CP Glen Yard Memories - (1950-2000) (By William H. Baird Jr.) Updated April 21th, 2010

Writing this report was a joy, but at times emotionally very difficult. I hope this come across in the text as I sincerely put my heart and soul into this story. My earliest memories of watching trains were of course with my Father, William Baird Sr., who passed away in August 2006 at 84 years old. As a baby in the 1960‟s living in London, England my dad brought me on his railfan outings to Kings Cross, Paddington, and Euston Stations, I loved watching trains from my stroller and it was a big influence on me as I still enjoy British trains to this day! When I moved back to in the late 1960‟s to , , we continued this practice at (CPR) St-Luc Yard and at Westmount Station, which was only 10 minutes from my home. As an eager young railfan I was fortunate to learn about and appreciate the railway locomotive through the eyes of my Dad. He explained how railways work, and taught me how to spot the different models by the three diesel builders: MLW, CLC and GMDD. Lets not forget there were few Canadian GE‟s in those days!

CP‟s Glen Yard was located about three kilometers from , and was on the CP Westmount Subdivision and was almost entirely visible from the Westmount Station two platforms. I recall the “Glen” was a beehive of activity in the 1960‟s, with continuous switching moves using a pair of assigned Alco yard engines. At times two train consists were being turned on the double track loop in opposite directions! As I missed out on the earlier steam-era activity, my good friend Jean Mercier who I met in 1990 kindly brought me up-to speed as he was regular there during the 1950`s and explained that during the steam era, it was an even busier place! Jean documented this snapshot of the typical locomotives one might have seen at the Glen during the 1950‟s, and the few numbers included, were some of the units assigned here:

CPR H1b 4-6-4 Hudson‟s (CP “Empress” #2816 was one of many!) CPR H1c 4-6-4 Royal Hudson‟s (nos. 2820, 2821, 2822, 2826, 2841, 2859) CPR F2a 4-4-4 Jubilee‟s (H.B. Bowen Streamliners nos. 3003 and 3004) CPR F1a 4-4-4 Jubilee‟s (Nos. 2927, & 2928, 2929 which are preserved) CPR G5a / G5b and G5c 4-6-2 Pacific‟s (nos 1201, 1227, 1228, 1229, 1231, 1257, 1268, and 1269) CPR G3g / G3h and G3j 4-6-2 Heavy Pacific‟s nos 2393, 2396, 2397, 2402, 2408, 2426, 2455, 2559, 2461 2467, 2470, 2471, and 2472. CPR G1r 4-6-2 (Early Light Pacific) nos 2203, 2212, 2222, 2227, 2229) CPR G2r 4-6-2 (Light Pacific) nos 2508, 2527, 2537, 2541, and 2580. CPR G1t and G1s 4-6-2 Light Pacific‟s (with high drivers) no 2200-series CPR K1a 4-8-4 Northern‟s (The largest CP Passenger engines #3100 #3101) CPR 2-8-0 switchers (nos. 3610, 3632, 3642, 3692, and 3694) CPR assorted Alco switchers (nos. 6593, 7013, 7034, 7042, 7099, and 7108) CPR RS10‟s (The Limited and others) (8400 & 8500 series) CPR FPA2‟s (The Atlantic Limited and others) (4000-series). CPR FP7A‟s and FP9A‟s (The Canadian, and later on commuter trains) CPR E8‟s 1800-1802 (For the Red Wing and Alouette to ) NYC Alco RS3‟s (for the train to upper NY State, through Beauharnois,QC / Valleyfield, QC / Malone, NY) D&H Alco RS3‟s (For the Albany, NY, “Laurentian” through Lacolle, QC, Rouses Point, NY / Plattsburgh, NY, Albany, NY) B&M E7`s (For the Boston “Red Wing” and “Alouette”, through White River Junction, VT, to Boston, MA).

Though not serviced at the Glen, the 1950‟s CN-CP Pool Trains regular power were the mighty CNR green- liveried U2g 4-8-4 (#6200 class) and CNR U4a 4-8-4 (#6400) Northern locomotives, passed through Westmount and must have looked absolutely awesome departing and steaming out of CPR‟s Windsor station! Interestingly, Jean Mercier swears he twice witnessed a CNR U2g 4-8-4 (#6200 class) actually at the Glen being serviced before the evening Pool Train departure, but never a CNR #6400! Though I have never seen a photo to actually prove this, but I‟ve never known Jean to make an error. As he has a photographic memory, I for one believe him!

Here are examples of typical CPR steam assigned to the Glen: CPR 4-6-4 Hudson #2816 is seen hauling a long commuter train through the labyrinth of double-slip switches entering into Windsor Station in 1959. Note the 800-series commuter coach up front, which remained in daily Montreal commuter service from the 1950‟s up until 2004 and wore several different liveries! http://www.canadianrailwayobservations.com/2008/g2.jpg

CPR 4-6-2 1227 at the Glen (John Dziobko photos with thanks) http://www.godfatherrails.com/photos/pv.asp?pid=150

CPR 4-6-2 1227 at the CPR Station in Montreal http://www.godfatherrails.com/photos/pv.asp?pid=149

CPR 4-6-2 2229 under the Coal tower. You can see the City of Westmount, my hometown just above the CPR caboose. http://www.godfatherrails.com/photos/pv.asp?pid=148

With stock cars up front, CPR #5114 blasts up the grade under the Rachel Street Bridge on Hochelaga Hill. In teh second photo CPR Mikado #5449‟s fireman gives a wave near the Angus Shop with a train of CPR 40-foot box cars. http://www.canadianrailwayobservations.com/2010/05/glenyardmemories.htm

In the second photo CPR Mikado #5449 slows down to enter St-Luc Junction with a wave from the Fireman and a long string of CPR 40-foot box cars. http://www.canadianrailwayobservations.com/2010/05/51142.jpg

CPR RDC‟s on the North Junction track at Montreal West Station in 1959. http://www.canadianrailwayobservations.com/2010/05/CP9023.jpg

A full house at Montreal West Station in 1959! CPR 2409 is seem coming off the North track and crossing over to the south track and steaming to Westmount while the station has both mainlines behind are filled with east and westbound commuter trains, which just arrived moments before. http://www.canadianrailwayobservations.com/2010/05/CP2408.jpg

Windsor Station must have been the place to be in the 1950‟s! Spotless CPR Pacific #2471 is preparing to depart with a commuter train, a CPR Budd has just left for Westmount, and a very long CNR / CP Pool train is waiting for the CNR power to couple up! (John Dziobko photos) http://www.canadianrailwayobservations.com/2010/05/windsorstation.htm

A CPR 4-6-4 Royal Hudson, standard Hudson and a 4-6-2 Pacific are all lined up south of the coal tower at Glen yard in the 1950‟s. As well, CPR 4-6-4 Hudson #2816 which was used in commuter service in the late 50‟s, has just been coaled at Glen Yard with other some CPR steam engines. http://www.canadianrailwayobservations.com/2008/g3.jpg

While compiling historical information for my report, I found this Glen Yard Motive Power Snapshot form May 28th 1956: http://www.trainweb.org/canadianrailways/articles/TripReportMay281956.html

Jim Brown submitted these two fine shots of “Elephant-eared” Glen regulars being serviced at (CP) John Street : CPR Hudson #2816 is seen 04-06-1947 during the short time she wore her smoke deflectors, and mighty CPR Northern #3101, is shown in Toronto on 9-22-1952. http://www.canadianrailwayobservations.com/2010/05/glenyardgalt.htm

Here are a series of images submitted by D‟Arcy Furlonger in the 1950‟s taken at Glen Yard, St. Luc and elsewhare and are included here simply because our CPR locomotive assignments show them as being assigned to Montreal for the better part of their careers. Some locomotives here were assigned to both Montreal and Toronto Terminals at different times. Included here are CPR #2401 taken in , and a great shot of CPR Hudson #2813 at the Glen. Some of these other steamers were alrady reassigned to freight service. http://www.canadianrailwayobservations.com/2010/05/cpvignettesglenyard.htm

In the mid-1960‟s, typical mainline diesel power at the Glen included: CPR FP7A‟s, FP9A‟s and B‟s, FPA2‟s and B‟s, RS10‟s, GP9‟s, E8‟s, and D&H RS3‟s which at that time wore black with yellow stripes. In the late 1960`s and early 1970‟s I had the chance see some incredible action, but unfortunately I did not take the initiative to record much of this on film. Thanks to many individuals who are mentioned at the end the following great images were recorded. Some of the photos are mine, but I decided to include many photos by other photographers as they do indeed capture my recollections of those days and nights at Glen yard and Windsor Station. My sincere thanks go out to them!

A faily large Quebec-bound "Frontanac" with a A-B-B consist and Head End cars is about to depart Montreal West Station for North Junction to head back east in the 1960's. http://www.canadianrailwayobservations.com/2010/05/frontenac.jpg

I think the following photo links will help you understand my passion for the “Glen”. Imagine just for a moment … being a 10-year-old boy again! Old enough to understand what you are seeing, yet still with the youthful energy to take it all in! I invite you to examine the following shots as they will assist you with understanding the layout and operations at the Glen discussed later, and clearly show some of what I experienced! http://www.canadianrailwayobservations.com/2010/04/glen.htm

These above aerial views of Montreal CP Glen Yard are from the 1970‟s looking south and west. You can easily spot Budd cars, FP7A‟s, stainless steel and commuter cars, as well as CP‟s new double-deck gallery cars in the foreground. You can also see the two Alco S2 and S3‟s assigned there to move and turn consists around the loop and down to Windsor Station. One of them is seen switching commuter cars as a Budd arrives at the eastbound platform, and sporting the rare candy stripe scheme! As a bonus, the top photo shows CPR G5 #1228 being coaled and being watered at the Glen. (Kevin Day photos)

Now see this aerial view of Glen Yard looking east in the 1970‟s: http://www.canadianrailwayobservations.com/misc/Glen_Aerial.jpg

This 1970‟s birds-eye view clearly shows the balloon loop is now down to a single track only and the turntable is now gone. However a few stalls of the roundhouse and the concrete coal tower were still remaining. The RDC repair shop is on the left has several Budd cars sitting outside. In this photo the left side of the yard was used to prepare and stock the outbound CP and D&H intercity trains, and prepare CP commuter trains prior to their movement to Windsor Station. As well, there were steam lines built into this section to pre-heat the completed train sets during the winter months.

CPR Tuscan Red and stainless steel cars in the preparation yard … note the steam apparatus and the Budd Car shop behind. http://www.trainweb.org/oldtimetrains/CPR_Toronto/BC_Matapedia.jpg

Again reviewing the aerial photo looking east, the right side of the yard was used to store the passenger cars. The diesels were all clustered inside the center of the loop, around the coal tower. While access to the diesels was restricted, a fan had full view to all the switching action in the yard and the diesel shop lead by standing on the station platform only 20 feet away! You will note in the photo at the top right corner of the yard, an empty grass area, which by the time this helicopter photo was taken had already become abandoned. During the 1950-1960‟s this area was used for long-term storage of passenger cars. When I was young, I would see clerestory-roofed “T” class Sleepers and other CPR old heavyweights stored in there. Interestingly, as space was tight in the Glen, this section of the yard could only be accessed by switchers using the outside loop track. (See photo). It will come as no surprise, that this was the first part of Glen Yard to be abandoned in the early 1970`s. Though I did not realize this at the time, it was a harbinger of things to come. Again in the same aerial photo looking east, CPR passenger cars were maintained in the long building at the bottom left. The red brick building proudly displayed in large white lettering and could be easily seen while waiting for the bus or train at the Vendome AMT/Metro station that is up until the 1990‟s when the building was razed. In the photo you can barely see Westmount Station at the top left at the throat of Glen yard, the perfect spot to catch the action!

Now for some action shots: CP S-2 7041 has just pushed a set of CP commuter cars from Glen Yard to Windsor Station (April 17, 1969). If you are wondering: Yes, those are the same cars AMT operated up until five years ago, and the first commuter cars are sitting just about “center ice” of the Montreal Canadien‟s Bell Centre! http://www.jerryapp.com/arcv3a/ja-r254.jpg

CPR S-3 6524 is seen switching a D&H coach and Penn Central sleeper at Windsor Station in Montreal, Quebec. (April 6, 1971) The CN Head Office is seen in the background. http://www.jerryapp.com/arcv3d/ja- r579.jpg

CP RAIL S-2 7041 switches a D&H baggage car at Windsor Station (April 6, 1971) at the same location. http://www.jerryapp.com/arcv3e/ja-r623.jpg

At my favourite vantage point, we are looking south from the Westmount Station platform only 20 feet from the yard leads! CPR S-3 6593 is seen switching a head end car for the “Canadian” at Glen Yard (April 6, 1971). The large power-house smoke stack in the background, may still be standing on that spot to this day. http://www.jerryapp.com/arcv3f/ja-r716.jpg

Standing at the same spot as in the above shot, Westbound D&H PA‟s are seen arriving at Westmount Station and passing Glen Yard on a very cold Winter morning in 1970. This sequence of photos show Glen Yard in Winter and the paired D&H PA's leading the "" enroute to Albany. NY. (Kevin Day photo). http://www.canadianrailwayobservations.com/2010/04/d&h.htm

To a wide-eyed toddler in the 1960‟s used to seeing Tuscan Red, the CN Pool train with handsome black and white striped F-units and matching cars was an awesome sight! Unfortunately, CN FP9A‟s and F9B‟s would only bypass the Glen, coming from CN‟s Pointe-St. Charles Yard downtown, and then interchange with CP out on the at (CN-CP) Junction. Then a couple of hours before train time, the entire CN Toronto Pool train would back all the way to Windsor Station passing through Westmount Station, never actually entering into the Glen. While not the Pool Train, this shot by Neil Compton, shows a typical classic CN Pool train A-B-B consist, passing the exact location (called “CP-CN”) where the 1950-1960`s Pool Train used to interchange at Dorval Junction. You can see the CP mainline in the back ground! This interchange track was removed a few years ago and was installed a few miles west of Dorval. http://www.canadianrailwayobservations.com/misc/pool.jpg

Back in the late 1960`s, I recall in great detail seeing the CP Alco S-2/S-3`s and the SW1200RS switchers shuffling cars around the balloon track, and running back and forth between Glen and Windsor Station with CP commuter cars and Budd stainless-steel cars, D&H cars and Penn Central lounge cars, sleepers, and of course the CPR Tuscan-red fleet. These included (my favorites), the handsome “Grove”-class sleepers, 2200-series coaches, express baggage cars, and classic heavyweight cars with clerestory roofs.

1967 was the best year ever! The Montreal-Toronto- “Expo Limited” was a new passenger train (with Tuscan red cars mostly), was added to the schedule during the Worlds Fair of Expo `67 in Montreal. One hot summer night around 9:30PM, I can recollect seeing the NY-bound D&H train arriving at Westmount Station with three Alco road switchers and 21 passenger cars, including sleepers/private cars from Santa Fe, Union Pacific, CB&Q, Southern and others! The same summer, the “Confederation Train” was touring Canada, and for several days was parked on track three at Westmount Station for visitors. The train had F9A-units from CP (1411) and CN (6509), renumbered to 1867-1967, and a very psychedelic train of two tone purple. During the day, line ups were long, but well worth the fascinating walk through, which revealed Canada‟s rich history and diversity. Individuals who witnessed this event may recall, the diesel horn played the first few notes of “Oh Canada!” http://www.mountainrailway.com/Roster%20Archive/CP%201800C/CP%201867.htm

Typical mainline diesel power at the Glen during the first part of the 1970‟s was: CP RAIL FP7A‟s, FP9A‟s, E8‟s, D&H PA‟s. Paired Erie Lackawanna E8‟s were regulars at the Glen during the winter month‟s when D&H had to pair up their four PA‟s in order to provide a enough steam to heat the train, and therefore leased a quartet of E-L E8‟s as supplement power. As well D&H RS11‟s, D&H RS36‟s also made rare appearances on the “Adirondack” when a PA would not cooperate! Often a CP RS10 would be called from St-Luc Diesel Shop to pinch hit on a commuter train if needed. As well many times a high nosed CP GP9 was a trailing unit on the Canadian. I used to enjoy seeing the smooth lines of the F-unit lead stainless steel train interrupted by a GP9 walkway and cab! One oddball consist occurred weekend when CP did not have a cab car available for the Dorion “Double Decker” run, and they used an SW1200RS on both ends and MU‟d through the train set!!

In April 1976, a long and sleek CP RAIL E8A prepares for the back-up move downtown from Glen Yard and will couple onto “The Atlantic Limited”, which is already waiting at Windsor Station. http://www.railpictures.net/viewphoto.php?id=16082&nseq=10

CP SW1200RS 8136 has just dropped a cut of coaches at Windsor Station, and is about to continue switching and return to Glen yard (April 17, 1969) The Montreal skyline is visible in the background. How many of our CRO readers remember pilot steps!! http://www.jerryapp.com/arcv3c/ja-r425

These images show some of the handsome CPR Park-series cars that were maintained at the Glen. “Glacier Park” in all her splendor in Vancouver, BC. http://www.canadianrailwayobservations.com/2010/05/observation.htm

This image shows the D&H train south of Albany, NY on Penn Central. These cars were typically seen at Glen in the early 1970`s and could be seen easily in the yard at Westmount. I recall coming home from school each day I would often detour and walk passed the Glen on Rue Ste- Catherine just to see just which D&H cars and what Pennsylvania or NYC named sleeper was in the consist was for that evenings D&H “Laurentian”. http://www.railpictures.net/viewphoto.php?id=190991&nseq=46

Phil Milller took these great shots of the D&H “Adirondack” at Whitehall, NY! http://www.canadianrailwayobservations.com/2010/05/whitehall.htm

By far, one of the three strangest visitors that I ever saw at the Glen was tThe ex-LNER (British Railways) Class A3 “Flying Scotsman” no. 4472 in 1969, which was on a North American Tour. http://en.wikipedia.org/wiki/Image:Flying_Scotsman_in_Doncaster.JPG http://www.railfaneurope.net/pix/se/electric/emu/X2000/Stockholm/SJ_X2000_st1.jpg

As well, in 1968 I witnessed a single CP FM-built H24-66 and caboose rolling through on the mainline after just depositing a short string of freight cars at the Glen for St-Henri Yard across from Imperial Tobacco. Likely one of the few times a big Trainmaster visited the Glen and was must have been quite the sight on the “St-Henri switchback”. Finally, the third strangest visitor was the ABB-built X2000 hi-speed demonstrator train, which I got to ride to Rigaud and return. As it is powered by overhead wire, an F40PH-2 was used to power the push-pull train an its North American tour. The electric even had a “CP RAIL SYSTEM” dual-flags decal on the nose!

Some of the moments that stick out in my mind when I think of “The Glen” back in the day was the wonderful aroma emanating from POM Bakeries while standing on the platform. As well being regulars, my little sister and I had “carte blanche” to run amok, pushing the empty baggage cart, and playing hide n`seek, and other kids games everywhere inside the station. Most of the time only The Station Master, the Baggage Man the Confectionary man, my Dad, my sister and I were the only ones there! I also recall the long wooden covered platform that stretched east from the station over the Glen tunnel to the signal tower, which caught fire and burned in the 1970`s. It was never replaced, and all that remained was a short stub asphalt platform, just off the baggage room. I also remember learning how to anticipate trains by watching the signal gantry aspects and of course watching the train boards being displayed by the baggage guys. The train arrivals went out over the PA system in French and English and with a raspy voice, the Station Master Mr. Tony Cappella would announce “Prochain Train – Next Train For….”! For all the commuter trains, the list of stations would total nearly 15, yet Tony named every one each time! Following the listing, Tony would also repeat the last station as “Train for Vaudreuil” or “Rigaud”, or “Quebec” or “Farnham”, or “New York” or “Vancouver”. It was always one of those six by the 1970‟s. This photo taken by father shows CP E8 1800 backing down to Windsor station. In the back ground, POM bakeries and you can see the long wooden station platform over the Glen Tunnel on the left. http://www.canadianrailwayobservations.com/misc/CPE8A1800WESTMOUNT1960s.jpg

My three greatest moments at Glen all involved “cab” rides. The first was an early evening cab ride with my father. After chatting with the engineer, we were invited aboard on a CPR S-3 for a ride from Glen down to Windsor Station. At 8 years old this was my first cab ride! I sat in the fireman seat as we moved backwards down the South track (#3) to downtown. Looking over the edge of the cab window was very exciting as we rolled over the Atwater Bridge. At Windsor station we coupled up to rear of the Park car of the Canadian which had arrived two hours earlier and the little engine pulled the train set back to Westmount and around the loop. That little engine was really working hard hauling all that stainless steel up the slight grade from downtown Montreal!

Railfans will no doubt drool with envy on my next experience. One summer evening in 1970, my father was speaking to the D&H head end crew at Westmount station just moments before their call time, and somehow managed to negotiate us into the cab of one of the D&H PA`s! (I wasn‟t as interested in locomotive numbers as much as I am now, but suffice it to say, it was either 16-17-18 or 19)! I do recall vividly how scary and exciting it was. Climbing up those steps of that throbbing, shiny big blue and silver beast was an incredible rush! Take a look at Dale Woodlands great shots to get the idea of impressive the engine was to kid! http://www.railpictures.net/viewphoto.php?id=173365&nseq=4 http://www.railpictures.net/viewphoto.php?id=94093&nseq=17

I was allowed to sit in the fireman‟s seat in the PA, and look out the cab window back along the long silver hood as we backed up in the dark, all the way to Windsor station on the South track (#3). After the 10 minute back-up move with glorious Alco sound affects, we coupled onto the D&H stainless baggage car of the New York bound train which was already loading passengers. (Try to imagine while looking at the shot below the same scene, but at night-time … thrilling would be an understatement)! Here is D&H PA 19 on train #34, with “The Laurentian”, (Mtl-NY) Prepares to leave Windsor Station for Albany, NY. One year before my cab ride April 17, 1969. http://www.jerryapp.com/arcv3/ja-r182.jpg

While at Windsor Station, the D&H Fireman took my father and I back to see the engine room and that huge Alco prime mover. The sound and heat in there was incredible but I also recall the dingy lighting and how my Converse sneakers slipped around on that oily floor! After about 45 minutes or so, we chugged out of Windsor Station and in a light rain I could see the nose mounted oscillating Mars light, shining bright ahead and flashing off the rails. After a very fast 10 minutes, we at arrived at Westmount Station where we thanked the crew and detrained to Dads black 1970 Chrysler-300.

Here is a weathered D&H PA 18 with a bonus RS-2 arriving at Windsor Station from Albany, NY on train #9 in 1970, “The Montreal Limited”. Note the baggage is in the old D&H livery. http://www.jerryapp.com/arcv3a/ja-r279.jpg

My third cab ride was equally spectacular. By the late 1970‟s I was a young teen and I knew most of the Westmount Station employees by name. I had expressed interest in learning about the St-Henri Yard`s three-way switch-back, which enabled the local train to take the branch off track number three at Greene Avenue, and them descend the steep grade into St-Henri, Yard. I was informed that the local was called “Calvert`s train”, and that it usually arrived around 5:30PM at the Glen to switch St-Henri yard. The next day I waited patiently at Westmount, and I got excited when I saw the headlight coming from Montreal West down the south track. A grimy-dirty and burbling CP RAIL RS-23 8000-series switcher arrived at Westmount leading a reasonable sized local train of about 15 cars. All were CP 40-foot box cars, a couple of covered hoppers and a yellow CP Rail (old-style Cupola) caboose on the tail end. As the smoking MLW road switcher chugged past, in my eyes it was a “Cadillac”!!! The train stopped short after the Glen, and proceded to backup around the loop caboose first, and the finally stopped with the caboose directly across from the station. All of a sudden Mr. Calvert jumped off the caboose and walked over to me and in French asked “T‟es William?” I nodded yes, and with a grin he invited me up into his caboose! We stood holding the railing on the rear platform and at his directive, with big bump backward the road switcher began to shove the local east out of the Glen Yard loop and all the way down track #3, to the Greene Avenue Bridge. After the train had passed the switch there, Mr. Calvert opened it and the train moved diesel first carefully descending the very steep grade and into the darkness beneath the Ville Marie Expressway. The squeal of brakes and the sound of that turbo-charged 251C Alco engine reverberating away under the highway structure as we negotiated the switch-back moves was truly exhilarating! It was already sundown and getting dark by the time we began switching the yard, and Mr. Calvert gave me a lantern to walk with him and seek out car numbers we had to pick up. on his switch list for that evening. I am very lucky to have experienced that as this yard is now gone along as is the St-Henri switch-back which was removed in the 1990‟s. The images in my head of this are truly cherished!

Here is CP RAIL FP9A 1410 on train #1,”The Canadian”, as it leaves Montreal Windsor Station on April 17, 1969. Note the icicle breakers and twin sealed beam-oscillating searchlights on the roof. These interesting accessories were intended for use primarily west of in mountainous CP territory to allow passengers to see the mountains at night, and the icicle breakers protected the domes in tunnels. http://www.jerryapp.com/arcv3b/ja-r382.jpg

CP FP7A 4069 is seen pulling a west-island commuter train into Windsor Station on April 17, 1969. Note that the tuscan red heavyweight commuter coaches were still in service. http://www.jerryapp.com/arcv3c/ja- r464.jpg

In a scene played out thousands of times, a CP FP7A (#4072) backs east to its waiting commuter train from the throat of Glen Yard on April 6, 1971. http://www.jerryapp.com/arcv3c/ja-r490.jpg

CP FP7A 4074 is shown arriving with commuter train at Windsor Station on April 17, 1969. http://www.jerryapp.com/arcv3a/ja-r214.jpg

At the same location, seven Budd Cars with CP RDC2 9106 on the tail end trailing are backing down to Windsor Station on April 6th, 1971. http://www.jerryapp.com/arcv3e/ja-r606.jpg

CP RAIL Train #213 with RDC2 9111 arrives at Windsor Station with a three Budd cars from Farnham, QC, on April 17th, 1969. Note the good looking door mounted oscillating headlamp used on the CP Budd cars for extra safety http://www.jerryapp.com/arcv3d/ja-r546.jpg

“The Canadian” pulls out of Windsor Station enroute to Westmount with a ubiquitous “Park” car and “The Canadian” drum head on the rear in the mid-1970`s. http://www.jerryapp.com/arcv3c/ja-r402.jpg

A quartet of CP RAIL Budd cars pauses at Dorval Station on April 19th, 1974, with morning commuter‟s enroute to Windsor Station. (Vaudreuil Sub), http://www.railpictures.net/viewphoto.php?id=35488&nseq=4

Candy striped CP RAIL FP7A 4071 leads a quartet of three-year-old bi-level gallery cars through Lachine Station (Vaudreuil Sub), enroute to Windsor Station on November 5th, 1978. These were very expensive cars back in the day, each with their own diesel generator and they are still in service, but earmarked for retirement in 2011. http://www.canadianrailwayobservations.com/2010/04/CPRAILCOMMUTER.jpg

Looking absolutely marvelous, a pair of Morrison/Knudsen upgraded D&H PA‟s are sunning themselves on May 29th, 1976 under the watchful gaze of the Glen‟s concrete coal tower. (Ron Visockis) http://www.canadianrailwayobservations.com/2008/g4.jpg

Two RS10‟s meet at the Glen! On a rainy late afternoon The “Atlantic Limited” from Halifax, NS with only VIA RS10 8558 as power, has just arrived at Westmount Station on Oct 4th 1979. This RS10 was a rare bird on the Saint John to Montreal Atlantic Limited. However it was not all rare to have a single unit on the train in the late 1970‟s. The 1800 or 1802 (E8A's) or the 4066-4075 series (FP7s) often hauled Train #41 alone. In Glen Yard just to the left, the CP Rail RS10 is waiting along side Train #41 and will eventually begin moving down to Windsor Station on the south track, where It will couple up to commuter coaches sitting at the downtown station. http://www.canadianrailwayobservations.com/2010/04/VIA8558.jpg

Candy striped CP Rail FP7A 4069 sits patiently at the Glen, awaiting her next assignment on April 10th, 1978. (Bruce Chapman) http://www.canadianrailwayobservations.com/2010/04/glen4069.jpg

A CPR E8 with the train from is pulling out of Montreal West Station to negotiate the crossover to the south track and is now heading east to Westmount Station and finally Windsor Station on the Montreal Sub in this fine circa 1975 photo from Ron Visockis`collection. http://www.canadianrailwayobservations.com/2008/glen21.jpg

D&H PA #18 leads the New York bound train past the Interlocking tower and POM bakeries westbound into Westmount Station. The photographer is standing near the throat of Glen Yard, and consist includes a baggage, lounge car, NYC sleeper and a D&H coach. The signal bridges and mainlines remain today, but the yard trackage is now gone. http://www.canadianrailwayobservations.com/2008/g98.jpg

Here is some rare sound video of the PA‟s in service on the Adirondack and turning at the Colonie Shop loop at Watervliet, NY for the northbound train to Montreal. One can easily imagine how this appeared to a young boy watching a PA circling the Glen Yard loop! (Jack Kuiphoff). http://www.youtube.com/watch?v=NjUjUxDYn5s

What appears to be one crazy CP lash-up, in fact was a weekly occurrence. This image from Ron Visockis collection (from an unknown photographer) shows CP train #55 which was a Cornwall local, forwarding Glen Yard commuter power to Dorion (or Rigaud) in the early 1970‟s. Note the cab-units are all reversed for their return to Montreal. All three engines, an RS23, FPA2 and an FP7A are facing backwards with a brakeman on the 8023‟s foot board. Interestingly, I was informed that CP 8023 was the 1000th purchased by the Canadian Pacific Railway, and when delivered by MLW in 1960, CPR CEO and President N.R. Crump rode in this locomotive for CPR publicity photos. http://www.canadianrailwayobservations.com/2008/rs23.jpg

A beehive of activity at Windsor Station‟s train shed circa-mid 1970‟s including the New York and Vancouver trains sharing the platform. You can see the drum head on the now dome equipped D&H “Adirondack” and a CP RAIL E8 leading the “Atlantic Limited” which had also arrived. Sadly, the end was near for the train shed at Windsor Station. http://www.canadianrailwayobservations.com/2008/cpwindsor.jpg

A single Budd car has just deposited some passengers at Westmount Station‟s inbound platform, and has opened up the throttle to accelerate for the short run to Windsor Station. By the 1970‟s CP‟s disinterest in the passenger business was beginning to show, as weeds for the first time were allowed to flourish in the yard. This picture really brings back some great memories! This is the precise location was where I spent much of my childhood. My sister Sallie Baird and I would play around that orange shack to the left and run through the subway tunnel under the tracks, one entrance just forward of the passengers in this view. Visible on the Station wall is the black and white Arrivals Board with still a good number of trains per day. That yellow painted steel barrier on the right side of the photo was just the right height for a kid to sit and watch Alco switchers shunt the passenger cars in the yard. http://www.canadianrailwayobservations.com/2008/g99.jpg

Photographed from my favourite spot described above, in the late 1970‟s a Budd leaves the Glen to pick up passengers at Windsor Station. The RDC shops are visible in the background. http://www.canadianrailwayobservations.com/2008/g8.jpg

Also photographed from my favourite spot, D&H PA #17 has just looped „round the Glen after arriving at Windsor Station less than hour ago, and is about to move forward by the coal tower to the shop area and hopefully will get good wash! The Glen‟s major storage yard next to Rue St-Jacques is in the background. http://www.canadianrailwayobservations.com/2008/g5.jpg

By the late 1970‟s heavy weight cars were no longer in regular service and the ones in this photo were mostly likely CP business cars in their reserved, western most part of the Glen. By this time some of the Tuscan red cars had received the new image silver paint scheme with Tuscan red trim, which was just a few years prior to CP RAIL Action Red. The twin CP mainline to Montreal West to the right is crossing the bridge over Decarie Blvd. and is still in daily use today by AMT. http://www.canadianrailwayobservations.com/2008/g9.jpg

A great circa-1970 shot of the approach to Windsor Station taken from around Guy Street shows the Train shed at Windsor Station and CP‟s Chateau Champlain Hotel. The small yard at the left was still in service for work train cars. Today this maze of track marks the location of the Lucien L‟Allier (AKA “Loo-Lah” by railfans) AMT Station with the tower in the background almost at the entrance to the ‟ Bell Center. http://www.canadianrailwayobservations.com/2008/g10.jpg

This shot from the early 1970‟s during December shows the paired PA‟s with the “Adirondack” at Windsor Station Note by this time, D&H had leased two CP Skyline cars and two AMTRAK dome cars for this train, and would place them just behind the units! What a way to go to Albany! http://www.canadianrailwayobservations.com/2010/04/60pawindsor.jpg

This photo shows how Windsor Station looked after the closure of the train shed above and new “askew” track realignment with the tracks no longer entering the shed. The PA‟s were about to be reassigned for MBTA commuter service in Boston, and the NY train duties would soon fall to AMTRAK, and the Rohr Turbo Train. http://gelwood.railfan.net/dh/dh19o.jpg

During the 1980‟s the yard began to thin out, with far less trains per day. I would venture down from time-to time to check out the AMTRAK version of the New York train, but pretty soon I got tired of the seeing an F40PH and three AM-tubes or later the Rhor Turbo Train. The trains I had loved “The Atlantic Limited” - “The Canadian”, - “The Quebec”, and the incarnations of the D&H‟s New York trains were now history. By the late 1990‟s The STCUM era began at Glen Yard. CP was no longer operating the Montreal - West Island commuter trains, and VIA had long been operating the nation‟s passenger trains, including the former CP “Canadian” which for some time now was departing from CN‟s Central Station. By the 1980`s, The Canadian had morphed into a blue and silver amalgamation, with half the equipment ex-CP stainless steel, and the other half former CNR smooth side cars, sporting the VIA blue and yellow livery, Railfans I knew who truly loved the original CPR “Canadian”, would scoff and look now upon the new VIA Canadian with disdain.

While only a shadow of its former self, the Glen was still in use and under contract to service The Canadian`s Budd-built stainless-steel sleepers. This created an interesting (but impractical) equipment move. Around 10:00PM each night, a CP Rail Alco switcher would haul the prepared stainless-steel set of about four to eight sleepers out of Glen Yard, through Westmount, Montreal West, North Junction, St-Luc Junction, and finally to Parsley to interchange with CN at Taschereau Yard. From there a CN SW1200RS (or geep) would pick up the cars and bring them through Ballantyne Junction, Ville St-Pierre, passed Turcot Yard and then through St-Henri (In view of Glen Yard) to the VIA Yard in Pointe St- Charles (Which is now known as VIA MMC). While I saw this move many times, I never saw the train that brought the cars back from CN. A 1980‟s view of the Glen loop and remaining yard tracks and coal tower still present. http://www.canadianrailwayobservations.com/misc/glen1.jpg

Here is the final version of the AMTRAK (ex-D&H) train at Glen Yard in the 1980‟s, being prepared before backing sown to Windsor Station. Certainly not the D&H with PA‟s! http://www.canadianrailwayobservations.com/2010/04/26131.jpg

STCUM (now known simply as the “STM”),is the Montreal Transit System which operates the bus and Metro on the island, took over the CP and CN commuter train systems on October 1st, 1982. STCUM eventually repainted most of the CP equipment into their two-tone blue livery which included a stylized “F-unit” nose its railroad logo. The former Canadian Northern (CNoR) trackage which was the CN Deux-Montagnes electric line, operated eclectic EE Z4a and GE Z1a Box Cabs, EMU` sets and GE Z5a center cabs, which was all museum equipment in daily commuter service! Photos: http://www.butoba.net/homepage/tmr.html

It will not be surprising that none of this ancient equipment ever got repainted into STCUM livery, and remained in CN paint up until the line was shut down in 1990`s for modernization. Today this line is one of the busiest in Montreal and runs the new BOMBARDIER Built (pantograph equipped) EMU`s exclusively which were intentionally designed to serve high City Station platforms and rural stations with doors at different heights. The STCUM lettering on the buses and Metro cars eventually became the shortened STM (Societie Transport de Montreal), and In 1995 the rail division of STCUM became the AGENCE METROPOLITAINE de TRANSPORT de Montreal, or AMT http://www.amt.qc.ca/ as it is still known today. Here are two of my photos from 1994 that show a typical February afternoon rush hour at the Glen. The first shot shows a commuter train leaving the yard enroute to Windsor Station and is passing the old Westmount Station, and the former POM Bakeries which has now been transformed into a condo. The second photo shows the yard layout that remained. The large stack in the backround marks the location of the old roundhouse. http://www.canadianrailwayobservations.com/misc/GlenYardSpring94-2-Web.jpg http://www.canadianrailwayobservations.com/misc/GlenYardSpring94-Web.jpg http://www.railpictures.net/viewphoto.php?id=73318&nseq=0

On October 12, 2001 two AMT railway employees prepare the trains for the afternoon rush including a double headed commuter train. The units will head to Windsor Station (which is known as Lucien- L`Allier Station now) , and will then push the train to the west Island with the Bombardier cab-coach leading those old CP 800-series coaches, which are now all retired. The ex-Amtrak F40PH`s were leased by AMT from Rail World in Chicago in 2000, they are now repainted in what I refer to as the AMT-Trak livery, which is basically the Amtrak red strip is now painted AMT blue! This view of Glen Yard is taken at M.P 2.2. We are standing on the South track of the double track CP Westmount Subdivision. The AMT‟s Vendome is just at the west end of the yard. From 1940 –1980, there was a third track here going all the way to Montreal West Station, which I only saw used a couple of times in the 1960`s. Where the grass is in the photo, used to be the eastbound arrival platform at Westmount, and the large loop track around the entire yard. http://www.railpictures.net/viewphoto.php?id=25570&nseq=1

One reason to ride or railfan the AMT is evident in this August 7th, 2003 photo of Glen Yard. Although they are only former CN GP9`s and not old CP geeps running long end first … the AMT is the only commuter railroad in to still use GP9u`s in passenger service! This view shows the three standard AMT locomotive types F59PHI, F40PH-2, and GP9RM. The FP7A`s were retired five years ago. Note the HEP generator car behind the GP9RM Here is the AMT photo roster: http://www.myrailfan.com/collection/AMT/index_AMT.htm

The old Station building still stands today in Westmount, but unfortunately has not been tended to, has succumbed to the elements, and is in great need of repair. As it has so many memories for me, it is my sincere wish that this building will survive. Here is Westmount Station in 2003: http://www.flickr.com/photos/55348010@N00/18760818/

On July 20th, 2003, the McGill University Hospital Centre (MUHC) received the go-ahead from the new provincial Liberal government. to be built at Glen Yard, opposite the Vendome Metro and AMT station. This sounded the death-nell for my old haunt. Over the next year, the remaining tracks were removed and large bulldozers and dump trucks removed most of the toxic terrain leaving a flat emotionless expanse that almost brought a tear to my eye. But now nearly eight years later there is still nothing built here! In Late 2004, the AMT moved from the Glen to their new home at Sortin Yard, just southeast of Ballantyne (at St-Luc yard) where they remain to this day. They are now able to store their coaching stock there and their locomotive fleet and cars can be maintained at the St- Luc Diesel shop which is five minutes away. When part of an overpass collapsed onto an highway (Autoroute) in Laval, Quebec a few years back, killing five people, AMT (AGENCE METROPOLITAINE de TRANSPORT) was called upon to assist moving many of the commuters to Montreal island. GO TRANSIT kindly offered up a complete train set with GO F59PHI 564 and a set of double deck gallery cars. http://www.myrailfan.com/GOMTL/index.htm

As AMT found them selves power short at times, leased VIA F40PH's have become regular sights on Montreal Commuter trains. Since June 6th, 2007, VIA F40PH-2 6401 was in use on the AMT west Island Montreal-Vaudreuil line. It has now been replaced by AMT F59PHI 1323 as of November 8th. On November 23rd VIA F40PH-2 6401 returned AMT following inspection at MMC. . http://www.myrailfan.com/collection/VIA/VIA_6401/VIA_6401.htm http://tinyurl.com/ys3eyq

These amazing bird-eye view images from then and now show how the era has changed in 50 years. The 1950‟s shot shows how CPR Glen Yard in Westmount and CNR‟s Turcot Roundhouse in St-Henri were so tight for space and all within three blocks of each other! What a time to railfan Montreal! The more recent images show trackless Glen yard today and Decarie Expressway sitting over the old Turcot roundhouse. If you look carefully The CN and AMT (CP) mainlines are visible. http://spacingmontreal.ca/2009/05/13/turcot-glen-yards-and-the-st-jacques-escarpment-through-the-ages/

In 2004 The CPR Empress #2816 had arrived on the West Island with a special train bound for Windsor Station. Jean Mercier and myself chased it all the way back from Baie D‟urfe to Glen Yard. We entered the yard and walked up to the CP Mainline just east of Vendome Station (as in the first photo) and were the only two people there! The big Hudson appeared from the West and slowed to a nice easy stop right next to us about 5:00PM. Then after detraining some passengers at Vendome Metro Station, The engine steamed out and passed the old Westount Station and turned the bend enroute downtown. Watching the over head gantry signal flicker to red, I recall thinking this is very likely how the very same engine looked with similar looking CP commuter cars on the very same track in the 1950‟s. A little bit of history repeating! (Thanks to James A. Brown, Ray Kennedy, Bruce Chapman, John Dziobko, John Read, Jerry Appleman, Phil Miller, Phil Mason, Kevin Day, Marc Chouinard, J-F Turcotte, Larry Faulkner, Richard Pennisi, D‟Arcy Furlonger, Paul Perkins, Jean L. Mercier, Earl Roberts, William Baird Sr. and others for their assistance).

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