflt(' ~_ «t l (~.Ud. ~v,o 0 rs I 4 r~~!p ~~ .1l. 1_ _L~ !..1.5 ~ '5.35_1!L. 43

lid -' ,~]lgWi~~~ ~:Q }:~p,<'lIf'L . - -- (10_ . -nl~ :1\ ~~~~~;~;:;:: . . . L " -- m- ----; HF-f\l j~~ri.!fr loJ~ll >1 11] .... IO.J73~ ... ~~ ' .4... 100.: 91l SJ. ... v.n"=.(H.~ ...... y).. ' I 8) 9'" l~ I' .: •• ,' .43' .03' .. 8.15

, . E T t~! ~ it> h !n(::~ .. ~f~~~;·" E L:' . ~· i II !f: ... ............. .. .-. . 8"1· · · "'r" , . ,~ . . I~ .. 85 .31 ... ..... .• 0 .... "... p i I '.06 7.21

••• • •• ~. .. i~i .... •••• .... .: ,HII i0l.l. Pat :.H~~~~~d 1 p I :: ~l f~ I .. : 'i :::: :1I;15in~ : . .•• 001 ::. ::: I·:::,!lo,,: ·.: : {IRs: · 1 'If : ~-.; :::::. g';"".'::~i"O(Cj :::: l 1'5 5(\' ) '8 " . 11'00 t3i,,{l:fL ::, :\ii~

.... to! . ...~ . 1 ... 111 . ".111. ,..M .~ " .M ' .r .. . "."". P.M. ,. IO! . I" .M, ....... I..... .. • . 1 .. III. A". .... .. JIll ,. M ,I' • I" hi I" '" ,..III.! ,",III . ".1'11. ".111.

-Da!ly, c:;.PollaJ Mail oox on Stalion Platform. tStoos for pass9n08t"i from Montreal EXPLANATION OrSIGN5-TAflLES 37 t.o 51 mStops for ~"\lora to and from Ottawa, pFlaQ slOIl Svnoay only. ~ l1~ (OPS for nortn of Shawbridgo.

~g!~\~:::~~~~:l.y. (C) ~~~~:ine~t:d. port for eumlnation of ~~~ ;~~~~~h~e:~~li~r8d~~;'~tr~7~ ~~i~%d~~~gr~rrn from St. Gabriel Svbdivlsion. r. SIOS;;'\~" :n~~~i~nto~!~~' of Vaudrouil. ~~~~ ~3r:(IJ:~ f~~~ ~Ot.d~/~~\~~ and Wei! ~s~:1~l' ~1l~sh~~S~:rrom atta ...... .

1£:~~.~~r;. MOI!~'y. ~~~~eX::~n~r~~rdro~ ~~d d~r~~~Y'from SI . e~'~da~u:::dcSa.turd.l~~rida)'$ only. ~~~J3~ :~Jr~~~~~;O;~~'f~f Sl The(4)10 . oF~g. ~~030f:rr~Tl~S E°!1n~Ya~d t~~oQlPt~~~~\~~: ~~~~:,°c!r f,~~~~o~~:fromOL1Gb&c to detrain. ~i~~: ~~ ~~~~!\~ i~; ~Qo$~t~~a~;p3Ud. I Ae're.hmont Station and No....., AUQushn a':ld l>eyond. !fla{J Station. "Mondays. IiStoo:s lor Da.$Songer:1 from Troi~ Riviora" and ppF lao SI'JD Satvrdl y and Svnday for SL uStoos to 101 oN for T~oi$ Rj vior(lS SU'bniv. Lioht f.co fiaura, r1"nn'''' • M ',m"

Stand. bStODS to ontr.lIn f., north 01 81. Joromo. h~.1turd .... lind Sund ...... t"lr"lh, n",."'"" 0 ....... ~~'" • •• • • • •

t ONE OF c ,<:\r,! IDrr\~1 pr\CIFIC'S FIWiT SUBURIJAN C[J(\CIIES,CAR NO. 302 ~!J.l\S SOON renumbered to 102. This car WRS built at Hochelaga Shops in 1904.

Photo courtesy J.A.Shields ColI. ~ 'iJHEN THE 800-CL(\S5 COMf'1UTER CARS ~~ERE NElu,CAN(\DIAN FA CIFIC ENGINE NO.

2459 powered a train of them up the hill From Windsor Station to West-mount about 1955. Photo courtesy of CP RAIL. . .. . "rhile still covering all tile statiO!; stops. In 1935,the Point For­tur:e orancll ';Ias aoar:doned,but Ilttle else changed,desplte the ir:­cl'eas:Ln g automobile traffic and the cor:struction of a divj.ded htgh­\·ray along '~ he Lakeshore,noN identified as Route 2-20,parallel to tile main lir.es of both the Canadian I'acific and Canadiar. Natior.al • 'T;,e trair. s of 1950 differed (JLrc little from tllOse of forty years be­fore altllOugll steel cars,displaced from other runs,gradually joined the COnUlll1ter train consists.

The f i l"St b if;; chant{e came ir. 1953 , Hher. !j·o !leN l03 -seat , lightNe iLi"lt sllburoan coaches \"Jere adcled to t he company's roster.Be­ine; nlmbered ~)OO to J39,tlle j' arc all still in Llse,altilough they are r.m'l paintec1 in CP iiAIL's silver and red livery. HUh the coming of the GOO's,the old "Iooden cars I'lere finally 11i'chdl"aWn and althou gh a few survive as boardin g cars,the JlIajority have long since been scrapped.

The parallel commuter service,operated by Canadian Nation­al Raihrays,Hith t heir distinctive v intage-191L~ tank locomotives, was cut back to Dorval in 1955 and \~as d iscont inued ent ire ly in 1961. In the same year,tcl.e Canadian Pacific built a new roadbed just to the north of its original aligr.ment behleen Ballantyne Tower (approxi-mately Lachine) and Dorval. This enabled the Canad ian National to

t . ....

A REI1 ARf'lABLE 4-6-4T ,no. 624 ~JAS QU ILT BY Ci\rJAOIAN rACIFIC~'''a ...... ~ in 1893 for commuter tra in service. Photo courtesy Ra ilway & Locomotive Historical Society.

CANADIAN PACIFIC RAILWAY ENGI NE NO. 28 16 ROLLS DOdN THE GRADE WEST OF Grand Boulevard to Mo ntreal West with a train of BOO-class and heavy­we ight coaches at the close of the st eam-powe r era on Mo ntrea l's La ke­shore commuter trains. Ph ot o collection p. Mu rphy.

OFFICIAL DIAGRAM OF CANAD IAN PACIFIC RAIUlJAY LOCfJr~oTIVE NO. 524 (LATER no. 5990),the first ~uburban engine on the Lakeso re. Ouilt by Can 8dian Pacific in 1893,she wa s s cr apped in 1924. - ...

4-6-4 SUBURBAN TANK LOCO.

. '- .. 1--- ----- IW"-tr-------j

CLASS T 1. 8U8 0U'.88 Tl&. O~AOfTY IOO'L

b-_______ ~'.~ To~1 Wheel f.<>&o 0; ~-----I

1-_______ 4!>,~· to""" Lenqth OVIS'r f...,no Qnd Il~"r 'l'd" •• ---- -----1

t CANADIAN PACIFIC Rf.\IL ; ~AY ENGINE NO. 2811 LEAVES WESH101lNT ON A ~JUNNY June afternoon in 1960 with a load of homeward-bounrl commuters. Note the old New York Central coaches in the background. A week later,the "stea~ers" were retired and the diesel-electric era began.

Photo courtesy of P. Murphy.

CP RAIL COMMUTER CAR NO. 819 InDES ON THE REAR OF THE "5.15" OVER THE Glen overpass on a warm summer day in 1969. Photo courtesy F. Angus.

CANADIAN 191 ~ R A I L

relocate its main line west from Turcot Yard along the original 1856 Grand Trunk right-of-way,thus avoiding the slow passage over the many road crossings in Lachine. After 1955,the Canadian Pacific was the sole proprietor of Lakeshore connnuter service,apart from the ever-increas ing private car and bus traffic. The year 1957 sa\>1 the introduction of self-propelled BUDD R.D.C."Dayliners" and these ve-hicles have continued to play an ever-increasing role in the sub-urban traffic picture. About this time, the mtlk trains ,.,hich had provided an essential service for so long finally succumbed to the tank-truck competition. steam locomotives continued to haul prac-tically all the non-R.D.C. commuter trains until 19Go and by the spring of tbat year, the Montreal-Lakeshore connnuter trains were the last s 't;ror.gbold of steam on the entire Canadian Pacific system. For a time that spr ing, the steame rs disappeared, but they reappeared br­iefly tl1ereafter.However,in June,1960,the diesels took over for good and the commuter trains assumed the appearance they retained until 1910.

The roster of Canadian Pacific's suburban passenger coa­ches in the 19Go's included forty BOO-class cars,\>/ith about thirty heavyweight steel coaches of the 1920's and '30's,as well as the R.D.C • 's used on some of the traj,ns. Car 1700, a 1938 st reamlined coach was rebuilt in 1968 and joined the fleet and the following year,it and all the 13 00's were repainted in the new CP RAIL colours. Then,on April 2-(,1970,the new gallery cars, 900-901 and 920-926 made the ir appearance and the schedules and cons ists of the commuter tr­ains ",ere greatly changed. All of the old heavy\>le igllt cars ",ere re­tired and the 800's were grouped into three trains of 13 cars each, leaving one 300 and no. 1700,as spares. T,he gallery cars . run as one train and there are two trains of R.D.C.'s,for a total of six trains.

The modern streamlined trains of 1970,which carry thou-sands of passengers daily from their homes to their offices in l~on­treal and back agair. in the evening,ln all kinds of weather, are a far cry from old engine No. 62Lf and its \>Iooden coaches,or even from the commuter trains of 20 years ago. As the highways get more and more cloGBed with autos,the saturation point of the roads comes ever nearer and the construction of ne\'1 expressways,at astronomical cost, only serves to postpone the inevitable for a short interval, \>Ihile increasing tlle contribution to air pollution,already intolerably hi­gh.

The commuter train,meanwhile,continues to occupy a very important position in the suburban area picture and, by making the commuter trains so attractive,CP RAIL has done much to get the com-muters off the high\>lays and on (or back on) the rails. In this automobile-consc iou's age, the prov ieion of fast, eff ic ient suburban trains is a major factor in convincing the travelling public that the automobile is not necessarily the best way to go and,as the number of suburban homes increases and parking spaces in the city decrease, the importance of CP RAIL's Lakeshore commuter service is ind isputably assured for many years in the future.

0

~ f-

Q)

C

0

'" J)'

*

NEW LOOK ON THE LAKESHORE

F. Angus

JEi!idaY,APril 24,1970,was the last day of operation of the old con-sists of the commuter trains from CP RAIL's v!indsor Street Station in lvlontreal. That mor­ning, these trains were made up of their usual equipment as they came in to Windsor Street from the Lakeshore.

During the day hovlever,considerable switching \~as done to make up the ne\'1 trains of 13 cars each of the 800 class coaches. Since the nel'! gallery cars Vlere not yet in service,some of the old heavy­weight cars l-Tere marshalled together for one last run and the last regular train of the old heavyweight passenger cars left Viindsor Station at 5 :27 p.m. (1727 hours) on April 24.

The consist of this train,with the construction dates of the cars,is of interest:

Diesel electric locomotive No. 4069 Cars 1441 (blt.1924) lL~33 (blt.1923) 1335 (blt.1931)

1469 (b lt.1928) 1486 (blt.1926) 1303 (blt.1929) 1476 (b It • 1928 ) 1350 (b It. 1929) 1700 (b It • 1938)

It is interesting to note that all but the last car were heavy­weights and the first t hree cars had been used recently on the Can­adian Railroad Historical Association's excursion to Drummondville, and were maJdng their first run since that trip.

At 1727 hours, this last train departed from vlindsor Sta­tion,Montreal, in a pouring rainstorm. Despite the load of 8 heavy­\1eight coaches, the schedule ~Tas maintained, although few passengers were riding beyond Pointe Claire and therefore subsequent station stops were short. Hhen the train reached the end of its run at Vau­dreuil,it marked the end of an era in Lakeshore con~uter service.The next day,the old cars were deadl~aded back to the Glen Yards and placed in storage a"laiting disposition.

The subsequent disposition of tl~se cars is of interest. Twenty-four of these old heavY'~eights have been acquired by the Per­uvian Corporation and \1111 be shipped to Peru in South America, in the near future. The cars involved are: 1335 , 1336, 13~·5 , 1347, 1348 , 1349,1350, 1)56,1360,1361, 1433, lL~41, lL~55, 1458,1459, 1~ 60, 1465, 1467, 1469,1476 ,14'(9,1480,1486 and 1054. This will Horite "finis" to the . ...

.. ~ l ap of the t-':ontrea l urba n· and Guburb Bn area s holJJing the commuter routes oper''-Jt ed by Canadian Pacific Raill~ay-CP RAIL. Courtesy CP r~/-\ IL.

CANADIAN 194 R A I L

1400's and 1800's and the only heavyweight coaches remainin g on system will be 1301,1302,1303 ,1305,1307,1310,1322,1324,1328 and in Montreal and 1334 and 133T on the Dominion Atlantic Raihlay Nova Scotia, On May 12,1970, cars llf33 and 1441 were moved to wharf for load ing, preparatory to the sea voyage to Pe ru,

the 1331

in the

Saturday,April 25,before the annual spring change of time, the ne\,l gallery cars left Montreal at 1610 as Train 283 and carried passengers for the first time, HOVlever,the first offiCial run of the new cars l'laS the folloVlin g Honday,April 2l,~/i1en diesel units 4075 and 8765 hauled cars 901, 926,925, 924,923,922,921,920 and 900, in that order. leaving Rigaud,Q,ue, ,at the western extremlty of the commuter service zone, for Montreal at 0 64[3 as Train 2"(2,

At 0815. the inaugural train arrived at Hindsor Station and the first commuters to enjoy this nel'! facility disembarked from the ne"l cars, The long-a~laited c han geover had taken place and the "new look" had come to Montreal's Lakeshore,

t REPRODUCTIlJN OF THE COMjvlUTER TICKET recently introduced for commuter pas­senger service on Montreal's Lakeshore,

• THE LAST LAKESHorlE COMi"lUTER TRAIN OF heavyweight coaches stops at Dorval Station in the afternoon of Friday, April 14,1970. The car in the fore­ground is no. 1441, Contrast this picture with that of the same car when new on page 183,Photo by F, Angus.

THE FRIDAY AFTERNOON TRAIN OF APRIL 14, 1970,dischargBs passengers at Beacons­field,~ue"before completing the last few miles of its run into retirement. All of the cars in this train are go i ng to Peru,except nos. 1303 a nd 1700.

Photo by F. Angus.

THE GALLERY

CARS Bernard Wilkinson.

INTRODUCTION

The spring timetable came out on April 26,1970, and with it,CP RAIL introduced a new suburban train of nine gleaming, space-age, stainless­steel, gallery-type coaches. The new train oper­ates between Windsor Station,Montreal and poi­nts along Montreal's Lakeshore.

The diesel-electric locomotive is on the west end of the train and will pull it on its westward runs and push it back on the eastward trips. This method of operatior. obviates the necessity of turning the train around at each end of its run. In operating terminology, this is known as a "push-pull" ope.r:ation.To make this kind of oper­ation possible, two of the new cars are "control" cars and have an operator's cab at one end.

During the "push" phase of the operation,the driver is in the control-car cab and lines running through the train to the loco­motive carry the comn~nds that control the train.

Gallery-type passenger cars are not new to the North Amer­ican continent, since several roads operate similar cars in the Chi­cago commutation zone. Their new Canadian cousins however,have sev­eral notable differences and innovations. Before deciding to build gallery cars,CP RAIL conducted an intensive study to determine what type of equipment would be best suited to the needs of modern com­muter service. It was decided that the gallery-type car would meet all of the requirements and,at the same time,would provide the pas­senge rs with a comfortable and eff ic ient se rv ice.

GENERAL DESCRIPTION

The most imp8rtant feature in the new cars is that they each have four upper gallery seating areas. Each gallery has its own spiral stair­case located ad jacent to the cent ral vest ibu le . . . -

FLOOR PLAN AND SIDE ELEVATION OF ONE OF CP RAIL'S GALLERY CARS - A CON­trol car,showing the seating arrangement and facilities.Courtesy CP RAIL.

--~-

CANADIAN

+ + +

+ + + rlXED 5E./>..."~ 5~OWU OTHE:q,S Rtv£~~\elE.

JI (

R A I L

- ~

+

FLOOR PLAt-.i I

I~i

]I [[~=====:') 1[-=~~li -I!I--I------I-IIj-i~l;

_liill (;;:=:)-::![~~ll---,L~""--ll --,,I[ ~J~I __ ( _ll 0 1 ;1

~ . ~- --'-Et-~~~~ ___________ '-___ _ 51_DI: _~_LE_V_AT_!Ot

- __ 1'2-9 -_--___ --+_-_________________________ 5""-",' enWE:£

'-------------'------ ------------ --------------e!)'-C

r

F=~L'===::::.J l _

1. ' .,.. "i

__ L-~~L__J_1 _ __ ~\-_-_--_-_--_~_c_c_O~_-~_~-_O~_~_D~~~E~~~7. . _______ L _ _ --I.-I...._--L...L-1L---1-1----"Uf-_--'-!.H-

I 'I

SIDE SECTION CO"'TR.OL CAR. 1---- TI-

t==--=*

CANADIAN 197

OIJTROL CAR

IN.LtT

~

__ . I~:=JI - - I[ ~ ] I[

j' j'

j ----i

~~""A' QV'" ""~QgRU."'~IO"~ CONJRO~ i C"R

R A I L

OU1L(1 (IIJ

JI I[ JI

CANADIAN R A I L

Wide electrically-operated sliding doors allow rapid loading and unloading of passengers. There are two types of cars. Seven are ca~ led trailer cars and two are called control cars. In addition to the driver's cab,the control cars are also equipped with a toilet and water-cooler.

The passenger capacity of the new cars is as follows:

Control cars - upper level - seated 60 Control cars - lower level - seated 94 Control cars - standees - approximately 30 Control cars - total pas senge rs .•.••••••• lBIf

Trailer cars - upper level - seated 72 Trailer cars - lowe r leve 1 - seated 96 Trailer cars - standees - approximately 30 Trailer cars - total passengers •••••••••• 198" Estimated Total passengers per train ••••• 1,800

The control cars carry fewer passengers because of the space occu­pied by the driver's compartment on the upper level and because of the toilet on the lower level. The control cars are numbered 900 & 901 and weigh 113,000 lbs.,while the trailer cars are numbered 920 to 926 inclusive and weigh 110,000 lbs.

This light we ight, compared to convent ional equ ipment, is a direct result of stainless-steel construction. For example, the present single-deck commuter coach weighs 105,000 pounds,which is al­most as much as the new cars which have approximately double the passenger-carrying capability.

Stainless steel being much stronger than ordinary carbon structural steels, its use permits a significant weight reduction in each car. This reduced weight results in a saving in the cost of fuel for the diesel locomotives. Based on the experience gained th­rough the use of stainless steel cars on the "Canadian", the advan­tages of its use were obvious. stainless steel is durable and per­manent and will last for the lifespan of these cars.

Stainless steel, as its name implies,is corrosion-resista­nt and - an aspect which is of particular importance in commuter cars - is highly resistant to grime, soot and the corrosive vapors found in urban areas. Stainless steel eliminates the necessity of repainting routinely and cleans easily. Its soft lustre presents an attractive appearance to the passengers.

CONSl'RUCTION

CP RAIL's gallery cars ,,,ere built by Canadian Vickers,Ltd. in Montreal,in the same shop where the cars for Montreal's METRO,the city's subway,were built.

The underframes,side-walls,end-walls and roof structures were all assembled by welding on specially designed jigs. When the first body shell was completed, it was subjected to rigid structural testing, in accordance with Association of American Railroads exact-

t THE GALLERY CAR ENDS ARE ASSEMBLED HJ a jig at Canadian Vickers Limited,prio to the welding stage.Photo by CP ~AIL. + THE MAIN lJNDERFRA~1E HAS BEE~J COr"lPLETED and is now ready for the next step in the construction process.Photo CP RAIL

THE GALLERY CAR SIDES ARE PUT TOGETHER in the same manner as the main frame and car ends - tightened up in a jig before being welded. Photo by CP RAIL.

CANADIAN 200 R A I L

ing requIrements. These tests \~ere conducted to confirm that the completed structure conformed to the engineering strength calcula­tions. Thus,this sertes of tests confirmed the soundness of the de­sign. There were several tests conducted,but perhaps the most in­teresting and most important was the "squeeze test". In this test, the car shell was placed in a huge steel "squeeze" frame and . the couplers and draft gear at each end were removed and replaced by large diameter steel bars,which were inserted into the centre sill, until they contacted the draft-gear stops. One of these bars was connected to a large hyd raulic jack. During the "squeeze" operation the jack applied a force of 800,000 pounds to the car structure.The strain gauges at various locations on the structure transmitted rea­dings to electronic equipment to m!asure the stresses produced in the car body. The upward deflection was measured to determine that it was within the prescribed limits. The compression of the struc­ture,under this pressure,was also meas ured.

Visual evidence of stressed areas was provided by paint­ing the structure with a "stress-coat" of paint,whereupon it could be easily seen whether or not these highly-stressed areas were acting normally.

After the tests were completed, it ... ras essential that no permanent deformation of the structure should remain; otherwise, it is a reason for rejection of the design.

Much to the credit of CP HAIL and Canadian Vickers en­gineers,the car structure passed all these compression tests with flying colours.

INTERIOR FINISH

I-Ihen the structural test program was completed,the fin­ishing of the interiors began in earnest.

The interior decor of the cars had been tastefully chosen to provide a bright,airy and colourful atmosphere. Materials were selected not only for reasons of appearance but also for durability and ease of maintenance. For example,the floor-covering chosen was "Flexiflor". In the centre of the floor, it is red and at each side, under the seats,it is black. CP RAIL's decision to use this mater­ial was based on experience. "Flexiflor" has seen 18 years of use in some passenger cars and it has never needed repair or replace-ment.

The very comfortable seats are covered in green, breathe­able nylon and the hardware is chrome-plated. Some of the seats are the "throw-over"type,for proper directional ortentation of the pas­sengers on the return trips • .. . .

I ... THE FI NAL COMPON ENT OF THE GAllERY CAR IS THE ROOF STflLJCTUf'E. THE PIECES for this element of the car are shnwn here bolted in the jig nrior to Idelding. Photo courtflsy of CP r, rlIl.

AT CANADIAN VICKERS LIMITED,THE UNDERFRAMES FOR THE NEW CP RAIL GALLERY cars are being assembled in a jig before being welded.Photo by CP RAIL.

AN INTERIOR VIE!~ OF THE Cm1PLETED GALLERY CAR 5THUCTURE-STAGE B IN the construction proces~,followed by a picture of the first car structure in the "squeeze" frame. The white areas are "Stress-coated" to show the areas affected during the test.Photos CP RAIL.

AN INTERIOR VIE~ OF THE LOb~

er level of the passenger compartment of one of the new gallery cars. The accompany­ing photo shows the gallery arrangement. Photos CP RAIL.

CANADIAN 205 R A I L

The s ide-wall panels are "Formica" in a terracotta and cream combination. The windows are "SOlex" tinted glass on the out­side panes and safety plate-glass on the inner panes, which are grad­ually tinted,being darker at the top. The side-v/indow panes are one­quarter inch thick. All other glass panels in the car are untinted. Tinting helps to reduce the bothersome glare of the sun and is also important in preventing thermal transmission on hot summer days when tne air-conditioning system is in operation.

The glass in the end-doors of the control cars,at the cab end and also the cab windshield are safety plate-glass 9/16th. inch thick.

It is also interesting to note that the vestibule at the centre of the car is completely stainless-steel lined and the spir­al stairways to the galleries are also of stainless steel. Another innovation in this pollution-conscious age is the installation of chemical-type toilets in the control cars. This eliminates the dis­charge of effluent onto the right-of-way.

LIGHTING, HEATING AND AIR-CONDITIONING

The interior of · the new cars is lighted with fluorescent fixtures and operates on 110 volts A/C. There is also an emergency lighting system that operates off the batteries on 32 volts D/C.

Each car has two separate a ir-cond it ion ing sys terns, - one for each end. These are mechanical refrigeration units and have a capacity of 8 tons each and operate on 220 volts A/C.

The heat ing system, essent ial for cold-weathe r comfort, is electric. The heaters are installed at the junction of the side-wall and the floor and are c6ntinuous for the full length of the passen­ger compartment. A 1000-watt electric heater has been installed under the bottom step at the side door, in the vestibule. This helps to keep the step free of ice and snow in wintertime layover periods and also keeps the door pocket clear of ice and snow which could soon foul the proper operation of the doors.

Each car is equipped "lith its own electrical generating system. A Cummins diesel engine drives a generator which has an out­put of 75 kilo~atts. The electricity developed is used for the heat­ing and air-conditioning systems and also for the lights. In the event of the failure of the diesel engine in one car,po"ler is sup­plied from an adjacent car, since the cars are trainlined in sets of two. This arrangement permits full lighting and air-conditioning,in seasons of summer temperatures and partial heating during the cold \~eather. However,the electrically-operated sliding doors, as well as the control car headlights, "gyrolites" ,marker lamps, chemical tOilets,etc.,are arranged to operate on the 32-volt D/C system. In the case of a total power failure, all cars could be brou~lt back for maintenance without operational difficulties.

Exhaust gases from these diesel engines on each car,after passing from the engine through the muffler,are piped up one end of the car to roof level. This provision has been made so that pas­sengers on station platforms \'Iill not be bothered by the fumes. For the engine cooling system,a special shroud has been designed to en-

t THE REAR END OF THE G.f1LLt:IW CAR IS FITTED I.:ITH ,':I N E XI~i1IJ :JT PIPE iJllICH conveys the fumes from the diesel motor to the car roof l8vel, a'~8y from the passengers on the platform. Photo cDurt8sv CP RAIL.

A SIDE VIE!" OF THE NEI,J GALLERY CARS - IJSED F I~E ': UErHLY IN PURU CITY releases by CP RAIL - shows the im pressive size of th e car.

ON THE FIRST DAY OF REGUL AR SERVICE,THE N E~ GALLERY CARS FIT NEATLY under the canopy of the platform at CP RAIL's IJ ind30r 5tation,Montreal.

AT THE END OF ITS FIRST RUN IN REGUI.AR SERVICE,THE COMPLETE TRAIN OF CP RAIL gallery cars poses at Hudson,~ue.,on April 29,1970. F. Angus. - . .. close the radiator and fans in the winter. The resulting heat that is trapped is utilized in preventing a build-up of ice or: certain components.

PERFORMANCE IN SERVICE

The ne,~ gallery cars have been equipped "lith the latest design of truck,incorporating soft long-travel springs and roller bearings. CP RAIL conducted ride tests on the ne\~ cars and, utiliz­ing impact ride recorders, determined that these cars are among the best for ride quality in the fleet.

For those of us who are not fortUnate er.ougll to live in Jvlontreal's Lakeshore district,an afternoor. trip to ) 3te-Anne-de-Bel­levue and Hudson would be a refreshing and enlightening experier:ce and might even convince some city buffs to move to the suburbs.

Train 265 leaves Montreal Windsor Station for Hudson at 1610 with 5 or 6 cars and arrives back at Hindsor Station at H3)0 J

as Train 264. Train 273 with all nine of the r.ew cars leaves Mor.­treal at 1845 for Rigaud,at the end of the corunuter district, where it remains overnight. Next morning as Train 272, it head s bacl< into Windsor Station,where it arrives at OS]"i_

CP RAIL is to be congratulated for having prOduced this fine train. It has brought a new and vital experience to those who travel daily from the Lakeshore. It is a fitting tribute to the Com­pany whose motto is :/lServing You in So Hany I·Jays".

A COMPL ETE TRAIN OF GALLERY CARS,HEADED BY CONTROL CAR NO. 900.JUST Visible at the rear of the train is the diesel unit supplying the power. Photo courtesy of R. Ian Stronach.

CP RAIL'S FORM 19-Y FOR APRIL 24,1970 INTRODUCES THE NEW OPERATING Timetable 44 (Eastern Region) heralding the advent of the new Gal-lery Car Commuter Trains. Collection F. Angus.

. . 0 '

OBSERVATIONS

V'VITH F.A.KEMF

••• ••

The concept of carrying passengers ir. vehicles with t\oJO or more levels is not recent or new. In fact, it antedates the railways,as we knm'l them.

In the latter years of the 18th. century, roads were improved to permit the passage of heavier vehicles and IIstage-coaches ll be­gan to pro vide more or less regular service between towns and ci­ties in Great Britain,Europe and eastern North America, carryir.g passengers, mail and small parcels.

In Great Britain, an elaborate system developed at about the same time as the postal serv ice,with which it was closely allied. Four-wheeled coaches,hauled by four or six horses,generally car­ried s ix passengers ir.side and from two to six lIoutsidell.The lat­ter rode on top of the stage-coach,along with the driver and the guard. These passengers usually paid lower fares and enjoyed an excellent view of the landscape on fine days,but were,of course, exposed to the weather in inclement periods and were expected to get out and push if the coach should become mired in a mud-hole , ~Ihich ~las not an unusual occurrence I In North America, roads were worse and lighter vehicles were used,so that lIoutside ll passengers were not always carried.

As the railways developed in England during the 1830's, they were provided,almost from the beginning, Vlith IIcarriage trucks ll as well as IIhorse-boxesll,which were used to transport privately-owned carriages and horses,but soon came also to be used to transport mail coaches and freight wagons,which completed their jourr.eys by road,after reaching the end of the railway line. This practice so­on ceased after the rail lines ~lere completed bet\oJeen the prin­cipal centres,but the carrying of private carriages and horses at special rates cor.tinued for many years.

Today,in the latter half of the 20th. century,we are constar.­tly reminded of these early days by the names still given to some

• •• .. UNDOUBTEDLY A VERY EARLY EXAMPLE OF A "BILEVEL" CAR,CANADIAN PACIFIC'S

Observation Car No. 517 was built in 1902 ,probably for use on trans­continental trains through the Canadian Rockies. Photo courtesy CP RAIL.

r I

r I

CANADIAN 212 R A I L

members of the raihTay operating tI'ades in the United Kingdom: He speak of the "driver" (engineer),the "guard" (conductor) and in common parlance, passenger cars are st ill "carriages" there but "coaches" in North America.

In the early days,occupants of pri-vate carriages orten remained in them,rather than transferring to the passenger space available on the train. It is not known,however , whe­ther or not mail-coach passengers did likewise,- probably not. The restric­ted clearances of British rail ~Tays effectively precluded the adoption of the bi-level principle and al­though the compartments of early Britisl1 raihTaY carriages were sty­led to look like stage-coach bodies, passengers did not,as a rule, ride outside!

Early North American railroads VTere built '/lith more generous clearances and passenger cars of the early 1830's were often fit-

,ted with seats on their tops. A description of the first eight-wh-eeled passenger car.the "Columbus",built for the Baltimore and Ohio Railroad in 1831 by Ross l'Jinans. states that it had seats on the top,like other cars previously used,reached by a ladder at one corner of the car.

Roof -top seat ing was found to be uncomfol:tab le, impract ical and unnecessary and soon was abandoned by the railways,although a num­ber of double-deck horse-cars were built for urban trans it lines. These were more common in Great Britain and led to the almost uni­versal adoption of the double-deck vehicle when tram lines Here electrified. Very few Guch vehicles operated in North America, wh­ere road clearances were more restricted.

The improved visibility potential of a roof-top position be­came apparent to a freight train conductor on the Chicago and Nor­th Hestern Railway in 1864. Following an accident 1'111icll made a large hole in the roof of his I·my-car caboose,he installed an ele­vated seat and later persuaded the car foreman to construct an enclosure or "cupola", This feature vias adopted on the C, & N ,1'1, and gradually spread to many lines throughout North America. A de­sign for a passenger observation car was published in 1889,but the idea was not adopted unt il 1892 when the Canad ian Pac if ic Ra ilway built three parlor-observation cars of its own design,with not one but two cupolas! They were used in Rocky Mountain service, but had definite disadvantages in the days of coal smoke and no air-con­ditioning,which influenced the Company to revert to the use of the single-deck open observation cars,

After 1900,double-deck trams and motor buses came into gener­al use in Great Britain and many British colonies throughout the world, Double-deck buses were used in NeVI York and Chicago, but low

CANADIAN 213 R A I L

clearances of wires and underpasses limited their use in other North American and European cities to a fe\>1 experimental vehicles. The upper decks of the earlier cars and buses were open,but it soon became apparent that an enclosed upper level made for a more useful all-,~eather unit,so thellopen-topslldisappeared,along with their North American counterparts,-the open-bench street car.

By the late 1930's, the Long Island Railroad,with restricted clearances in its East River tunnels and North America's heaviest commuter traffic attempted to resolve some of the concurrent problems by designing a h igb-capac ity coach, in wh ich alte r­nate groups of four seats were rai­sed above the others, giving a stag­gered effect similar to that of the IIduplex roomette ll sleeping cars "lh­ich \'lere built after World \'Tar II.

The first cars were produced in 1937 and a later group came out about ten years later. They ,~ere not popular ,dth the passen­gers,who objected to the "compartmentization" which,while quite usual and acceptable in Europe,"las not so in the United States. In addition,this arrangement obliged half the passengers to ride back­ward. These cars are still in service. At about the same time, the Pennsylvania Railroad introduced sleeping cars with "duplex single rooms" staggered in the same manner, the beds being crosswise of the car. These cars are also st ill used on the liB roadway Limited".

The IIneed to see" and the tourists provided the incentive for the re-introduction of the cupola in passenger car design in 1945. Re-entitled. the "Vista Dome", it derived from the suggestion of a design engineer of General Motors' Electro-Motive Division, ",ho, suitably impressed \'lith the view from the cab of a newly-delivered GM diesel locomotive on the Denver & Rio Grande Western Railroad, sketched out a passenger car \'lith an elevated, glassed-in obser­vat ion room.

The first "Vista-Dome" was constructed on an existing coach of the Chicago,Burlington & Quincy Railroad, but the IIdome boom" did not begin until 1947,\'lhen the General Motors IITrain of Tomorrow" toured North America. This train, hauled by a 2000 hp. E-JA diesel unit,consisted of a dome coach,parlor and sleeping car. The domes of these and most subsequent dome cars seated 26 persons. The floor under the dome \'ias 10\~ered slightly and the space was generally oc­cupied by vlashrooms and closets but, in later years, cars ,~ere built with kitchens,dining rooms and lounges, under the domes.

The Union Pacific Railroad ,~hich purchased the original "Train of Tomorrowll,later built several dining cars in which meals ,~ere served in the dome. The Mihlaukee Road boasted the first passenger cars built in '~hich the dome extended for almost the full length of the car. The lower level contained a lounge for refreshments, wash­rooms and a considerable amount of air-conditioning equipment. Six

CANADIAN 214 R A I L

of these cars are now owned by Canad ian National RaihTays. The San­ta Fe and Great Northern railroads also purGhased full-length dome cars,mounted on siX-wheel trucks,but the Southern Pac1fic,\'Tith many miles of tunnels too low for regular dome cars, converted several coaches into "low profile" dome cars with a glass roof covering a low-level lounge and a high-level observation section. The space under the observation section was not accessible to passengers and contained only air-conditioning equipment.

Dome observation cars are not in \olidespread use in Europe,but the French National Railways (SNCF ) operate a number of dome-equip -ped "autorails" or self-propel -led railcars, mainly on services in the south of France,while the "Rheingold" express of the Ger-man Federal Railways (DB) has featured a dome car since the mid-1950 I s. This same raihmy system also operates true bi-lev­el or double-deck coaches, in which revenue passenger space is on both levels.The history and interior arrangements are not known to the \'lriter and they may indeed antedate the introductlon of bi-level equipment in North American service in 1954.

The principal railroads operating suburban commuter service in the Chicago, Ill. area are the Chicago & North Hestern, the Chi­cago,Mll~laukee,St. Paul & Pacific (the Mllwaul~ee Road), the Bur­lington Northern (formerly the Chicago,Burlington & Quincy, known as the Burlington Route),the Chicago,Rock Island & Pacific (Rock Island),the Illinois Central (electric) and the Chicago, South Shore & South Bend (South Shore Line; electric). A limited service is also operated by the Penn Central (former Pennsylvania Railroad).

Hhile most of these lines operate throughout the day, they experience heavy traffic peaks in the morning and evening rush hours. In 1950,most of their suburban equipment \"las from 24 to 30 years old, of heavY"Teight design and construction and limited in capacity. The Rock Island was the first to begin modernization; it received some single-level lightweight suburban coaches in 1951. These cars had two mid-car entranceways,dividing the cars into three parts. Doors were mechanically operated and steps enclosed. l-1ost of them are nOVl

retired. The Chicago & North Western Raihlay introduced its "gallery

cars" in 1954. Decorated in the bright lemon yellow and apple green of the "400 Fleet",they introduced their commuters to bright lights, stainless steel and air conditioning,- a decided contrast to the rattan seats, bare bulbs and open windows formerly enjoyed. The un­precedented seating capacity of these new cars (154 passengers) now

CANADIAN 215 R A I L

meant shorter trains and mO.re seats. The gallery arrangement per­mitted all fares to be collected from the lower le vel . The Company introduced them to main line serv ices between Chicago, Green Bay, Ishpemin g and Ashland in 1959, includ ing even b i-leve l parlor cars. They continued to operate to these cities,mixed in .>lith single-level dining and lounge cars. Subsequent ur:its for conmlUter service sea­ted 169 passengers. Control-cab cars and train-lines to permit push­pull operation were introduced by the C. & N.H"but soon spread to other Chicago lines, the Burlington, the Milwaukee and the Rock Isla­nd,which also adopted bl-levels,but still operate single-level coa­ches 1n rush hours. The Illinois Central,whose large fleet of mul­tiple-unit electric cars dates from about 1925,has ordered units of a untque design of bi-1evel electric,cut do\m at one end to allo\'1 enough room for a roof-top pantograph. None of these i s yet in op­eration,but their arrival is expected soon. Similar units could pro­bably be used on the South Shore,but this "last interurban",although serving the Chicago suburban area,operates mainly in the state of Indiana and has been unable to persuade the Indianapolis-based State government to set up the necessary authority to qualify it for Fed­eral go vernment aid for the construct ion of r.ew passenger cars. Its equipment is nov, about lj·4 years old,but has been considerably mo­dernized ar.d air-conditioned. HOl'fever,maii':tenar.ce and operating cos­ts are increasing and the road recent ly petitioned to terminate mar.y of its off-peak-hour runs. It "fould be a shame if this va luable fa­cility should be lost through indifference and inaction,as Here its colleagues,the Chicago,Aurora & Elgin (1959 ) and the Chicago, North Shore & Milvraul<ee (1963 ). Last but by no means least, ever. the Per.n­Central is to ge t b i-levels for its t\'lO commuter trains!

San Francisco,California, is the or.ly other U,S, city to be served by a double-deck suburban train service,bllt this is quite logica l and appropriate,since this is the only remai.ning rail com­muter service Hest of Chicago! t·10reo ver,the z.ea l of many San Fran­ciscar.s to avoid the "freel'lay fanaticism" of neighbouring Los An­geles is \>le ll-lmovrn. The Southern Pacific trains run dOHn the per.­insu la to San Jose. The cars are similar to those in Chicago ar.d a fel, aged "Harriman" arch-roof coaches appear in r.ush hours.

HOl'JeVer,tI1e motive pOHer differs. 11hile Chicago Bi-levels are pOl,erecl by a generally reliable if age ing collect ion of GM E-7a' s , E-BA's,FP-7A ' s and even a few E-9A's,displaced by the attrition of main 11.ne passenger trains,the San Fmr.cisco locomotive maintenance staff, creHS and passengers have to suffer tile vagaries of a large fleet of Fairban\{s -Horse "TrainMasters",\~hich have been relegated to that small corner of tl1e vast EsPee system.

'Ehe best examp les of the "bi-level" to "high-level"transi Gl on were the pomierous lJetlicles opera-ced by tne 0tlntGl Fe on ttle "El Cap" San l"nmci <;co "Chief" and "'l'exas Chief", 'rhese monsters represented the last order ot main-line passenger cars and the "El Cap",wnen it is run separat e from the "Chip-f " stil l me.kes an impressive Sight, with its huge cars rocking ever so slighclY,the southwestern sun-set glinting brilliantly trom tneir stainles<;-steel si.des , If the passenger train has to go,it snould go lOOKing just liKe this!

FROM TH E A SSOCI AT ION S AR C H IVES

CANADIAN RAIL

published by t.he

CANADIAN RAILROAD mSTOFJCAl ASSOCIATION ~~'~~'~'QU~~u"uu °B'

Assooiat.e Membership inoluding 11 Issues of

r'Ca.na.dia.n Ra.il" 8.00 a.nnua.lly.

EDITOR S. VlTort.hen PRODUCTION . P. Murphy

EDITORIAL ASSOCIATE F.A Kemp

DISTRIBUTION J . A . Beat.t.y & F.F.Angus

VISIT THE

Canal,lian Railway Museum

VI SITEZ t.. E

Musee Ferroviaire Canadien

OPEN MAY SEPT. OUVERT MAl· SE·PT.

DIRECTOR OF BRANCHES

C.'..I.K.Heard. 74 Southern Drive, Otta .... ·D. 1, Canada

DIRECTOR OF MEMBERSHIP SERVICES

Mr. J.A.Beatty. 4982 Queen Mary Road, Montreal 248. Quebec, Canada.

ASSOCIATION BRANCHES

OTTAWA Mr.M.lveson I Seot'y" P.O.Box J52, Terminal "All Ottawa Onto

ROCKY MOUNTAIN Mr .. Donald W.Scafe 12407 Lansdowne Drive, Apt. 101, Edmonton Alta.

ASSOCIATION REPRESENTATIVES

OTTA\lJA VALLEY SASKATCHEWAN PACIFIC COAST FAR EAST BRITISH ISLES MANITOBA ALBERTA

K.F.Chlvers, Apt. J .. 67 Somerset St. J,..' •• ottawa, Ontario. J .S.N1choloson, 2J06 Arnold St .. Saskatoon, Saskatchewan. Peter Cox, 609 Co t tonwood Ave.. Coqul tlam I Sri tl sh Columbia. W.O.McKeown, 6-7. 4-chome, Yamate-cho,Sulta City. Osaka, Japan. J.H.Sanders. 67 Willow Way, Ampthill, Beds .. England. }(.G.Younger, 267 Vernon Road, Winnipeg, Manitoba. Hr . Donald W.Scafe, "12407 Lansdowne Drive. Apt. IOLEdmonton Alta.

Copyright 1970 Printed in Canada on Canadian paper.