The Atlantic was originally an unnamed daily passenger train of Canadian Pacific Railway running between Montreal and Saint John. On September 25, 1955 it became known as The Atlantic Limited.
Start of VIA Rail
After VIA Rail took over CN and CP’s passenger services, the train became a daily train known simply as the Atlantic and it was extended to run between Montreal and Halifax. It switched from CP equipment to VIA Rail (mostly ex CN) equipment.
The last westbound Atlantic Limited (on October 27, 1979) was CP 41, with CP 1422, CP 609, CORNWALL, CP 502 and CP 103. The last eastbound Atlantic Limited (on October 28, 1979) was CP 42, with CP 8568, CP 606, DRAPER, CP 506 and CP 119.
The first westbound Atlantic was observed by David Morris on October 28, 1979 in Saint John, NB. VIA 11 had VIA 6791 and VIA 6859 leading VIA 9620, VIA 5558, VIA 5485, VIA 3030, VIA 5729, VIA 1361, CAPE BRETON, GREENCABIN, GREENVALE and REVERSING FALLS.
The first eastbound Atlantic was observed by David Morris on October 29, 1979 in Saint John, NB. VIA 12 had VIA 6784, VIA 6635, VIA 9645, VIA 5595, VIA 5489, VIA 3033, VIA 5700, VIA 1374, CAPE TORMENTINE, GREENBUSH, GREENWAY and KAKABEKA FALLS.
First Cancellation
The Atlantic was first cancelled on November 15, 1981 as part of a wide ranging series of cuts to VIA Rail.
The last VIA 11 was observed on November 14, 1981 in Saint John by David Morris. It had VIA 6773, VIA 6860, VIA 9645, VIA 5519, VIA 5594, VIA 750, VIA 5738, VIA 1350, CAPE BRETON, GREENMOUNT, GREENRIDGE, and GREENWICK.
The last VIA 12 was observed on November 15, 1981 in Saint John by David Morris. It had VIA 6790 and VIA 6625 leading VIA 9620, VIA 5468, VIA 5494, VIA 760, VIA 5731, VIA 1363, CAPE ROSIER, GREENBUSH, GREENING and ALEXANDRA FALLS.
Revival
The Atlantic was revived on June 1, 1985 as a daily Halifax-Montreal train.
An “advance Atlantic” passed through McAdam, NB on May 24, 1985 to position equipment for the start of service. The train was observed by David Morris and had VIA 6772 and 6864 leading VIA 608, GREENPOINT, VIA 5442, VIA 5738, VIA 1341, GREENCABIN and BANFF.
The next eastbound daily Atlantic was observed by David Morris in Saint John on June 1, 1985. VIA 12 had VIA 6777, VIA 6871, VIA 9668, VIA 5545, VIA 5499, VIA 5623, VIA 750, VIA 5749, GREENPOINT, GREENING, VIA 1341, LEMOYNE and BANFF.
The next westbound daily Atlantic was also on June 1, 1985, observed by David Morris in Saint John, NB. VIA 11 had VIA 6772, VIA 6865, VIA 6869 leading VIA 9620, VIA 5578, VIA 5622, VIA 3032, VIA 764, VIA 5724, VIA 5738, GREENFIELD, GREENRIDGE, VIA 1349, RICHELIEU, RADISSON, ERNESTOWN and WATERTON.
Second Cut
As part of the next set of VIA cuts taking effect on January 15, 1990, the train was reduced to a frequency of three trains/week.
The first triweekly westbound Atlantic was observed in Saint John by David Morris on January 15, 1990. VIA 11 had VIA 6428 and VIA 6613 leading VIA 15420, 9630, 5589, 3034, 5721, EVERETT, EMERSON, WASCANA and WATERTON.
The first triweekly eastbound Atlantic, VIA 12, was seen by David Morris on January 16, 1990 in Saint John. It had VIA 6449 and VIA 6622 leading 15430, 9628, 3228, 5736, ESTCOURT, EUCLID, 1349 and FITZWILLIAM.
Final Cancellation
The Atlantic was cancelled again in late 1994, ostensibly due to Canadian Pacific’s sale of its eastern trackage and uncertainty over what railway(s) would purchase the remnants. The Ocean was changed from triweekly to six days/week to cover the deficit.
The last runs arrived in Montreal and Halifax on December 16, 1994.
The last westbound Atlantic, VIA 11, was observed in Saint John on December 15, 1994 by David Morris and featured VIA 6436 and VIA 6431 leading 8619, 8135, 8130, 8501, 8134, 8146, KENT, LAUZON, DOLLIER, CADILLAC, MARQUETTE and REVELSTOKE PARK.
The last eastbound Atlantic was VIA 12, seen in Saint John by David Morris on December 16, 1994. It had VIA 6425 and VIA 6430 leading 8623, 8137, 8112, 8514, 8141, 8136, ACADIAN, JOLLIET, LEVIS, LAVAL, IBERVILLE, MONTCALM, DENONVILLE, ARGENSON, MAISONNEUVE, and YOHO PARK.
Thanks to Tom Box for his invaluable assistance in correcting my many mistakes, and to David Morris for faithfully recording the consists.
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