Canadian (train)

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"The Canadian" redirects here. For the Lower Canadian newspaper (1806–1810) and the current "The Canadian National Newspaper", see Le Canadien.
The Canadian
Thecanadiannearjasper.jpg
The westbound Canadian near Jasper, Alberta
Overview
Service type Intercity rail
Status Operating
Locale Western Canada, Northern Ontario
Current operator(s) Via Rail Canada
Former operator(s) Canadian National, Canadian Pacific
Route
Start Toronto, Ontario
No. of intermediate stops 65 (55 on request only)
End Vancouver, British Columbia
Distance travelled 4,466 km (2,775 mi)
Average journey time

Westbound: 3 days 11 hours 42 minutes[1]

Eastbound: 3 days 14 hours[2]
Service frequency 3 trains a week
On-board services
Class(es) Economy, Sleeper Touring[3]
Disabled access yes
Seating arrangements Coach seating[3]
Sleeping arrangements Berths, Bedrooms for one, two, three and four[3]
Catering facilities Dining Car, Skyline Cafe (peak season only), take out, bar [4]
Observation facilities Skyline car, Park Car
Baggage facilities Checked baggage available at selected stations
Technical
Gauge 4 ft 8 1⁄2 in (1,435 mm)
Track owner(s) GO, CN, CP, BNSF[5]
Timetable number(s) 1,2

The Canadian is a Canadian transcontinental passenger train originally operated by the Canadian Pacific Railway between 1955 and 1978. It is currently operated as an Inter-city rail service by Via Rail Canada (as the Canadian) with service between Union Station in Toronto, Ontario and Pacific Central Station in Vancouver, British Columbia. Since 1990, the train has followed a completely different route from Canadian Pacific's Canadian, using Canadian National's more northerly main line, which goes through Saskatoon and Edmonton rather than through Regina and Calgary. It is also much slower than the Canadian Pacific version of the train, and no longer serves Montreal or Ottawa, as it did until 1990. Before 1955, the name "The Canadian" had been used on CPR's overnight Montreal / Chicago trains.

Contents

[edit] Canadian Pacific

In the years following World War II, passenger trains on the CPR consisted of a mixture of prewar heavyweight and pre- and post-war lightweight cars, even on their flagship transcontinental The Dominion and its eastern extension, The Atlantic Limited. While these cars were serviceable, American trains of the early 1950s, such as the California Zephyr, had already adopted streamlined all-stainless steel consists featuring domed observation cars. Following an evaluation in 1949 of the dome cars featured on the General Motors / Pullman Standard demonstrator Train of Tomorrow, CPR management, including then Vice President Norris Crump, resolved to upgrade their rolling stock. In 1953, CPR placed an order for 155 stainless steel cars with the Budd Company of Philadelphia that included 18 rear-end dome cars (Park series), 18 Skyline mid-train dome cars, 30 coaches, 18 dining cars and 71 sleeping cars (Manor and Chateau series). A subsequent order for 18 baggage-crew dormitory cars brought the final to total to 173 cars, sufficient for establishing an entirely new transcontinental service and partially re-equippiping The Dominion. The interior design of these new cars was contracted to the Philadelphia architectural firm Harbeson, Hough, Livingston & Larson (a company known for its industrial designs on other prominent passenger trains such as the Pioneer Zephyr), and the resulting furnishings and pastel-shaded colour schemes were widely acclaimed. After deciding to name the Park series dome cars after famous Canadian parks, leading Canadian artists, including members of the Group of Seven, were commissioned to paint suitable murals for these cars. When the decision was made to add budget sleeping cars, the Budd order was supplemented by 22 existing heavyweight sleepers that CPR refurbished in its own Angus Shops, each fitted out with Budd-style stainless steel cladding. To complement the new rolling stock, the CPR ordered General Motors Diesel FP9 locomotives to supplement an existing fleet of FP7s. Although these F-units remained the preferred power for the train, it was occasionally pulled by a variety of motive power, including Montreal Locomotive Works FPA-2s, and, as late as 1959, steam locomotives.

CPR christened their new flagship train The Canadian and service began on April 24, 1955. Although CPR competitor Canadian National Railways began its own new transcontinental service, the Super Continental, on the same day, CPR was able to boast honestly that The Canadian was "The first and only all-stainless steel 'dome' stream-liner in Canada" — it was not until 1964 that the CNR acquired dome cars. CPR operated the train in two sections east of Sudbury, Ontario. The section operating between Montreal and Vancouver (also serving Ottawa) was known as train 1 westbound and train 2 eastbound, with a connecting section to or from Toronto splitting or joining at Sudbury (this section was known as train 11 westbound, and train 12 eastbound). Matching its streamlined appearance, The Canadian's 71 hour westbound schedule was 16 hours faster than that of The Dominion.

Although initially successful, passenger train ridership began to decline in Canada during the 1960s. Facing competition from airlines and increased automobile usage following construction of the Trans-Canada Highway, the CPR cancelled The Dominion in 1966, and petitioned the government to discontinue The Canadian in 1970. Although this petition was denied, CPR during the 1970s attempted to remove itself from the passenger service market. The Canadian was operated at reduced levels, with the government subsidizing 80 percent of its losses.

Old (red) and new (blue) route maps of The Canadian

[edit] Via Rail

The federal Crown corporation Via Rail Canada formally assumed responsibility for CPR's passenger services on October 29, 1978, although the Via identity was not assumed by the trains themselves until the following summer. Following the takeover by Via, the Canadian became the company's premier transcontinental train, and initially operated over its old CPR route. It was supplemented by the former CN Super Continental, which operated over the parallel, but more northerly, CN route. The Canadian continued to be operated in two sections east of Sudbury and provided daily service west to Vancouver and east to Toronto and Montreal.

In the aftermath of the deep budget cuts made to Via Rail on January 15, 1990, the Super Continental service was abolished and the Canadian was moved from the CPR route to the Super Continental's CN route. This maintained transcontinental service and allowed Via to operate its government-mandated service to small communities along the line. Service was also reduced to 3 days per week. Today, Via Rail continues to operate the Canadian using the CN route with rebuilt ex-CPR Budd passenger equipment.

[edit] Route

Starting from Vancouver, the Canadian begins at Pacific Central Station. It follows along the CN track to New Westminster, then crosses the New Westminster Bridge. The Canadian then goes on the east track and goes directly to Gifford. It then recrosses the Fraser River, switching to the CP track and continues all the way to Kamloops. The Canadian then reverses and crosses over a bridge onto the CN track until it stops at the Kamloops station. At this point the Canadian continues east to Toronto, making stops at Edmonton, Saskatoon and Winnipeg. Going west the Canadian follows the same route back, but it does not switch to the CP track in Kamloops: it stays on the CN track. This part follows the Fraser River on the opposite side to Vancouver.

[edit] Gallery

Wikimedia Commons has media related to: The Canadian

[edit] References

  1. ^ Westbound Schedule
  2. ^ Eastbound Schedule
  3. ^ a b c Classes
  4. ^ Menu
  5. ^ Via Rail operating licence

[edit] External links
Current routes
Former routes
Other
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