Grand Trunk Line

The Grand Trunk Line is an electrified 721.1 mile railway line of the British Columbia Railway (BC Rail) running from Prince Rupert to Jasper, Alberta, Canada. It is the longest railway line in British Columbia, the second-busiest of BC Rail's lines and third-busiest of all lines in the country.

The Grand Trunk Line makes numerous connections along its length: at Navy Junction, Port Edward it connects to the RBCN Railway at HMBCS Rainbow, at Ganiks Laxha to the Skeena Pacific Railway, at Skeena Crossing to the Red Rose Line, at Vanderhoof to the Dog Creek Line, at Prince George to the North Fraser Line and the Peace River Line, at Foreman to the Shady Valley Connecting Line, at Tete Jaune Cache to the Valemount Connecting Line, and at Jasper, Alberta to the Inter-Dominion Line and the Canadian National Railway's transcontinental trunk line. The line is double-tracked between Prince Rupert and Pacific (119.9 mi), between Skeena Crossing and Beament (30.2 mi), between Endako and Vanderhoof (45.9 mi), and between Chilako and Willow River (30.0 mi), for a total of 226.0 miles of double-tracking.

The Grand Trunk Line is Line 70 of the Grand Trunk Region of BC Rail.

History
The Grand Trunk Pacific Railway (GTP) was established in British Columbia in 1911, with half of the shares being held by the Grand Trunk Railway (GTR) of Canada, as part of its plan to build a new transcontinental line. The distinctive feature of this plan was its intention to establish a major port at Prince Rupert, which would provide a shourter route for ships to and from Asia. Work on the new line from Edmonton, Alberta to Prince Rupert went quickly, and by the end of 1914 the new line was operational. The GTR, however, had decided to pull out of the transcontinental project in 1912, and the Canadian government, still desirous of another railway from Atlantic to Pacific, established a new, government-owned company called the National Transcontinental Railway (NTR) in 1913. Construction of the NTR was fraught with difficulties, both physical and financial, and the line expanded only slowly; two years later, the NTR, along with several other companies previously nationalised in Canada to create the Canadian Government Railways (CGR). The GTR did, however, retain its share of ownership of the Grand Trunk Pacific.

The GTP line through the Rocky Mountains from Edmonton into British Columbia via Jasper, Alberta closely parallelled the Dominion Northern Pacific Railway's (DNP) Vancouver–Edmonton line - in some places being only a handful of yards apart. The two railways quickly came to an agreement to allow the one to use the other's line should the need arise, and in 1916 the DNP opened an 8.8 mile connecting line from Valemount Junction to Tete Jaune Cache on the Grand Trunk Pacific's line.

Under the GTP, the line was divided into the several subdivisions. From west to east, these were the Skeena Subdivision (Prince Rupert–Terrace (renamed Ganiks Laxha in 1980)), the Bulkley Subdivision (Terrace–Smithers), the Telkwa Subdivision (Smithers–Endako), the Nechako Subdivision (Endako–Prince George), the Fraser Subdivision (Prince George–McBride), the Columbia Subdivision (McBride–Jasper), and the Edson Subdivision (Jasper–Edmonton).

Unfortunately for both railways, the outbreak of the First World War caused a downturn in traffic, which, as neither was comfortably secure in their finances, affected both companies significantly; ultimately, the DNP's its Canadian parent, the Dominion Northern Railway, went bankrupt in 1917. Recognising the importance of the railway, in 1918 the Canadian government nationalised the Dominion Northern, with the BC government opted to follow suit a month later. In Canada, the nationalised company retained the Dominion Northern name, but the Dominion Northern Pacific Railway was renamed, becoming the British Columbia Railway. The Grand Trunk Pacific remained in private hands for several years after the end of the First World War. Although it provided a very important service to northern BC, the levels of traffic were far lower than had been anticipated, for a variety of reasons, eventually forcing the GTP to take a loan from the BC government in 1919. Two years later, the company directors were in Victoria once again. The government of Prime Minister Sir John Oliver wasn't keen on giving the struggling firm another loan so soon, however. Oliver did, however, understand the importance of the rail line, and what the failure of the GTP would mean to the development of BC's North. With the government already having four years' experience in running a railway, the decision was easy: the second loan request was refused. With the railway itself already the collateral for the first loan, there was little to protest for the GTP's directors when the nationalisation was announced; indeed, shareholders were given payouts that, argued Conservative Leader of the Opposition William Bowser, were far higher than what the railway was worth. Bowser subsequently attempted - unsuccessfully - to use the GTP nationalisation in his campaign to unseat Oliver in the parliamentary elections of 1924.

The nationalisation of the Grand Trunk Pacific took place on 1 January 1922, with its operations, equipment, and personnel being merged into the British Columbia Railway; the line from Jasper to Edmonton was sold to the Canadian government, and was subsequently incorporated into the Canadian National Railway when that was established in 1923. Overnight, the length of the BCR's routes more than doubled; at that time, the Vancouver–Jasper line was given the name Inter-Dominion Line, the Prince Rupert–Jasper line was named Grand Trunk Line, and the connection between the two from Tete Jaune Cache to Valemount Junction was named Valemount Connecting Line.

The BCR's Electrification project began in 1922, with the first section, 117 miles from Hope to Ashcroft on the Inter-Dominion Line, being put into operation in September 1930; this route was chosen as it is one of the most difficult sections of that line. Afterwards, the wires were extended from both ends of this section, and the entire Vancouver–Kamloops line becoming operational in July 1931. The next section completed was the other difficult mountain segment: from Valemount to Jasper was energised in October 1931. This included the 75.3 mile portion of the Inter-Dominion Line, the parallel 64.8 mile stretch of the Grand Trunk Line from Tete Jaune Cache to Jasper, and the 8.8-mile Valemount Connecting Line.

Electrification of the remainder of the southern route, between Kamloops and Valemount, was completed in three stages between 1932 and 1936, whilst parallel to that, work began on the electrification of the northern mainline beginning at Tete Jaune Cache, with the first 42.6 miles from Tete Jaune Cache to McBride being completed in March 1934. The 146 miles from there to Prince George were covered more slowly, being completed only in June 1937. The 115.4 miles from Prince George to Endako was energised in August 1939, but the outbreak of the Second World War a month later forced the suspension of work on the remaining 350 miles to Prince Rupert; this was finally completed in June 1953.

Prince George is the site of BC Rail's primary locomotive and car maintenance facilities for northern BC. The current large maintenance complex was opened in 1966, replacing the original one; the original site, with its turntable and roundhouse, was transformed into the Central BC Forestry & Railway Museum opened in 1970.

At Kitsumkaylum a 1.5 mile long branch to a small mine was opened in 2010; the station, which had formerly been only a passenger platform, was expanded with the addition of new tracks.

Freight
In terms of freight service, the Grand Trunk Line is one of the five busiest lines in BC.

Passenger
The various categories of passenger service are defined by the Ministry of Labour, Industry & Railways in conjunction with the Ministry of Transport & Communications; these categories are applicable to and used by all railways providing passenger service in British Columbia. Like all other railways in BC, ticket prices for BC Rail passenger trains are based on the Ministry's Schedule of Railway Fares.

Yellowhead is not a public service station - no passengers or freight are picked up or dropped off there, and it straddles the BC–Canada border. All trains do stop there, however, for customs inspections. Prior to the passing of the British Columbia and Canada Act 1957 the station was much larger than it is today, as inspections took a much longer time back then, especially for freight trains. The BC&C Act (the precursor to the Commonwealth Realms Act 1969) removed most barriers to the movement of people and goods between the two countries, resulting in stopping times at Yellowhead being much shorter than before.

Limited Express
Limited Express trains are BC Rail's fastest and most prestigious trains, making very few or no intermediate stops. They feature free baggage handling for both first and second classes, along with a cafeteria car open to both classes. The Grand Trunk Line sees one international and one domestic Limited Express service.

International
All international Limited Express trains feature full-service dining cars open to first and second class passengers, sleeping cars (first class) and sleeperette cars (second class), as well as baggage handling, free of charge for first class passengers, or for a surcharge for second class passengers. International services may be used for domestic travel, but for travel between three or fewer domestic stops a surcharge is applied.


 * 109/110 Skeena Limited (BCR/VIA Rail): Prince Rupert, BC – Edmonton, Alberta, Canada
 * Daily service with a morning departure from each end using one VIA consist and one BC Rail consist, with VIA locomotives and crews working the VIA consists and BC Rail locomotives and crews working the BC Rail consists over the entire route. This train runs over the trackage of the BC Rail between Prince Rupert and Jasper, and of the Canadian National between Jasper and Edmonton. Intermediate stops:
 * BC: Ganiks Laxha, Hagwilget, Lake Kathlyn, Smithers, Endako, Vanderhoof, Prince George, McBride, Yellowhead (BC and Canadian customs inspections)
 * Alberta: Jasper

Domestic
Limited Express trains on entirely domestic routes feature free baggage handling for both first and second classes, along with a cafeteria car open to both classes.


 * 75/76 Pacific Coast Limited (BCR/RBCN Railway): Victoria (Union) – Prince Rupert
 * One daily morning departure in each direction, one with BC Rail first and second class chair cars and baggage cars, the other with RBCN first and second class chair cars and baggage cars; both trains have BC Rail sleepers, sleeperettes, and dining cars. The short-trip surcharge is applicable to travel between Victoria and Nanaimo. Between Victoria and Campbell River BC Rail locomotives are used, between Campbell River and Port Hardy, RBCN locomotives are used. BC Rail locomotives haul the trains between Prince Rupert and the rail ferry terminal at HMBCS Rainbow. Intermediate stops: Langford, Duncan, Ladysmith, Nanaimo, Parksville, Courtenay, Campbell River, Steel Creek, Port McNeill, Port Hardy

Express
Regular Express trains stop more often than Limited Express trains, but do not make unscheduled stops, featuring baggage handling free of charge to first class passengers, and available to second class passengers for a surcharge, and all include either a full-service dining car or a cafeteria car open to all classes. For travel between three or fewer domestic stops a surcharge is applied. There are one international (Train 71/72) and one domestic (Train 73/74) Express trains on the Grand Trunk Line.


 * 71 Gordon Highlander/72 Loyal Edmontonian: Prince George, BC – Edmonton, Alberta, Canada
 * One daily trip in each direction, operated entirely using BC Rail equipment and crews; on the Jasper–Edmonton section the train runs over Canadian National trackage. The westbound train is called Gordon Highlander, the eastbound train is called Loyal Edmontonian. The train includes a full-service dining car open to all classes; baggage handling is free of charge to first class passengers, and available to second class passengers for a surcharge. Intermediate stops:
 * BC: Willow River, Sinclair Mills, Loos, McBride, Tete Jaune Cache, Yellowhead
 * Alberta: Jasper, Hinton, Edson, Evansburg


 * 73.1–3/74.1–3 K’shian: Prince Rupert – Prince George
 * Three daily return trips operated by express EMU (class EM31) with first- and second-class chair cars and cafeteria and baggage compartments. Intermediate stops: Ganiks Laxha, Kitwanga, Hagwilget, Witset, Lake Kathlyn, Smithers, Telkwa, Houston, Burns Lake, Endako, Fraser Lake, Beaumont (winter only), Fort Fraser, Vanderhoof

Rapid
Rapid (also known as "semi-express") trains are similar to regular Express trains, making a limited number of scheduled stops, but stops can be booked in advance at any station on the route that has passenger service. There are three Rapid trains on the Grand Trunk Line, one of which (Train 79/80) is operated jointly with the Skeena Pacific Railway.


 * 77.1–2/78.1–2 Telkwa Rapid (BCR): Prince Rupert – Smithers
 * Two daily return trips operated by express EMU (class EM31) with first- and second-class chair cars and a cafeteria compartment; these trains do not have baggage handling. Train 78.2 is operated with class EM30 featuring convertible sleeperette seats in both classes. The short-trip surcharge applies regularly to this train. Scheduled intermediate stops: Port Edward, Ganiks Laxha, Kitwanga, Hagwilget, Witset, Lake Kathlyn


 * 79.1–4/80.1–4 Haisla Rapid (BCR/SPR): Kemano – Prince Rupert
 * Four daily return trips with first- and second-class chair cars and a dining car; these trains do not have baggage handling. Two of the trains are operated with BCR equipment and crews, the other two with SPR equipment and crews (but the dining car is supplied by the BCR); each railway has running rights over the other's tracks for these trains. The short-trip surcharge applies only to trips between Kemano and Ganiks Laxha. Scheduled intermediate stops: Kitimat, Airport, Ganiks Laxha, Port Edward


 * 711.1–2/712.1–2 Ktunaxa Rapid (BCR): Prince George – Tete Jaune Cache – Valemount
 * Two daily return trips operated by express EMU (class EM31) with first- and second-class chair cars and a cafeteria compartment; these trains do not have baggage handling. The short-trip surcharge applies regularly to this train. Scheduled intermediate stops: Willow River, Sinclair Mills, Loos, McBride, Tete Jaune Cache

Local
Local trains are passenger trains that make scheduled stops at all stations and halts along the route they serve. There are six Local trains on the Grand Trunk Line; all are operated with electric multiple-unit trainsets, but none have baggage handling.

International

 * 7009E.1-2/7010E.1-2: Prince George – Tete Jaune Cache – Jasper, Alberta, Canada
 * Two daily round trips operated by EMU, first and second class with a cafeteria compartment.

Domestic

 * 7001E.1-4/7002E.1-4: Prince Rupert – Hagwilget
 * Four daily round trips operated by EMU, first and second class with a cafeteria compartment.


 * 7003E.1-3/7004E.1-3: Hagwilget – Prince George
 * Three daily round trips operated by EMU, first and second class with a cafeteria compartment.


 * 7005E.1-9/7006E.1-9: Prince Rupert – Ganiks Laxha
 * EMU service, second-class only with no drink/snack service, operating from 6:00 am to 11:00 pm, departing Prince Rupert every second even hour and Ganiks Laxha every second odd hour.


 * 7007E.1-5/7008E.1-5: Ganiks Laxha – Prince George
 * Five daily round trips operated by EMU, first and second class with a cafeteria compartment. At the Endako railway museum there is a restored Grand Trunk Pacific steam locomotive in full working order; from May to September, one of the Sunday trips of this train is operated with this steam locomotive and a matching set of fully restored vintage passenger coaches.


 * 7043E.1-6/7044E.1-6: McBride – Tete Jaune Cache – Valemount
 * Six daily round trips operated by EMU, first and second class with a cafeteria compartment.

Timetable

 * "Down" is towards Prince Rupert; Down trains are superior to Up trains.
 * ƒ - flag stop by reservation only
 * ↓↑ - train does not stop

Route
A yellow background indicates an electrified section.

● - Scheduled Limited Express, Express, Rapid, and Local stop ▲ - Scheduled Express, Rapid, and Local stop • - Local stop | - No passenger service