Rails Across Canada: The History of Canadian Pacific and Canadian National Railways


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Top 10 Hotels Along the Canadian Pacific Railway

On 19 September , the first railway in the Maritimes opened; the Albion Mines Railway was built to carry coal from Albion Mines some 9. The Montreal and Lachine Railroad was another short 12 km line built to supplement water transportation.


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Promotion of the railway set a pattern often repeated later. But it was the Guarantee Act , , sponsored in the Canadian legislature by Galt's friend Francis Hincks , which ensured the railway's completion Under the Act , railways that were longer than 75 miles km were eligible to receive a government grant that guaranteed interest of up to 6 per cent on half its bonds once half of the railway had been completed. While the Act established government assistance for railway construction, it also inspired a railway building mania in Canada, and led companies and governments to overextend themselves financially.

The GTR aroused great anticipation, but Canadians had neither the money nor the technicians to build it. The success of Hincks and other promoters in raising money for the GTR and other railway projects was largely due to their determination and the seemingly unbounded enthusiasm of British investors for railways. Edward Watkin , sent out by head office to reorganize the railway, declared the GTR "an organized mess — I might say a sink of iniquity.

The financial difficulties experienced by all early railways forced massive public expenditures in the form of cash grants, guaranteed interest, land grants, rebates, and rights-of-way. In return, the railways contributed to general economic developments, and the indirect benefits for business and employment were significant.

Unlike canals , railways extended into new territories and pushed the agricultural and timber frontiers westward and northward. The effect of railways on emerging urban centres was crucial and dramatic. Toronto's dominant position in south-central Ontario was clearly established by its rail connections. It benefited from its connections with the Great Western and its central place on the GTR, neither of which it had done much to help build.

Toronto was also home to the first locomotive built in Canada; the Toronto No. While railways were also constructed in sparsely populated and nonindustrial areas such as Newfoundland, they were not as profitable and tended to diminish in size and importance over time.

The development of a Newfoundland Railway system is a case in point.


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The railways played an integral role in the process of industrialization , tying together and opening up new markets while, at the same time creating a demand for fuel, iron and steel, locomotives, and rolling stock. The pioneer wood-burning locomotives required great amounts of fuel, and "wooding-up" stations were required at regular intervals along the line. Entrepreneurs invested in the manufacture of almost everything that went into the operation of the railway, and consequently railways had a positive effect on levels of employment.

Some small towns became railway service and maintenance centres, with the bulk of the population dependent on the railway shops; for example, the Cobourg Car Works employed workers in The railway also had a decisive impact on the physical characteristics of Canadian cities: hotels and industries were built around tracks, yards, and stations, making the railway a central feature of the urban landscape. The railway greatly stimulated engineering , particularly with the demand for bridges and tunnels. Canadians contributed a few inventions, notably the first successful braking system W.

Robinson, and the rotary snowplough J. Elliott, ; developed further by O. Jull , which made possible safe, regular travel in Canadian winters. The great Canadian railway engineer Sir Sandford Fleming devised his famous zone system of time to overcome the confusion of clocks varying from community to community along the rail routes.

The second phase of railway building in Canada came with Confederation in As historian George Stanley wrote in The Canadians , "Bonds of steel as well as of sentiment were needed to hold the new Confederation together. Without railways there would be and could be no Canada. Because of the grand scale of the new nation, and the fact that political considerations often overrode economic realities e.

The Intercolonial was owned and operated by the federal government and was largely financed with British loans backed by imperial guarantees. Despite the badgering of commissioners determined to make political advantage, Fleming built the Intercolonial to the highest standards and completed it by In , British Columbia was lured into Confederation with the promise of a transcontinental railway within 10 years. The proposed line — 1, km longer than the first US transcontinental — represented an enormous expenditure for a nation of only three and a half million people.

Two syndicates vied for the contract, and it was secretly promised to Sir Hugh Allan in return for financial support for the Conservatives during the closely contested election. Completion of the railway was one of the great engineering feats of the day and owed much to the indefatigable supervision of William Van Horne and the determination of Sir John A. Whether or not the country received adequate compensation for this largesse has been hotly debated ever since.

Macdonald's controversial decision in favour of an expensive all-Canadian route seemed to be vindicated during the North-West Rebellion ; how would the American government have reacted to Canadian troops moving across American territory? The CPR also had a profound effect on the settlement of the Prairie West , and new cities, from Winnipeg to Vancouver, were heavily dependent on the railway.

Other western towns were strung out along the railway like beads on a string. The flood of immigrants to the Prairie West after and the dramatic increase in agriculture soon proved the CPR inadequate, and a third phase of railway expansion began. Numerous branches sprouted in the West, of which the most notable was the Canadian Northern Railway , owned by the two bold entrepreneurs Donald Mann and William Mackenzie. The Canadian Northern grew by leasing and absorbing other lines; it also constructed new links to Regina , Saskatoon , Prince Albert , and Edmonton , and pushed on through the Yellowhead Pass.

Though sometimes portrayed as rapacious promoters, Mackenzie and Mann built their railway to serve western needs that were not being met by the CPR, and they invested most of their own fortunes in the enterprise. Meanwhile, Prime Minister Laurier enthusiastically encouraged the development of a third transcontinental railway by the Grand Trunk company, now led by Charles M.

Although it would have made sense for the GTR to co-operate with the Canadian Northern company, mutual jealousies made such co-operation difficult. The ill-planned proliferation of railways proved disastrous. Rumours of outrageous patronage in the building of the NTR were later confirmed. The First World War delivered the knockout blow, ending immigration and stifling the flow of British capital. Acworth, which in May recommended the nationalization of all railways except the CPR. The period after the formation of the CNR was essentially one of consolidation, although several lines were pushed into northern frontiers.

Perhaps the most successful of these ventures was the Ontario Northland Railway, which reached James Bay in Owned by the Ontario government, the railway led directly to a mining boom in the Timmins -Porcupine area as well as to the emergence of the giant pulp and paper industry. More recently, railways have faced challenges from other modes of transportation. This has prompted significant changes at both the Canadian National Railway and the Canadian Pacific Railway, including the privatization of CN in and the streamlining of operations at CP.

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Both railways are important carriers of bulk commodities in North America, particularly coal and grain. Lawrence Seaway in the late s, coupled with subsidized icebreaking services, made Saint John surplus to CPR's requirements. During the s, both CP Rail and CN attempted unsuccessfully to buy out the eastern assets of the other, so as to permit further rationalization.

A smaller office was left at Windsor Station, which controlled train traffic from Mactier to the Port of Montreal. A new subsidiary company, the St. Lawrence and Hudson Railway , was created to operate its money-losing lines in eastern North America, covering Quebec , Southern and Eastern Ontario , trackage rights to Chicago , Illinois , as well as the Delaware and Hudson Railway in the northeastern United States. However, the new subsidiary, threatened with being sold off and free to innovate, quickly spun off losing track to short lines, instituted scheduled freight service, and produced an unexpected turn-around in profitability.

Most of the company's non-railway businesses at the time of the split were operated by a separate subsidiary called Canadian Pacific Limited. Canadian Pacific Railway formally but, not legally shortened its name to Canadian Pacific in early , dropping the word "railway" in order to reflect more operational flexibility. Shortly after the name revision, Canadian Pacific announced that it had committed to becoming a major sponsor and logistics provider to the Olympic Winter Games in Vancouver.

Notices and Orders

The transaction was subject to approval of the U. On 28 October , in a 13D regulatory filing, the U. The stake eventually increased to Just hours before the railway's annual shareholder meeting on Thursday, 17 May , Green and five other board members, including chairman John Cleghorn, resigned. The seven nominees, including Ackman and his partner, Paul Hilal , were then elected. Canadian Pacific Railway Ltd. The strike ended with a government back-to-work bill forcing both sides to come to a binding agreement. Railway spokesman Ed Greenberg stated "Canadian Pacific has reviewed the notice.

As a matter of fact, in law, CP is not responsible for this cleanup. The car grain train with three locomotives derailed into the Kicking Horse River just after the Trans Canada Highway overpass. The three crew members on the lead locomotive all perished in the derailment. Canadian Pacific Railway's North Line, which runs from Edmonton to Winnipeg , a high capacity line, is connected to "all the key refining markets in North America.

Creel said that "It [WCS is] safer, less volatile and more profitable to move and we're uniquely positioned to connect to the West Coast as well as the East Coast. The busiest part of its railway network is along its main line between Calgary and Vancouver. Since , coal has become a major commodity hauled by CPR. Coal is shipped in unit trains from coal mines in the mountains, most notably Sparwood, British Columbia to terminals at Roberts Bank and North Vancouver , from where it is then shipped to Japan.

CP hauls millions of tonnes of coal to the west coast each year. Lawrence River. Grain has always been a significant commodity hauled by the CPR; between and , the CPR double-tracked its section of track between Fort William, Ontario part of present-day Thunder Bay and Winnipeg to facilitate grain shipments. For several decades this was the only long stretch of double-track mainline outside of urban areas on the CPR.

In , the CPR became the first North American railway to introduce intermodal or "piggyback" freight service, where truck trailers are carried on flat cars. Containers later replaced most piggyback service. In , the CPR introduced a scheduled reservation-only short-haul intermodal service between Montreal and West Toronto called the Iron Highway ; it utilized unique equipment that was later replaced by conventional piggyback flatcars and renamed Expressway.

This service was extended to Detroit with plans to reach Chicago however CP was unable to locate a suitable terminal. The train was the primary mode of long-distance transport in Canada until the s. Among the many types of people who rode CPR trains were new immigrants heading for the prairies, military troops especially during the two world wars and upper class tourists. It also custom-built many of its passenger cars at its CPR Angus Shops to be able to meet the demands of the upper class.

Following a major fire in December that destroyed the grain elevator, operations were relocated to a new, larger port created by the CPR at Port McNicoll opening in May Five ships allowed daily service, and included the S. Assiniboia and S. Keewatin built in which remained in use until the end of service.

Travellers went by train from Toronto to that Georgian Bay port, then travelled by ship to link with another train at the Lakehead. After World War II, the trains and ships carried automobiles as well as passengers. This service featured what was to become the last boat train in North America. The passenger service was discontinued at the end of season in with one ship, the Keewatin , carrying on in freight service for two more years.

After the Second World War, passenger traffic declined as automobiles and aeroplanes became more common, but the CPR continued to innovate in an attempt to keep passenger numbers up. Greatly reduced travel times and reduced costs resulted, which saved service on many lines for a number of years. Only the Boston and Maine Railroad had more. This CPR fleet also included the rare model RDC-4 which consisted of a mail section at one end and a baggage section at the other end with no formal passenger section. The train provided service between Vancouver and Toronto or Montreal east of Sudbury ; the train was in two sections.

The train, which operated on an expedited schedule, was pulled by diesel locomotives , and used new, streamlined, stainless steel rolling stock. Starting in the s, however, the railway started to discontinue much of its passenger service, particularly on its branch lines. For example, passenger service ended on its line through southern British Columbia and Crowsnest Pass in January , and on its Quebec Central in April , and the transcontinental train The Dominion was dropped in January On 29 October , CP Rail transferred its passenger services to Via Rail , a new federal Crown corporation that was now responsible for intercity passenger services in Canada.

Where both trains had been daily prior to the 15 January cuts, the surviving Canadian was only a three-times-weekly operation. In October , The Canadian was reduced to twice-weekly for the six-month off-season period, and currently operates three-times-weekly for only six months a year. In addition to inter-city passenger services, the CPR also provided commuter rail services in Montreal. CP Rail introduced Canada's first bi-level passenger cars here in Canadian Pacific Railway currently operates two commuter services under contract.

Bombardier Transportation assumed control of train operations on 5 May CP Rail continues freight service on these segments via trackage rights. Sleeping cars were operated by a separate department of the railway that included the dining and parlour cars and aptly named as the Sleeping, Dining and Parlour Car Department. The CPR decided from the very beginning that it would operate its own sleeping cars, unlike railways in the United States that depended upon independent companies that specialized in providing cars and porters, including building the cars themselves.

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Pullman was long a famous name in this regard; its Pullman porters were legendary. Other early companies included the Wagner Palace Car Company.

Bigger-sized berths and more comfortable surroundings were built by order of the CPR's General Manager, William Van Horne , who was a large man himself. Providing and operating their own cars allowed better control of the service provided as well as keeping all of the revenue received, although dining-car services were never profitable. But railroad managers realized that those who could afford to travel great distances expected such facilities, and their favourable opinion would bode well to attracting others to Canada and the CPR's trains.

Van Horne decided from the very beginning that the CPR would retain as much revenue from its various operations as it could. This translated into keeping express, telegraph, sleeping car and other lines of business for themselves, creating separate departments or companies as necessary. This was necessary as the fledgling railway would need all the income it could get, and in addition, he saw some of these ancillary operations such as express and telegraph as being quite profitable.

Others such as sleeping and dining cars were kept in order to provide better control over the quality of service being provided to passengers. Hotels were likewise crucial to the CPR's growth by attracting travellers. It was operated as a separate company with the railway charging them to haul express cars on trains. Express was handled in separate cars, some with employees on board, on the headend of passenger trains to provide a fast scheduled service for which higher rates could be charged than for LCL Less than Carload Lot , small shipments of freight which were subject to delay.

Aside from all sorts of small shipments for all kinds of businesses such products as cream, butter, poultry and eggs were handled along with fresh flowers, fish and other sea foods some handled in separate refrigerated cars. Horses and livestock along with birds and small animals including prize cattle for exhibition were carried often in special horse cars that had facilities for grooms to ride with their animals. Automobiles for individuals were also handled by express in closed boxcars.

Gold and silver bullion as well as cash were carried in large amounts between the mint and banks and Express messengers were armed for security. Small business money shipments and valuables such as jewellery were routinely handled in small packets. Money orders and travellers' cheques were an important part of the express company's business and were used worldwide in the years before credit cards. Canadian Express Cartage Department was formed in March to handle pickup and delivery of most express shipments including less-than-carload freight. Their trucks were painted Killarney dark green while regular express company vehicles were painted bright red.

Express routes using highway trucks beginning in November in southern Ontario and Alberta co-ordinated railway and highway service expanded service to better serve smaller locations especially on branchlines. Trucking operations would go on to expand across Canada making it an important transport provider for small shipments.

Deregulation in the s, however, changed everything and trucking services were ended [ when? A silk train could carry several million dollars' worth of silk; so they had their own armed guards. To avoid train robberies and so minimize insurance costs, they travelled quickly and stopped only to change locomotives and crews, which was often done in under five minutes.

The silk trains had superior rights over all other trains; even passenger trains including the Royal Train of would be put in sidings to make the silk trains' trip faster. At the end of World War II, the invention of nylon made silk less valuable; so the silk trains died out. Funeral trains would carry the remains of important people, such as prime ministers. As the train would pass, mourners would be at certain spots to show respect.

Two of the CPR's funeral trains are particularly well-known. Macdonald ran from Ottawa to Kingston, Ontario. The train consisted of five heavily draped passenger cars and was pulled by No. The CPR ran a number of trains that transported members of the Canadian Royal Family when they have toured the country. These trains transported royalty through Canada's scenery, forests, small towns and enabled people to see and greet them.

Their trains were elegantly decorated; some had amenities such as a post office and barber shop. The CPR's most notable royal train was in This was the first visit to Canada by a reigning Monarch. They were specially painted royal blue, with the exception of CNR which was not painted, with silver trim as was the entire train.

The King, somewhat of a railbuff , rode in the cab when possible. This applied only to the semi-streamlined locomotives — , not the "standard" Hudsons — CPR provided the rollingstock for the Better Farming Train which toured rural Saskatchewan between and to promote the latest information on agricultural research. It was staffed by the University of Saskatchewan and operating expenses were covered by the Department of Agriculture.

Between and the early s, the CPR ran a school car to reach people who lived in Northern Ontario, far from schools. A teacher would travel in a specially designed car to remote areas and would stay to teach in one area for two to three days, then leave for another area. Each car had a blackboard and a few sets of chairs and desks. They also contained miniature libraries and accommodation for the teacher. Major shooting for the film Silver Streak , a fictional comedy tale of a murder-infested train trip from Los Angeles to Chicago, was done on the CPR, mainly in the Alberta area with station footage at Toronto's Union Station.

The train set was so lightly disguised as the fictional "AMRoad" that the locomotives and cars still carried their original names and numbers, along with the easily identifiable CP Rail red-striped paint scheme. The Holiday Train celebrates the holiday season and collects donations for community food banks and hunger issues.

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Each train has a box car stage for entertainers who are travelling along with the train. Only entertainers and CP employees are allowed to board the train aside from a coach car that takes employees and their families from one stop to the next. All donations collected in a community remain in that community for distribution. They are each decorated with hundred of thousands of LED Christmas lights. In to celebrate the program's 15th year, three signature events were held in Hamilton, Ontario , Calgary, Alberta , and Cottage Grove, Minnesota , to further raise awareness for hunger issues.

The trains feature different entertainers each year; in , one train featured Dallas Smith and the Odds , while the other featured Colin James and Kelly Prescott. The trip takes six days and five nights. The train consists of up to eight luxury passenger cars built between and and is powered by first-generation diesel locomotives.

In , the CPR repatriated one of its former passenger steam locomotives that had been on static display in the United States following its sale in January , long after the close of the steam era. It was subsequently returned to service to promote public relations.

Notices and Orders - Transport Canada

It has operated across much of the CPR system, including lines in the U. In , Canadian Pacific partnered with the Olympic and Paralympic Winter Games to present a "Spirit Train" tour that featured Olympic-themed events at various stops. Colin James was a headline entertainer. Several stops were met by protesters who argued that the games were slated to take place on stolen indigenous land. The train stopped in 13 cities along its 3-week summer tour, offering a free block party and concert from Dean Brody , Kelly Prescott [] and Dallas Arcand.

Historically, Canadian Pacific operated several non-railway businesses. In , these businesses were split off into the separate company Canadian Pacific Limited , and in , that company was further split into five companies. CP no longer provides any of these services. The original charter of the CPR granted in provided for the right to create an electric telegraph and telephone service including charging for it. The telephone had barely been invented but telegraph was well established as a means of communicating quickly across great distances.

Being allowed to sell this service meant the railway could offset the costs of constructing and maintaining a pole line along its tracks across vast distances for its own purposes which were largely for dispatching trains. It began doing so in as the separate Telegraph Department. It would go on to provide a link between the cables under the Atlantic and Pacific oceans when they were completed. Paid for by the word, the telegram was an expensive way to send messages, but they were vital to businesses. An individual receiving a personal telegram was seen as being someone important except for those that transmitted sorrow in the form of death notices.

Messengers on bicycles delivered telegrams and picked up a reply in cities. In smaller locations, the local railway station agent would handle this on a commission basis. To speed things, at the local end messages would first be telephoned. In , it became the Communications Department in recognition of the expanding services provided which included telephones lines, news wire , ticker quotations for the stock market and eventually teleprinters.

All were faster than mail and very important to business and the public alike for many decades before mobile phones and computers came along. It was the coming of these newer technologies especially cellular telephones that eventually resulted in the demise of these services even after formation in of CN-CP Telecommunications in an effort to effect efficiencies through consolidation rather than competition. Deregulation in the s, brought about mergers and the sale of remaining services and facilities.

On 17 January , the CPR applied for licences to operate radio stations in 11 cities from coast to coast for the purpose of organising its own radio network in order to compete with the CNR Radio service. The CNR had built a radio network with the aim of promoting itself as well as entertaining its passengers during their travels. The onset of the Great Depression hurt the CPR's financial plan for a rival project and in April they withdrew their applications for stations in all but Toronto, Montreal and Winnipeg. Steamships played an important part in the history of CP from the very earliest days.

During construction of the line in British Columbia even before the private CPR took over from the government contractor, ships were used to bring supplies to the construction sites. Similarly, to reach the isolated area of Superior in northern Ontario ships were used to bring in supplies to the construction work. While this work was going on there was already regular passenger service to the West.

Paul and Winnipeg. This Great Lakes steam ship service continued as an alternative route for many years and was always operated by the railway. Canadian Pacific passenger service on the lakes ended in Over time, CPR became a railroad company with widely organized water transportation auxiliaries including the Great Lakes service , the trans-Pacific service, the Pacific coastal service , the British Columbia lake and river service , the trans-Atlantic service and the Bay of Fundy Ferry service. In the 20th century, the company evolved into an intercontinental railway which operated two transoceanic services which connected Canada with Europe and with Asia.

The range of CPR services were aspects of an integrated plan. Once the railway was completed to British Columbia, the CPR chartered and soon bought their own passenger steamships as a link to the Orient. These sleek steamships were of the latest design and christened with "Empress" names e. Travel to and from the Orient and cargo, especially imported tea and silk, were an important source of revenue, aided by Royal Mail contracts. The other ocean part was the Atlantic service to and from the United Kingdom, which began with acquisition of two existing lines, Beaver Line, owned by Elder Dempster and Allan Lines.

These two segments became Canadian Pacific Ocean Services later, Canadian Pacific Steamships and operated separately from the various lake services operated in Canada, which were considered to be a direct part of the railway's operations. These trans-ocean routes made it possible to travel from Britain to Hong Kong using only the CPR's ships, trains and hotels. CP's 'Empress' ships became world-famous for their luxury and speed. They also played an important role in both world wars with many of them being lost to enemy action, including Empress of Britain. There were also a number of rail ferries operated over the years as well including, between Windsor, Ontario and Detroit from until This began with two paddle-wheelers capable of carrying 16 cars.

Passenger cars were carried as well as freight. Only one ferry boat was ever operated, Ashtabula , a large vessel which eventually sank in a harbour collision in Ashtabula on 18 September , thus ending the service.

Service on this route had actually begun very early, in , along with service from Brockville. A bridge built in ended passenger service however, freight continued until Ogdensburg's dock was destroyed by fire 25 September , thus ending all service.

#828 Canadian Pacific Railway

Eventually, after 78 years, with the changing times the scheduled passenger services would all be ended as well as ocean cruises. Cargo would continue on both oceans with a change over to containers. CP was an intermodal pioneer especially on land with road and railway mixing to provide the best service. CP Ships was the final operation, and in the end it too left CP ownership when it was spun off in CP Ships was merged with Hapag-Lloyd in BCCS operated a fleet of 14 passenger ships made up of a number of Princess ships, pocket versions of the famous oceangoing Empress ships along with a freighter, three tugs and five railway car barges.

Popular with tourists, the Princess ships were famous in their own right especially Princess Marguerite II which operated from until and was the last coastal liner in operation. The best known [ by whom? These services continued for many years until changing conditions in the late s brought about their decline and eventual demise at the end of season in By the company was bought by the Washington Marine Group which after purchase was renamed Seaspan Coastal Intermodal Company and then subsequently rebranded in as Seaspan Ferries Corporation. Passenger service ended in All of these lake operations had one thing in common, the need for shallow draft therefore sternwheelers were the choice of ship.

Tugs and barges handled railway equipment including one operation that saw the entire train including the locomotive and caboose go along. These services gradually declined and ended in except for a freight barge on Slocan Lake. This was the one where the entire train went along since the barge was a link to an isolated section of track. The Iris G tug boat and a barge were operated under contract to CP Rail until the last train ran late in December She became a beached historical exhibit, as are also the Sicamous and Naramata at Penticton on Lake Okanagan.

To promote tourism and passenger ridership the Canadian Pacific established a series of first class hotels. These hotels became landmarks famous in their own right. They include the Algonquin in St. Several signature hotels were acquired from its competitor Canadian National during the s, including the Jasper Park Lodge. The hotels retain their Canadian Pacific heritage, but are no longer operated by the railroad. In the CPR's early years, it made extensive use of American-type steam locomotives , and an example of this is the Countess of Dufferin.

Later, considerable use was also made of the type for passenger and type for freight. Starting in the 20th century, the CPR bought and built hundreds of Ten-Wheeler-type s for passenger and freight service and similar quantities of s and s for freight. The CPR bought hundreds of Pacifics between and with later versions being true dual-purpose passenger and fast-freight locomotives. The CPR built hundreds of its own locomotives at its shops in Montreal, first at the "New Shops", as the DeLorimer shops were commonly referred to, and at the massive Angus Shops that replaced them in Some of the CPR's best-known locomotives were the Hudsons.

First built in , they began a new era of modern locomotives with capabilities that changed how transcontinental passenger trains ran, eliminating frequent changes en route. Especially notable were the semi- streamlined H1 class Royal Hudsons , locomotives that were given their name because one of their class hauled the royal train carrying King George VI and Queen Elizabeth on the royal tour across Canada without change or failure.

That locomotive, No. One of the class, No. In , the CPR received its first Selkirk locomotives , the largest steam locomotives to run in Canada and the British Empire. Named after the Selkirk Mountains where they served, these locomotives were well suited for steep grades. They were regularly used in passenger and freight service. The CPR would own 37 of these locomotives, including number , an experimental high pressure engine.

The last steam locomotives that the CPR received, in , were Selkirks, numbered — In , the CPR acquired its first diesel-electric locomotive , a custom-built one-of-a-kind switcher numbered This locomotive was not successful and was not repeated. Production-model diesels were imported from American Locomotive Company Alco starting with five model S-2 yard switchers in and followed by further orders. Following that successful experiment, the CPR started to dieselize its main network.

Dieselization was completed 11 years later, with its last steam locomotive running on 6 November CP was the first railway in North America to pioneer alternating current AC traction diesel-electric locomotives, in The wears a Tuscan-red and grey paint scheme with script writing, and the wears a similar paint scheme with block lettering. Eventually, there will be ten SD70ACu rebuilds painted in the two heritage paint schemes.

It was created in when the CPR's former parent company, Canadian Pacific Limited , spun off its railway operations. CP owns a large number of large yards and repair shops across their system, which are used for many operations ranging from intermodal terminals to classification yards. Below are some examples of these. Hump yards work by using a small hill over which cars are pushed, before being released down a slope and switched automatically into cuts of cars, ready to be made into outbound trains.

Many of these yards were closed in and under Hunter Harrison's company-wide restructuring; only the St. Paul Yard hump remains open. From Wikipedia, the free encyclopedia. For other uses, see Canadian Pacific disambiguation. Calgary , Alberta. Operating income. Net income. This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. November Learn how and when to remove this template message.

Further information: Royal and viceroyal transport in Canada. Main article: Canadian Pacific Steamships. Main article: Canadian Pacific Hotels. Main article: Canadian Pacific Air Lines. This section needs expansion. You can help by adding to it. June Trains portal Companies portal Canada portal.

CP Rail. Retrieved 7 April Archived from the original on 30 April Retrieved 4 February Archived from the original on 23 February Retrieved 8 April October—November Canada's History. HQ moves to new digs". Star Tribune. Retrieved 9 May Anchor Canada. Dictionary of Canadian Biography. May Canadian Journal of Economics : McClelland and Stewart Limited, Toronto. The Railway Stations of Western Canada.

Canada: Studio E. Incredible Rogers Pass 2 ed. Surrey, BC: Heritage. Macmillan Publishing Co. Old Time Trains. Retrieved 17 March Retrieved 15 May Retrieved 27 April

Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways
Rails Across Canada: The History of Canadian Pacific and Canadian National Railways Rails Across Canada: The History of Canadian Pacific and Canadian National Railways

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