The Canadian

60 Years of Transcontinental Passenger Service

1955 - 2015

VOLUME 1B: The Canadian Pacific Era 1955 – 1978

C. van Steenis, Calgary, AB. April 2015

CONTENTS Though by no means complete, this series is a pictorial history of Canadian Pacific Railway’s THE CANADIAN and VIA Rail’s CANADIAN marking 60 years of operation from the inaugural runs on 24 April 1955 to 2015; in four volumes:

Vol. 1A: The Canadian Pacific Era 1955-1978 in Eastern Canada Vol. 1B: The Canadian Pacific Era 1955-1978 in Western Canada Vol. 2: The Via Rail Canada Era 1978-2015 Vol. 3: Motive Power & Passenger Equipment

This Volume, 1B, focuses on Canadian Pacific Railway’s ‘THE CANADIAN’ in western Canada, from Sudbury, Ontario to the western terminus of Waterfront Station in Vancouver, British Columbia.

The author wishes to express thanks to the following individuals who kindly provided photos and/or data for this volume: Andy Cassidy, Bruce Chapman, Peter Cox, John Leeming, Phil Mason, Jim Parker, Doug Phillips, Claude Prutton, Don Thomas, Ron Visockis and Dale Wilson. A special thanks to Bruce Chapman for reviewing Volumes 1A & 1B.

Photo Credits: All photos are used with the permission of the photographers. The photos of the old stations from the early part of the 20th century are in the public domain; the copyright has expired.

Cover Photo: Dome-observation car LAURENTIDE PARK brings up the markers on Train No. 2, ‘THE CANADIAN’ at Wapta Lake, B.C., on 12 August 1978, two months before the end – Cor van Steenis Photo

CPR Skyline Dome 517 - 1954 Builder’s Photo THE ORIGINAL ORDER

Striving to reverse the trend of declining passenger volumes after World War II and to replace aging equipment, in June of 1953 the Canadian Pacific Railway placed its initial order (of two orders) for 173 stainless steel cars with the Budd Company of Philadelphia, PA. Seventy-seven of the cars were intended to stock the planned transcontinental train THE CANADIAN while the remaining 96 cars were to be used to upgrade CPR’s ‘Dominion’ The cars in the two orders were: 18 Baggage-dormitory cars (3000-3017) 30 First class coaches (100-129) 18 Skyline Dome cars (500-517) 18 Dining cars (16501-16518) 42 Manor sleepers (14301-14342) 29 Chateau sleepers (14201-14229) 18 Sleeper Buffet-Lounge Dome Observation cars (15401-15418) In addition, in 1955, the CPR refurbished 22 G-Series heavyweight sleepers into U- Series sleepers for use on ‘The Canadian’, cladding them with fluted stainless steel, only the clerestory roof gives them away.

THE ROUTE OF CPR’s THE CANADIAN 1955 - 1978 The route of Canadian Pacific’s THE CANADIAN remained unchanged from the inaugural runs on 24 April 1955 until the last trains left the eastern and western terminals on 28 October 1978; over 23 years of daily trans-continental passenger service in each direction.

Westbound, THE CANADIAN departed from both Montreal’s Windsor Station and Toronto’s Union Station daily; the Montreal section to Sudbury was designated Train No. 1; the Toronto section was known as Train No. 11. At Sudbury the two sections were combined and left for Vancouver’s Waterfront Station, through Winnipeg, Regina and Calgary as Train No. 1.

Eastbound, THE CANADIAN departed Vancouver’s Waterfront Station daily as Train No. 2; upon arrival in Sudbury, it was split into Train No. 12 bound for Toronto, while Train No. 2 continued on to Montreal.

Sudbury circa 1960 - Jim McRae photo – from the Dale Wilson Collection A LAST LOOK AT SUDBURY, ONTARIO

CPR 1403 has cut off from THE CANADIAN while a switcher behind it on the same track beyond the crossover marshals the train’s cars at Sudbury, Ontario.

From Sudbury, Train No. 1, THE CANADIAN, headed west to Vancouver; on the return journey it was Train No. 2 that was split at Sudbury for the separate runs as No. 2 to Montreal and No. 12 to Toronto.

We now take a look at THE CANADIAN on a western Canada journey as we head west to Winnipeg and points beyond, including the scenic Rocky Mountains, advertised by Canadian Pacific as a premier destination.

ADVERTISNG ‘THE CANADIAN’ One of the many posters that were used by the Canadian Pacific Railway to advertise both THE CANADIAN and the scenic destinations in the Rocky Mountains accessible by train, such as Banff and Lake Louise.

Winnipeg CPR Station – circa 1915 Unknown Photographer THE WESTERN STATIONS CANADIAN PACIFIC STATION - WINNIPEG

Canadian Pacific’s station in Winnipeg was the first major station on the transcontinental line west of Sudbury. The station, on Higgins Avenue, was completed in 1905, enlarged in 1913, and was used until October of 1978. A glass roof was constructed over the tracks in 1916. Huge waves of immigrants to the prairies arrived at this station. It was declared a National Historic Site in 1982.

Train No. 2 at CPR Winnipeg Station 23 May 1970 Ron Visockis photo WINNIPEG, MANITOBA CPR FP9A No. 1414, an FB unit and a 2nd FP9A unit have been cut off eastbound Train No. 2 at the CPR station on Higgins Avenue in Winnipeg; the train cars sit under the canopy behind the engines. CPR No. 1414 was one of eleven FP9A’s, numbered 1405-1415, acquired by the CPR in 1954 for service on THE CANADIAN along with eight F9B’s numbered 1900-1907. As well, a number of FP7A’s acquired from 1951- 53 were renumbered from the 4000 series to the 1400 series for service on THE CANADIAN. Some were again renumbered into the 4000 series in the late sixties after THE DOMINION was cancelled in 1966; most of the FB units were then renumbered to the 4400 series as well.

THE FIRST CONSIST OF TRAIN NO. 1 THE CANADIAN (1) THROUGH WINNIPEG 24-27 APRIL 1955 FROM SUDBURY TO VANCOUVER

After the first Montreal and Toronto sections of THE CANADIAN were combined at Sudbury late on 24 April 1955, the train continued on to Winnipeg and Vancouver as Train No.1; the 15 car consist was as shown below: FIRST TRAIN NO. 1 THROUGH WINNIPEG 25 April 1955

SUDBURY - WINNIPEG – REGINA – CALGARY - VANCOUVER

CPR FP9A No. 1409 Dining Car KENT CPR F9B No. 1907 Sleeper BLISS MANOR CPR FP7A No. 1423 Sleeper CHRISTIE MANOR Baggage-dormitory 3006 Sleeper DAWSON MANOR Tourist sleeper UNITY Sleeper WOLFE MANOR Tourist sleep. UNDERWOOD Sleeper CHATEAU RIGAUD Tourist sleeper UDALL Sleeper CHATEAU VARENNES Skyline Dome 514 Sleeper CHATEAU LAUZON Deluxe Coach 102 Dome-Observat. YOHO PARK

(1) Consist data compiled by Doug R. Phillips

Canoe, B.C. Jun 1967 Jim Parker Photo

A RARE FIND DOME-OBSERVATION CAR ‘SIBLEY PARK’ It is rare indeed to find a colour ‘roster type’ shot of one of the 1955 stainless steel Budd cars in their original livery of tuscan red letterboard with ‘CANADIAN PACIFIC’ in gold lettering on the letterboard and the Canadian Pacific beaver shield near the ends of the cars. But Jim Parker was trackside in June of 1967 at Canoe, B.C., MP56.2 of the Shuswap Subdivision, between Kamloops and Revelstoke, to capture this image of ‘SIBLEY PARK’, CPR 15413, in its original livery. The colour scheme shown above lasted from 1955 until 1968 when the CP Rail ‘action red’ livery took its place. In 2004, this car was placed on long-term loan by VIA Rail Canada with the Canadian Railway Museum at Saint-Constant, Quebec.

TIMETABLE FOR THE CANADIAN WESTERN SECTION - SUDBURY TO VANCOUVER

A typical timetable for THE CANADIAN, Train No. 1 from Sudbury, Ontario, to Vancouver’s Waterfront Station, circa 1966; a 2443 mile journey. The Sudbury to Vancouver portion took just under 59 hours (the whole trip, 2881 miles from Montreal to Vancouver, took just under 72 hours).

CPR Station – Gull Lake, Saskatchewan 28 April 1974 Phil Mason photo

A PRAIRIE VIEW FROM ‘THE CANADIAN’

Phil Mason took a trip on Train No. 1, THE CANADIAN, westbound across the prairies, in the spring of 1974. As he crossed the desolate prairies, he captured images of the typical wooden stations along the route. Here we see the station at Gull Lake, at MP34.9 on the CPR Maple Creek Subdivision, west of Moose Jaw, SK. It was built in 1902 and demolished in 1985.

The Wreck at Gull Lake, SK. 16 Aug 1959 Both Photos - Unknown Photographer – Saskatchewan Archives THE WRECK OF FUNDY PARK On 16 August 1959, Canadian Pacific’s Train No. 8, eastbound, THE DOMINION, was rear-ended by Train No. 6, the daily CPR Mail and Express train, with RS-10 No.’s 8557 & 8481, at Gull Lake, Saskatchewan. THE DOMINION on this day had at least four stainless steel Budd cars on the tail end: sleeper BELL MANOR (below), dining Car PALLISER, sleeper CHATEAU IBERVILLE, and Dome-Observation car FUNDY PARK. All of the cars were repaired except for FUNDY PARK, which was wrecked beyond repair, the only ‘PARK’ car that has ever been lost.

THE END OF FUNDY PARK The Wreck at Gull Lake, SK. 16 Aug 1959 Both Photos - Unknown Photographer – Saskatchewan Archives Below: the wreck of Fundy Park

CPR Station – Brooks, Alberta 28 April 1974 Phil Mason photo A PRAIRIE VIEW FROM ‘THE CANADIAN’

CPR Station – Gleichen, Alberta 28 April 1974 Phil Mason photo A PRAIRIE VIEW FROM ‘THE CANADIAN’

Phil Mason took a trip on Train No. 1, THE CANADIAN, westbound across the prairies, in the spring of 1974. As he crossed the prairies, he captured images of the wooden stations along the route. Here is the station at Gleichen, AB., at MP124.7 on the CPR Brooks Subdivision, between Medicine Hat and Calgary. It was built in 1911 and closed in 1988. It was moved to Cochrane, AB., where it sat for many years. Recently (2010) it has been relocated to a site near Water Valley, AB., and the exterior is being restored. With the relocation of the Bassano station at MP97.6 in 2012, there are no longer any wooden stations left along the main line in Alberta, except at Banff and Lake Louise.

Train No. 1 at Shepard, Alberta 02 June 1976 Ron Visockis photo SHEPARD, ALBERTA Some 51 miles after passing the station at Gleichen, AB., Train No. 1 is only 10 miles from its station stop at Calgary as it approaches the east switch at Shepard, AB., on the outskirts of Calgary, at MP165.5 of the Brooks Sub., on the morning of 02 June 1976. The nine car consist is led by CPR FP9A No. 1410 and FP7A No. 1432 and includes a 4700 series smooth-sided baggage/express car ahead of the stainless steel baggage-dormitory car. This was one of 89 baggage/express cars numbered 4701-4789 built by Canadian Car & Foundry between Oct. 1952 and Oct.1953, painted to match the Budd-built cars. The station at Shepard, built in 1910, was relocated to Calgary’s Heritage Park in 1970. Three days later we will see the same power on No. 2 at Lake Louise.

Calgary CPR Station circa 1914 & Palliser Hotel under construction Unknown Photographer – Public Domain CALGARY CPR STATION The Calgary Station, seen here in a trackside view, was built in 1911 after the existing sandstone station was removed piece by piece; one part relocated to High River, the other to Claresholm, AB. The station served THE CANADIAN from 1955 until 1966 when it was demolished and replaced by the Palliser Square development which included the Husky (now Calgary) tower. A basement passenger facility in Palliser Square served the train from 1966 until 1990.

At Calgary, the road power was fueled, sanded and watered; the consist might be washed at the downtown wash rack and a 4th engine might be added.

THE CANADIAN, Train No.1, at Banff Station - circa 1960 Unknown photographer - Bruce Chapman Collection BANFF The road power, an A-B-B-A lash-up with CPR FP7A No. 1431 (ex-CPR 4075) leading, is still in the original livery with ‘CANADIAN PACIFIC’ in block lettering as they bring westbound Train No. 1, THE CANADIAN into Banff Station circa 1960. THE CANADIAN usually travelled from Sudbury to Calgary with 3 road units; a fourth unit was added at Calgary if additional power was needed on long trains to help make the climb from Lake Louise to the Continental Divide at Stephen on the Alberta – British Columbia border. In the lower area of the photo one can still see the leads to the ‘Garden’ tracks crossing Mount Norquay Road to the west side of the station parallel to Railway Avenue. The Garden tracks no longer exist; the willow trees along the tracks remain to this day.

Banff Station 01 June 2014 Cor van Steenis photos BANFF

Built in 1910 at MP81.9 of the Laggan Subdivision, the station was recently restored and today again looks like it did when THE CANADIAN first started stopping here in April of 1955.

The interior has been partially restored; here we see the fireplace which had been covered up and some antique benches. A DAY AT BANFF STATION - SUMMER OF 1957

Banff was a busy place in summer in the mid to late 1950’s as a number of daily transcontinental passenger trains and a daily Mail & Express Train stopped there. Doug Phillips recorded the movements at Banff on Saturday, 13 July 1957, in the order they arrived as follows (red times are scheduled arrivals):

10:10h 1st No. 7 THE DOMINION, CPR 1400, 1419 plus 14 cars, including 4 stainless steel cars, Strathcona Park bringing up the tail.

09:20h No. 13 CPR/SOO MOUNTAINEER, CPR 8513,8522,8499 & 4028 plus 25 cars (a number of cars were from St. Paul, USA)

10:30h 2nd No. 7 THE DOMINION, unknown power, 11 cars

10:55h No. 5 MAIL & EXPRESS, CPR 8515,4459 &4031 plus 14 cars

14:50h No. 1 THE CANADIAN, CPR 1405,1906 &1403 plus 16 cars

14:55h No. 14 CPR/SOO MOUNTAINEER, CPR 4032 & 4030 plus 14 cars

15:30h No. 2 THE CANADIAN, CPR 1429, 1904 & 1901 plus 15 cars, Prince Albert Park bringing up the markers

18:05h No. 8 THE DOMINION, CPR 1413, 8484, 8509 & 1431 plus 22 cars, including 8 stainless steel cars, Fundy Park bringing up the markers

19:15h No. 6 MAIL & EXPRESS, CPR 8570, 8576 & 8488 plus 19 cars

Nine trains, 150 cars, in one day! As well, there were 13 cars (4 CPR sleepers & 9 foreign Pullman sleepers) in the ‘GARDEN TRACKS’ beside the station.

After January of 1966, only Trains No. 1 & 2, THE CANADIAN, stopped at Banff; the exception being the ‘Expo Limited’ in 1967. The MOUNTAINEER, Trains No. 13 & 14 made their last departures on 28 & 29 August 1958; the MAIL & EXPRESS Trains No. 5 and 6 were cancelled after CPR’s mail contract ended in 1965; THE DOMINION, Trains No. 7 and 8, were cancelled in January of 1966.

Train No. 2 at Banff Station 20 May 1972 Ron Visockis photo BANFF

FP9A No. 1407 and GP9 No. 8517 head up Train No. 2 which includes a 4900 series head end box-express car which carried bulk mail between Vancouver and Calgary. The cars were painted silver with tuscan lettering and were formerly numbered in the 29019-29115 series.

By this date, THE CANADIAN was the only transcontinental passenger train left on the CPR main line. Typical consists were 12 – 18 cars; 15 years earlier, on a summer day in 1957, seven transcontinental passenger trains and two Mail & Express trains, with a total of some 150 cars, stopped at Banff station! The writing was on the wall.

Banff Springs Hotel 27 Sep 2009 Cor van Steenis photo DESTINATIONS IN THE ROCKIES The two former Canadian Pacific Hotels in Banff National Park

Chateau Lake Louise 03 March 2008 Cor van Steenis photo

THE CANADIAN at Morant’s Curve, 16 June 1967, Claude Prutton Photo MORANT’S CURVE CPR FP7A No. 1418 (ex-4060), two GP9’s equipped with steam generators for passenger service and an FB unit lead the 18 cars, including a head end box-express car, of Train No. 2, eastbound through Morant’s Curve, MP 113 of the Laggan Subdivision, in 1967. The leading engine is now in the ‘Script’ lettering applied in 1965.

No. 2 at MORANT’S CURVE 15 Jul 1974 John Leeming photo

MORANT’S CURVE See next page for the story of this photo MORANT’S CURVE If Nicolas Morant could see the photograph on the previous page, he might think it was one of his own, one that he took at ‘his’ S-curve at Mile 113 of the Laggan Subdivision in October of 1972 (Nicolas Morant’s Canadian Pacific, J.F. Garden, page 430). But it wasn’t, it was an almost identical photo taken by John Leeming on 15 July 1974. But what is truly amazing is that Don Thomas, who was posted to Banff station, recorded the 14 car consist of Train No. 2, THE CANADIAN, on that day as follows: CPR FP7A No. 1404 CPR F9B No. 4476 CPR FP9A No. 1411 CPR 29110 Mail-Express Boxcar CPR 2743 Baggage CPR 101 Coach CPR 126 Coach CPR 118 Coach CPR 514 Skyline Dome DRAPER MANOR – Sleeper to Toronto GRANT MANOR – Sleeper to Toronto CARLETON MANOR – Sleeper to Toronto CHATEAU DENONVILLE – Sleeper to Toronto FAIRHOLME – Dining Car to Toronto LORNE MANOR – Sleeper to Montreal CHATEAU RIGUAD – Sleeper to Montreal LAURENTIDE PARK – Dome-Obs. To Montreal

It was not until decades later that John Leeming and Don Thomas somehow realized the coincidence and exchanged the information!

Train No. 2 at Lake Louise 20 July 1966 Cor van Steenis photo TWO FIRSTS AT LAKE LOUISE FP9A No. 1409, an FB unit and two GP9’s with a 4900 series silver bulk mail car, 2 baggage cars and a long summer train, pass the small 4-track yard and wye (for turning snow plows) at Lake Louise. The author hopes that the reader will forgive the inclusion of this less than stellar quality photograph for it references two firsts: this is the first colour railway photograph taken by the author, at that time a (poor) university student with a Kodak Instamatic camera who had a summer surveying job in the National Parks, and the leading unit, CPR No. 1409, was the leading unit on the first scenic dome-liner, Train No. 1, THE CANADIAN, out of Montreal on 24 April 1955 The consist of THE CANADIAN at this date no longer includes any U-series tourist sleepers. With the demise of THE DOMINION a few months earlier (Jan 1966), the stainless steel Budd cars on THE DOMINION became available for service on THE CANADIAN. The U-series sleeper UNITY was the last to make a run on No. 2 on 02 October 1965; all of the U-series sleepers were scrapped by the end of 1968.

Train No. 2 at Lake Louise 05 June 1976 Ron Visockis photo LAKE LOUISE

Three days earlier we saw the road power on this Train No. 2 eastbound, here stopped at Lake Louise, on Train No. 1 at Shepard, just east of Calgary. It was typical for the road power to be turned when it reached Vancouver and put into service the next day for the return run to Montreal. The nine car consist here is again led by CPR FP9A No. 1410 and FP7A No. 1432. The log station was constructed in 1909; it was named ‘Laggan’ until 1914. It is still there today although a roofed- over outdoor patio has been added to the east end. The small yard is still visible in this photo, it was relocated to Eldon, five miles east, in 1980 to make way for the 1981 double track grade reduction (Stephen Revision) from here to the Great Divide.

No. 2 Eastbound 12 Aug 1978 Cor van Steenis photo HECTOR

FP7A No. 1404, GP9 No. 8525 and FP9A No. 1411 are slogging up the Big Hill from Field at MP 126 of the Laggan Subdivision on 12 Aug 1978 with Train No. 2, just two months before VIA Rail Canada assumes ownership and operation of THE CANADIAN. The train has just passed the east Partridge mile board and is at the start of ‘Resurrection Curve’, a flattening of the grade approaching the old station at Hector, B.C. (alongside Wapta Lake) before the grade increases again for the final assault up the Big Hill to the Great Divide at Stephen. The car behind the baggage-dormitory car appears to be a smooth-sided 2200 series day coach, painted silver. To the right of the photo is the Trans-Canada Highway, which here roughly follows the original 4.5% grade of the railway before the Spiral Tunnels were built.

Train No. 2 at Lower Spiral Tunnel 10 Aug 1978 Cor van Steenis photo SPIRAL TUNNELS West of Hector the new CPR main line was first planned to descend for 23 miles to the valley floor at Ottertail, 7 miles west of Field, B.C., on the ‘high line’, a steady 2.2-per-cent grade along the mountainside. This would have taken years to build across avalanche paths and through a 1400 foot rock tunnel in Mount Stephen, so in 1884 a temporary main line was built on a steep, 4.5-per-cent grade, aptly named the "Big Hill", from Wapta Lake to east of Field. The solution was to build two spiral tunnels and double back the track upon itself to create four new miles. The new eight mile grade and tunnels, begun in 1907, followed a consistent grade of 2.2 per cent. The line opened on 01 Sept 1909.

Schematic of the 1884 Old Line, 1909 New Line & Spiral Tunnels, 1950’s Trans-Canada Highway

Train No. 2 at Lower Spiral Tunnel 05 Jun 1976 Ron Visockis photo LOWER SPIRAL TUNNEL

The nine car consist here is again led by CPR FP9A No. 1410 and FP7A No. 1432 which we saw only three days earlier at Shepard, Alberta, east of Calgary. There is now a car between the road power and the baggage-dormitory car being deadheaded east. The train has just exited the upper portal of the Lower Spiral Tunnel and is crossing the Kicking Horse River at MP131.7 of the Laggan Subdivision and heading up the grade to Yoho and the Upper Spiral Tunnel. The Lower Spiral Tunnel, through Mount Ogden, is 2,922 feet long, with 226 degrees of curvature and a vertical difference of 50 feet. The Upper Spiral Tunnel through Mount Cathedral is 3,255 feet in length carrying the track through 288 degrees of curvature and a difference in elevation of 56 feet.

No. 2 at Lower Spiral Tunnel 12 Aug 1978 Cor van Steenis photo LOWER SPIRAL TUNNEL No. 2, THE CANADIAN, with FP7A No. 1404, GP9 No. 8525 and FP9A No. 1411 and 12 cars, Laurentide Park bringing up the markers; crossing the Kicking Horse River.

No. 1 at Mount Stephen 12 August 1978

Cor van Steenis photo MOUNT STEPHEN SLIDE AREA

Train No. 1, THE CANADIAN, westbound with an FP7A, a GP9 and another FP7A has just passed Cathedral siding and gone through the short rock tunnel through Mount Cathedral and is here crossing the rock and mud slide area at MP133.6 of the Laggan Subdivision. The rockslide area is fed by a small glacial lake high up on the slopes of Mount Stephen; the area was protected by a slide warning fence with signals on either side.

This image is no longer possible today as a protective concrete shed was constructed through the slide area in 1987.

No. 1 at Mount Stephen 12 Aug 1978 Cor van Steenis photo MOUNT STEPHEN TUNNEL

Constructed as part of the original CPR main line in 1884 at MP133.8 of the Laggan Subdivision is this short tunnel through the nose of Mount Stephen, 3 miles east of Field, B.C.

THE CANADIAN, Train No. 1 on this day has an FP7A, a GP9 equipped with a steam generator for passenger service and another FP7A on the head end as it glides down the 2.2% grade to Field.

The date is 12 August 1978 and there are just two months to go before this train is no longer operated by Canadian Pacific; VIA Rail Canada takes over this train on this route on 29 October 1978.

Field Station 13 Sep 2008 Cor van Steenis photo DIVISIONAL POINT AT FIELD

Field, B.C., was, and still is, the division point between the Laggan Subdivision to the east and the Mountain Subdivision to the west from 1909 on, after the Spiral Tunnels were placed in operation, and was therefore a crew change location for THE CANADIAN.

The station was built in 1953 in the ‘modern’ style, which undoubtedly has generated some discussion amongst railway architecture critics! The station was built in the middle of a wye whose tail stretched out across a trestle over the Kicking Horse River; the wye was still there in 1978. Field in the days of steam had a 16 stall roundhouse and a 100 foot turntable. The wye, turntable and roundhouse are all gone today.

No. 1 at Field, B.C., 14 May 1963 Peter A. Cox photo TRAIN NO. 1 AT FIELD, B.C.

It is 1963 and CPR’s Train No. 1, THE CANADIAN, is still in its original tuscan livery with gold lettering (block lettering on engines) as it rolls by the roundhouse in Field, B.C., and stops for a crew change at this division point. The train is powered by CPR FP7A No. 1421 (built in 1952 as CP 4063), F7B No. 4461 (built in 1953) and FP7A No. 1400 (built in 1953 as CP 4099) and is followed by a 4400 series box car, a baggage- dormitory car, 3 U-series tourist sleepers and a Skyline Dome car. CPR No. 1421 had been the lead engine on the first run of THE CANADIAN out of Toronto on 24 April 1955 and the lead engine on the very first eastbound train into Toronto from Sudbury on 27 April 1955. The 4400 series express car was built in 1928 as a 4900 series car by National Steel Car for shipping silk from Vancouver to New York City.

No. 2 at Glacier Station, B.C., 1972 Phil Mason Photo THE ROGERS PASS Only a few feet from the west portal of the 5 mile long Connaught Tunnel through Mt. Macdonald in the Selkirk Range, eastbound Train No.2 is led by CPR GP9 No. 8515, a B unit and a Montreal Locomotive Works FPA-2. The 12 car consist is headed up by a 4900 series box car painted silver for bulk mail transport between Vancouver and Calgary. Although unusual to see a MLW unit west of Calgary, this FPA-2 had led THE CANADIAN west into Vancouver the day before and had not been turned there and therefore trails in this lash-up. The Glacier station is visible on the left; the wye is visible on the right.

Vancouver CPR Waterfront Station 1923 James Skitt Matthews photo – Public Domain THE WESTERN TERMINUS CPR WATERFRONT STATION – VANCOUVER Construction on this station on the south shore of Burrard Inlet (top left of photo) at 601 West Cordova Street commenced in 1912; it opened on 01 August 1914, at the start of World War I. It was the third CPR station in Vancouver. The Canadian Pacific ‘EMPRESS’ class ships also docked in Burrard Inlet. On 29 May 1939, the ‘Royal Train’ with King George and Queen Elizabeth arrived here. The last Canadian Pacific Train No. 1, THE CANADIAN arrived here on 31 October 1978. The last passenger train to use the station was VIA’s CANADIAN which departed from here on 27 October 1979.

After arrival at Waterfront Station, the road power would be cut off and a switcher would pull the consist of THE CANADIAN back from the station to the wash rack at Drake Street Yard.

THE DRAKE STREET WASH RACK – VANCOUVER Both Photos 16 May 1975 by Claude Prutton

A ‘PARK’ dome lounge sleeper observation car with the CP Rail drumhead on its tail end is washed. After washing, the train would be pulled into the coach yard (next page).

Both Photos April 1974 by Andy Cassidy DRAKE STREET YARD – VANCOUVER After the cars were washed, the consist would be hauled through the coach yard (above) and turned on the wye (below). The train would then be marshalled, serviced, cars added and/or removed and readied for a return trip to the east.

No. 2 at Haney, B.C., 15 Oct 1978 Claude Prutton photo

THE END OF ‘THE CANADIAN’ DRAWS NEAR

Looking immaculate at this late date in Canadian Pacific ownership, ‘THE CANADIAN’ has only 14 days to live as it passes through Haney, B.C., MP102 of the CPR Cascade Subdivision on 15 October 1978. Led by CP FP9A No. 1413 (built by GMD in 1954) and F7B No. 4477 (ex- 1905, built by GMD in 1951), the stainless steel consist is all in the CP Rail ‘action red’ livery adopted in 1968, except for a CPR business car behind the road power which is in the tuscan and gold livery, most likely being dead-headed somewhere to the east. In two weeks, on 29 October 1978, all of this equipment, except for the F7B unit, will become the property of VIA Rail Canada.

Hector, B.C. 12 Aug 1978 Cor van Steenis photo

THE END OF ‘THE CANADIAN’ CPR Dome-Observation Car LAURENTIDE PARK brings up the markers on No. 2 a couple of months before the end as it rounds ‘Resurrection Curve’ at Wapta Lake. The old station of Hector was located beside the lake; at one time trains would stop there to disembark passengers who would then take a launch across the lake to Wapta Lodge; no more. THE END OF CPR’s ‘THE CANADIAN’

COMING SOON TO CANADIAN RAILWAY OBSERVATIONS: The ‘CANADIAN’ Volume 2: The VIA RAIL Canada Era 1978 – 2015