February Prepared by Robert D. Turner 1290 Tracksell Ave Victoria, B.C. V8P 2C

Transcription

1 Application to the National Historic Sites and Monuments Board of Canada for the Designation of the 1929 Railcars of the Canadian Pacific Railway s Trans-Canada Limited as a National Historic Site. February 2009 Prepared by Robert D. Turner 1290 Tracksell Ave Victoria, B.C. V8P 2C9 robertdturner@shaw.ca - 1 -

2 1. Identification of applicant: The Cranbrook Archives, Museum and Landmark Foundation (Owners and operators of the Canadian Museum of Rail Travel) 57 Van Horne Street South Box 400, Cranbrook, BC V1C 4H9 Phone: fax: Identification of the subject: The complete original seven-car set of deluxe passenger railcars from the Canadian Pacific Railway s 1929 Trans-Canada Limited (a place). Civic Address and contact: Mr. Garry Anderson, Executive Director C.M. Canadian Museum of Rail Travel 57 Van Horne Street South, Cranbrook, BC V1C 4H9 Significant dates relating to the site (the set of passenger railcars) The Trans-Canada Limited was the premier passenger train on the Canadian Pacific system from its introduction in 1919 until its removal from the timetable in During that 12-year period it was periodically equipped with several sets of rolling stock, reflecting improvements and innovations in engineering and design as well as the standards of accommodations for passengers. The 1929 Trans-Canada Limited, and the subject of this application, was the most advanced and sophisticated set of passenger cars yet operated in Canada. Twelve complete sets were required to provide daily transcontinental service, and the set at Cranbrook is the only one to survive

3 The 1929 Trans-Canada Limited crossing the famous Stoney Creek Bridge in the Selkirk Mountains of British Columbia. Visible in the photo are the combination baggage and crew sleeper, an A-class dining car which could be Argyle, sleeping cars of the same classes as Somerset, Rutherglen and Glen Cassie and a parlour oberservation of the River series. BELOW: the 1929 Trans-Canada Limited about to leave Montreal for Vancouver

4 All of the cars were constructed and placed in service between 1929 and The Depression of the 1930s reduced business on the railway and the Trans-Canada service was cancelled, but the cars remained in service throughout this time. Various cars continued in regular main line service at least until the mid-1950s, and continued in other passenger services for another decade. By that time they were eclipsed by the introduction of the streamlined, stainless steel Canadian in After the removal of most transcontinental passenger train services by the late 1960s, most of the Trans-Canada cars were relegated to reserve status in case of unexpected needs for equipment, work train services, or were retired and scrapped. By the mid-1970s virtually all the cars were redundant even those in work train service and were being sold. It was at this time that the Canadian Museum of Rail Travel began a systematic program of acquiring the equipment for the Trans-Canada. The following list provides the dates of acquisition and the last service of each of the cars in the set (listed from the front of the train to the back), as well as a brief summary of features. Combination Baggage and Crew Sleeper, No Larger copies of these illustrations are included as an appendix to this submission. -Built 1929 by Canadian Car & Foundry and Canadian Pacific for Trans-Canada service. -Used as a men s smoking parlour during the day and a sleeping car for dining car staff at night. -Designated a baggage-smoking car in the 1940s. -Retired and sold to Dofasco where it was used for a model railway display. -Donated to Cranbrook for the Trans-Canada set in The only surviving car of this type

5 Interior of baggage, crew sleeping car from 1929 Trans-Canada Limited. Parlour Car No Built in 1930 by Canadian Car & Foundry and Canadian Pacific as part of a series of 14 cars. -Used on the Montreal and Toronto to Ottawa portions of the Trans-Canada Limited Service. -Reconfigured as a coach To Ontario Railway Association and used as coach Terra Cotta in To Canadian Museum of Rail Travel 1989 and restored to a parlour car. -The only surviving car of this type

6 Argyle (36-seat dining car) built for Canadian Pacific for Trans-Canada Limited by National Steel Car and Canadian Pacific s, air conditioning installed retired from work train service in British Columbia acquired by the Canadian Museum of Rail Travel, and moved to Cranbrook. -Interior restored to Trans-Canada configuration. -The only surviving diner from the Trans-Canada, and one of the few of any design, and in particular from this period, preserved in Canada. [note that some other types of passenger cars have been rebuilt as diners for commercial establishments, but they were not railway service dining cars, and do not represent historical rolling stock or historic fabric]. Argyle s interior as restored

7 Exhibit of showing restoration of original paneling from the Argyle, above and at left. Display of dining car china and silverwarein the Argyle

8 Somerset (S-series sleeping car) -Built in 1930 by Canadian Car & Foundry and Canadian Pacific, -Configured as a 12-1 sleeper (12 sections with upper and lower berths, and one compartment) for transcontinental service. -The Trans-Canada might operate with two of this series of sleepers. -A total of 65 cars of this general type were built between 1930 and Renamed Travers in the 1940s and modernized. -Last used in Expo 67 Limited service. -To Canadian Museum of Rail Travel in 1989, donated from a group north of Toronto. -Restored to half original configuration, one half as modernized and reflecting the as-found condition. Also includes interpretative displays. -Believed to be the only survivor in a museum of this type of car. Interior of the Somerset, showing the two sides of the car, at left, restored to original condition, and at right, as it was when last in service in modernized form

9 Rutherglen (R-series sleeping car) -Built by Canadian Car & Foundry. -Configured as an sleeper, which provided 8 sections with upper and lower berths, 2 compartments and 1 drawing room. -One of 29 of this type built in 1929 for Trans-Canada Limited and other services. -The Trans-Canada might operate with two of this series of sleepers s air conditioning installed. -Interior and windows modernized in 1950s -Used in 1967 Expo Express service and then retired -Donated by CPR Hotels in 1979, and restored. -One of three R-series sleepers surviving, of which one is an interpretative car, showing these sleepers in their 1950s modernized form, the Redvers at the Canadian Museum of Rail Travel and the other is modified for excursion use, although is now out of service. The Rutherglen is the only one restored, and reconfigured to its original floor layout. Glen Cassie (10 compartment Glen-series sleeping car) -Part of a large group of all-compartment sleeping cars, 25 of which the first were built between 1920 and Glen Cassie was from a second group of 15 cars built between 1927 and 1930, and matches the exterior steel detailing and wheel assembly of the other cars in the set. -Configured as a 10-compartment sleeper with 10 private compartments, with every two arranged en-suite if wished. -Served as a work train crew sleeper at Coquitlam, B.C., after retirement from passenger service. -Arrived in Cranbrook 1989, and the mostly intact interior was restored. Only one set of two rooms was removed for work train service. -The only car preserved from the later group of Glen cars, and the only one - 9 -

10 restored in a museum setting. Four others survive from the earlier order, one used in excursion service, one rebuilt as a stationary dining car at a restaurant, one in storage, and Glen Norman near Wetaskiwin is understood to be in very poor condition with the interior removed. Restored interior of sleeping car from the Trans-Canada Limited. River Rouge (solarium lounge observation car) -One of 15 River Class solarium observation cars built in 1929 for Trans- Canada Limited service by National Steel Car and Canadian Pacific -Interiors of these cars modified in 1940s, River Rouge becoming café-solariumounge car No in Placed in work train service in British Columbia in To Cranbrook Railway Museum in 1980, and restored to original configuration. This is the only River class car restored to its original configuration

11 -One of five River class cars surviving. All four others were modified as Cape cars in World War II, with changed interior configuration for business car service. One of these has been updated for use in excursion service, another is modified and incorporated in a restaurant, a third, last used as an official car is in storage, and a fourth, last reconfigured as a business car is at the Revelstoke Railway Museum. River Rouge interior, Fully restored

12 3. Criteria Explain briefly the national importance of the proposed place, person or event, in keeping with the relevant HSMBC criterion and/or guideline in the brochure entitled Criteria, General Guidelines and Specific Guidelines. For place, indicate which criterion (1a, 1b, 1c or 1d) is the most relevant and why. 1. CRITERIA The importance of the Trans-Canada Limited set of railcars clearly relate to two of the criteria for National Historic Sites (Places), particularly 1a and 1b: They illustrate an exceptional creative achievement in concept and design and technology. (Criteria 1a) The history of Canadian Pacific s 1929 Trans-Canada Limited passenger train is truly national in scope and context and touches many parts of Canada, from its construction in Ontario and Quebec, through its trans-canada services, from Montreal and Toronto through the Rockies to the Pacific Coast. These cars were built to operate as a complete train, - a deluxe Hotels-on-Wheels - with the functions of each car being complementary to the others in the set, and all being placed in a standard and pre-determined sequence that was not normally altered or added to in order to maintain its rigorous schedule and its exceptionally high level of service. They represent the ultimate expression and creative achievement in railway car construction in Canada, certainly in the pre-1950s era, and probably for all time. The Limited status of the train meant that it made only a limited number of stops in its journey across the country. Other trains, taking longer for the trip made many more intermediate stops and also carried more mail, express and baggage, something the Trans-Canada never carried. The Trans-Canada was scheduled to operate only during the late-spring through early autumn months. A description of the River class cars, like the River Rouge, gives an impression of the achievement the train represents. Opulently furnished in walnut, the cars afforded the traveler such amenities as individual ladies and gentlemen s showers, leatherupholstered smoking rooms, ladies lounge and observation parlour. At the rear, replacing the traditional observation platform was a high-windowed solarium, furnished with eight leather chairs. The gastronomical needs of the passengers was satisfied at a small but well equipped buffet [in addition to the dining car a few cars ahead in the train]. (Shields, 1969). The Trans-Canada cars were the result of decades of experience in Canadian Pacific on the types of equipment that were most suited to the extreme weather conditions, service requirements and market demands for first-class passenger rail service in the 1920s. Although the Trans-Canada itself was intended as a summer time only service, the railway intended that the equipment be used as needed throughout the year in all parts of the Canadian Pacific system. The order for the equipment was a major vote of confidence

13 in the future of rail travel in Canada and in the future of the country just before the onset of the Great Depression of the 1930s. Indeed many of the cars were built after the stock market crash of 1929 (Canadian Railway & Marine World, June 1929). Each fully equipped set of equipment was said to have cost one million dollars (O Brien, 1937), and 12 train sets were required to provide a daily service in each direction across the country. Without qualification, they were the pride of the Canadian Pacific, and in many ways the pride of the country too. They were widely publicized and popular articles about them appeared in the newspapers and magazines. The Vancouver Province described the cars as fitted magnificently with all the luxuries which travel can possibly afford [and] British Columbia materials figure largely in the heavier construction and the trains are built entirely in Canada. Mr. Grant Hall, vice-president of the C.P.R. personally supervised the design of the cars which are the last word in comfort. (Vancouver Province, May 11, 1929). River Claire at Vancouver s CPR Station with the Trans-Canada Limited. Unfortunately, the 1929 Trans-Canada s service was brief because the Depression worsened and travel volumes declined. The service was suspended in 1931 and not resumed, although the equipment was well used in other services, with the initial exception of the solarium-lounge cars, which were later rebuilt to a modified configuration that would produce more revenue. Passenger volumes dropped from 14.7 million in 1928 to just under eight million in 1932 and stayed at that level, with the exception of the years of the Second World War, through the 1950s (Shields, ca. 1980). The Trans-Canada completed the 2,881-mile (4637-km) trip across Canada from Montreal to Vancouver in 89 hours and 15 minutes, and was considered the fastest transcontinental service of its time. It was also the longest all-sleeping car train service operated in the world, and was advertised as the fastest service on the continent

14 between the Atlantic and Pacific oceans; faster than its American rivals. Locomotives were changed routinely at divisional points, but the cars themselves remained together for the entire journey except for the addition and removal of the Montreal-Ottawa parlour car. The cars were of all steel construction (except for the interior woodwork and furnishings) with frames built by either the Canadian Car and Foundry Company in Montreal or the National Steel Car Company in Hamilton, Ontario, and the cars were finished by Canadian Pacific itself at its Angus Shops in Montreal. Cars of this style were called heavyweights because of their solid construction and smooth riding qualities, with each weighing between 85 and 95 tons when loaded. The interiors were all finished in beautifully finished hardwoods such as Honduran mahogany and Black walnut featuring many intricate inlays, bookmatched burls and decorations. Furnishings were modern for their era, and also reflected the use of hardwoods and rich fabrics. They were equipped with state of the art running gear, brakes, heating, lighting and cooling and ventilation systems. The River cars even contained two showers. The exteriors were finished in a regal deep maroon colour, and maintained to a high gloss with gold lettering. They were the epitome of quietly stated good taste and elegance. The cars represent very well the design and manufacturing capacity and the craftsmanship developed in Canada by the late 1920s. River Rouge, when newly built for Trans-Canada Limited Service. Period illustrations of the Trans-Canada Limited equipment from1929. The cars in the Canadian Museum of Rail Travel s collection reflect the condition shown in these illustrations

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16 Canadian Pacific publicity illustrations of the Trans-Canada Limited

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18 Dining Car interior, ca The Argyle is of this type (see photo on previous page). They illustrate and symbolize part of a cultural tradition and way of life, as well as ideas that were important to Canada. (Criteria 1b) The Trans-Canada Limited was truly a trans-canada train spanning the country from the Pacific Coast to the Atlantic, and was part of a vast integrated system of travel and transportation maintained by the Canadian Pacific. These all first-class trains, sometimes quite accurately called hotels on wheels ran between Vancouver and Montreal and Toronto on a daily basis and connected at Montreal with Canadian Pacific steamships operating to the UK and Europe. They also connected with trains running to the Maritime provinces and to Quebec City. In the west, the Trans-Canada connected with steamships of the BC Coast Steamship service providing services all along the coast of British Columbia and to Alaska and Washington State. Moreover, the Trans-Canada also connected with the CPR s Pacific Empress liner service to Hawaii, Japan, China and the Philippines. It was a link across Canada and it was also a link in the British Empire at a time when ties to Britain were still very strong

19 Route transcontinental route of the Trans-Canada Limited, from Montreal to Vancouver, originally published in the British publication Railway Wonders of the World, edited by Clarence Winchester, in The Trans-Canada was featured as one of the world s most famous trains. The Trans-Canada concept was in keeping with the recognized importance of all- Canadian routes across the country that had their roots in the insistence by the government of Canada under John A. MacDonald that the Canadian Pacific Railway be built entirely within Canada in the 1880s. First-class services were critical to the success of the railways passenger services in this era and the higher fares provided very important revenues, much as business class travel is important today to the airlines. There was keen competition for the transcontinental traveler s business within Canada and for those traveling from abroad and from the United. States. The Trans-Canada was Canadian Pacific answer to the competing railroads in the US, particularly the Great Northern, Northern Pacific and Milwaukee Road. In Canada it was a challenge to Canadian National Railways and a bold statement by CPR, long a bastion of private enterprise, that it would outclass and never be outdone by rival CNR and its subsidized services at a time when the CNR also was spending substantial sums on new equipment for all its major services. Canadian National introduced solarium lounge cars that even included a barbershop, from Canadian Car & Foundry in 1930, a year after Canadian Pacific introduced its River series cars to Trans- Canada Limited services. Although Canadian National had cars that were generally equivalent to those of the CPR, the CN never created a complete set of cars comparable to the 1929 Trans-Canada Limited. Uniqueness, representativeness and rarity of the Site and its Components The Trans-Canada Limited at the Canadian Museum of Rail Travel is the only train set of this type and from this period in Canada, and the set of cars contains examples of rare or unique surviving equipment that was once commonly used on Canadian Pacific and other Canadian railways (based on analysis of all surviving equipment listed by Roberts and Stremes, 2007). In addition no similar or equivalent sets are known in the United States or elsewhere in the world, although this general type of equipment was very important and was widely used in the United States. Much of the preserved railway passenger equipment in museum and heritage railway collections is from a later era, usually representing post-second World War designs, or if from the 1920s Trans-Canada era, are individual are business or official s office cars that were not in scheduled passenger services. Not only is the set unique, but it is also restored and maintained to a very high standard, with carefully controlled public access since

20 The Trans-Canada set new standard for luxury accommodations, technical development and construction. Other Canadian railways, notably the Canadian National, were not long in following these developments. Similar and highly competitive standards were also developed in the United States for the premier trains in use on railways such as the Great Northern s 1929 Empire Builder, Milwaukee s 1927 Olympian, and Northern Pacific s 1930 North Coast Limited. Although the train set at first represents the concept of the hotel-on-wheels and of first-class travel, it also captures many of the elements of train travel in that period. As the equipment aged, it was also used more widely and in a great variety of services, including those catering to economy travel. For example, cars that began their service in Trans-Canada train sets ended their passenger-carrying day in some cases conveying students to Expo 67 in Montreal. As well as representing so well the concept of the premier first-class transcontinental train in Canada, the rolling stock also represents cars used in a range of additional services. The sleeping cars were used throughout the system and were the most common type of passenger car, except for day coaches, in Canada. For example, in 1940, the standard sleeper types (like the Somerset with a 12-1 berth arrangement) represented 297, or nearly half of a total of 720 sleeper, parlour and dining cars on the system (Canadian Pacific Staff Bulletin, Feb. 1, 1940). A place must be in a condition that respects the integrity of its design, materials, workmanship, function and/or setting to be considered for designation of national historic significance, insofar as any of these elements are essential to understand its significance. The Trans-Canada cars at the Canadian Museum of Rail Travel are all in a condition that respects the design, materials, workmanship and function of the craftsmen who made them, the Canadian Pacific system that operated them. The high quality of the interior finishing and in particular the woodwork and upholstery are key character defining elements in the cars. Overall, great care has been taken in the conservation and restoration of the cars, based on extensive background research, exploratory testing and analysis of materials and finishes, a fundamental respect for their historic fabric, the use of original materials and techniques, the documentation of work undertaken, and the overall protection of the cars as heritage assets. This approach has been essential to understanding and interpreting the importance of the cars and the social context of railway travel during this era. Complementary exhibits explain these processes in detail. During the post-passenger service, several of the cars had their interiors modified or at least redecorated to simplified plans and decorative schemes with extensive repainting. Fortunately, in many cases, this served to protect the underlying original materials, particularly the hardwood paneling and inlays, and finishes of the cars interiors. These have all been very carefully treated and restored to original specifications. The cars have internal heating and cooling systems in place as well as environmental monitoring systems and constantly monitored security systems. At the same time the Museum is working towards construction of a large structure to fully protect the cars from the weather

21 3.9 Moveable Cultural Property, Status of the Trans-Canada Limited The Trans-Canada clearly meets the requirements noted in section 3.9 Commemoration of Movable Heritage Property for National Historic Site consideration. The railcars from the Trans-Canada Limited at the Canadian Museum of Rail Travel, although once key parts of one of the premier Canadian and indeed North American trans-continental passenger trains, effectively no longer are moveable property. This situation has come about for several reasons, and means that they are permanently located in Cranbrook at the Canadian Museum of Rail Travel immediately adjacent to the Canadian Pacific Railway. The cars are now technologically obsolete. The truck wheel bearings and the cars braking systems are obsolete and also no longer of types used or permitted by Canadian or US railways. If moved by rail without substantial modification, which would compromise their historic fabric, they could constitute a safety hazard and could themselves be at high risk of serious damage. The cars interiors are all finished in hardwoods with intricate inlays and other decorative elements that would be at risk if the cars were moved. Environmental controls within the cars would be almost impossible to maintain during a move, and would subject the woodwork, textiles and other original and character defining features of the cars to unacceptable risks. Service systems are installed to maintain environmental controls and security systems, so that also means they are permanently fixed at the site. A significant movement would put their historic fabric at high risk and be extremely expensive, and would be comparable to moving a delicate 10 x 80-foot structure. These railcars are equivalent to the sternwheelers Klondike at Whitehorse and Moyie at Kaslo, both National Historic Sites, which are permanently berthed on shore. In short, they are no longer "moveable" except in a theoretical way

22 Temperature control system attached to the Glen Cassie, and awaiting black paint to reduce the visual effect on the exterior of the car. Utilities are connected underground to the main museum buildings Engineering Importance The set is intrinsically outstanding by the nature of its design and construction. The quality of woodworking, decoration, operating and service systems, stand out and were confirmed by the reception of the train when it went into service. The set is an example of Canadian developments to meet the requirements of demanding services in Canada. These cars are rare surviving examples of rolling stock of this period. There are no other sets preserved from this era in Canada (and as far as can be determined this also applies almost certainly to the United States and in all probability to elsewhere in the world). The engineering was once common but most cars of these types were replaced in premier services with newer streamlined cars in the 1950s, particularly with the arrival of the stainless steel Canadian equipment in 1955 supplied by the Budd Company in the United States, and similar but standard streamlined steel equipment for Canadian National Railways. Consequently very few have survived in Canada as structurally and decoratively intact examples of the Canadian engineering and design standards from this period in Canada s history. The purchase of these cars reflected a commitment by Canadian Pacific to adopt the latest technologies and be as competitive as possible with their Canadian and American contemporaries just at the end of the 1920s before the world Depression of the 1930s

23 4. Existing historical recognition The Canadian Museum of Rail Travel (and its predecessor, the Cranbrook Railway Museum) has received many awards and wide recognition, centered on the preservation and restoration of the Trans-Canada Limited. Highlights include: -1988, Special Restoration Award, from Cranbrook s sister city, Coeur d Alene, Idaho to the Canadian Museum of Rail Travel , Preservation Award, from the Canadian Railroad Historical Association for the Trans-Canada Limited, probably the oldest intact Deluxe Hotel-On-Wheels , Award of Recognition to the Canadian Museum of Rail Travel from the British Columbia Heritage Trust , Heritage Canada Gold Medal Achievement Award, for the restoration of the Trans-Canada Limited train set-a national railway symbol , Executive Director Garry Anderson was named to the Order of Canada for the overall development of the Museum, one of the key components of which is the Trans- Canada Limited. 5. Specific considerations for a site: The owner and applicant is the Cranbrook Archives, Museum and Landmark Foundation, of Cranbrook, B.C. (owners and operators of the Canadian Museum of Rail Travel). Boundaries of the site proposed for designation: The Trans-Canada Limited is located within the fenced security display area for passenger trains at the Canadian Museum of Rail Travel as part of the display of the Hotels-On-Wheels luxury trains from the late 1920s. The historic site itself would constitute the complete set of seven railcars comprising the Trans-Canada Limited train. The Trans-Canada Limited (far left) at the Canadian Museum of Rail Travel. The Canadian Pacific Railway mainline

24 is at right of the Museum s security fence. MUSEUM DEVELOPMENT ZONE (total site) DETAILED RAILCAR LAYOUT AND TOUR ROUTES Components of the historic property: The entire set of Trans-Canada Limited passenger cars, including their internal fittings, furnishings, and appliances, constitute the site. The entire train set (the site) is located on railway trackage next to the interpretative and reception buildings of the Canadian Museum of Rail Travel in Cranbrook, including the Royal Alexandra Hall. The cars will be included in a covered and weather-proofed train shed structure for which plans and funding are being developed. These display tracks are immediately adjacent to the Canadian Pacific Railway s mainline through Cranbrook. Their track is still connected to the CPR mainline and is on the site of former Canadian Pacific yard trackage. Site condition: The entire set of Trans-Canada Limited cars is clearly in a condition that respects the integrity of their design, materials, workmanship and function. All of the cars are within the fenced security area of the Museum and they are connected to the intrusion and smoke detection systems of the Museum, which is monitored 24 hours per day and is checked by Museum staff daily. The site is well maintained and is also monitored by local police. It is also close to Cranbrook city fire-fighting services. 6. Documentation References Anderson, Garry The Trans-Canada Limited. British Railway Modellers of North America, Calgary, AB. Canadian Railway &Marine World. New Passenger Cars, Canadian Pacific Railway June 1929; Dubin, Arthur D Some Classic Trains. Kalmbach Publishing, Milwaukee, WI. pp Eagle, John A The Canadian Pacific Railway and the Development of Western Canada, McGill-Queens University Press, Montreal, QC. Lamb, W. Kaye Canadian Pacific Railway. Macmillan, Toronto, ON. Lepkey, Gay and Brian West Canadian National Railways Passenger Equipment Bytown Railway Society, Ottawa, ON

25 O Brien, E.G A Million Dollars Per Train, in Canadian Pacific Facts and Figures. Canadian Pacific Foundation Library. Montreal, QC. Shields, James Solarium Debut. Article from CPR(?) Newsletter, Canadian Museum of Rail Travel Archives. Shields, James. Ca Outline of Equipment Development. Canadian Pacific Archives, Montreal. QC. Roberts, Earl W. and David P. Stremes Canadian Trackside Guide, Bytown Railway Society, Ottawa, ON. Turner, Robert D West of the Great Divide. The Canadian Pacific Railway in British Columbia. Sono Nis Press, Winlaw, B.C. Turner, Robert D The Cranbrook Railway Museum, The Historical Significance of the Collection. Royal British Columbia Museum, Victoria. B.C. Turner, Robert D The Crowsnest Past Railway Route. Wayner, Robert A Century of De Luxe Railway Cars in Canada. Wayner Publications, New York, NY. White, John H The American Railroad Passenger Car. The John s Hopkins University Press, Baltimore, MD. Winchester, Clarence The Trans-Canada Limited, Railway Wonders of the World. Time Amalgamated Press, London, UK. LINK TO MUSEUM DEVELOPMENT ZONE (1.4 km in length) Canadian Museum of Rail Travel website detailing the history and specific restoration approach for each car: 7. Suggestions for further research and documentation The Railway Archives of the Canadian Museum of Rail Travel Applicants address (This is probably the most comprehensive collection of material on this train and these cars.) The Canadian Pacific Corporate Archives, Box 6042, Stn Centreville,

26 Montreal, PQ H2C 3E4 Attn: Joanne Colby or Bob Kennel Phone: Fax (CPR engineering records and President s papers may have additional material relating to these two cars and the Trans-Canada Limited s development). Robert Turner Curator Emeritus of Modern History, Royal British Columbia Museum 1290 Tracksell Ave Victoria, BC V8C 2C9 robertdturner@shaw.ca (Mr. Turner did a study on the "International Significance" of the train sets and rolling stock collections at the Canadian Museum of Rail Travel in Cranbrook in 1992, and it was updated in 2007.) 8. Federal riding: Kootenay-Columbia 9. Proponents/Interested parties The Cranbrook Archives, Museum and Landmark Foundation (the applicant s address and mail@trainsdeluxe.com) The City of Cranbrook (owner of the land) 42-10th Ave. S Cranbrook, BC, V1C 2M8 Phone : Fax (confidential administration fax) Attn: Will Pearce, City Administrator

27 10. Appendix: Elevations and Plans of the 1929 Trans-Canada Limited train set. Combination Baggage, Sleeper

28 Parlour Car No Dining Ca Argyle

29 Sleeping Car Somerset Sleeping Car Rutherglen

30 Sleeping Car Glen Cassie Solarium Parlour Observation Car River Rouge