Canadian Pacific Railway
This article may be too long to read and navigate comfortably. (October 2022) |
Chemin de fer Canadien Pacifique | |
standard gauge | |
Length | 20,100 kilometres (12,500 mi) |
---|---|
Other | |
Website | cpr |
Company type | Public |
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Industry | CEO) |
Revenue | CA$7.710 billion (2020) |
CA$3.311 billion (2020) | |
CA$2.444 billion (2020) | |
Total assets | CA$19.221 billion (2020) |
Total equity | CA$4.626 billion (2020) |
Number of employees | 11,904 (2020) |
Subsidiaries | List of subsidiary railways of the Canadian Pacific Railway, TTX Company, Dakota, Minnesota and Eastern Railroad, Minneapolis, St. Paul and Sault Ste. Marie Railroad, St. Lawrence and Hudson Railway |
Website | cpr |
Footnotes / references [1] |
The Canadian Pacific Railway (
Headquartered in
, in the United States.The railway was first built between
The company acquired two American lines in 2009: the
The CPR is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP. Its U.S. headquarters are in Minneapolis.[6] As of March 30, 2023, the largest shareholder of Canadian Pacific stock exchange is TCI Fund Management Limited, a London-based hedge fund that owns 6% of the company.[7]
CP purchased the Kansas City Southern Railway in December 2021 for US$31 billion. On April 14, 2023, the railroads merged to form CPKC, the first and only railroad to directly serve Canada, Mexico and the United States.
History
The creation of the Canadian Pacific Railway was originally undertaken as the National Dream by the
In October 1880, a new consortium signed a contract with the Macdonald government, agreeing to build the railway for $25 million in credit and 25 million acres (100,000 km2) of land. In addition, the government defrayed surveying costs and exempted the railway from property taxes for 20 years.[11]
A beaver was chosen as the railway's logo in honour of Donald Smith, 1st Baron Strathcona and Mount Royal, who had risen from factor to governor of the Hudson's Bay Company over a lengthy career in the beaver fur trade.[12]
Building the railway, 1881–1886
Building the railway took over four years. The Canadian Pacific Railway began its westward expansion from
It was presumed that the railway would travel through the rich "Fertile Belt" of the North Saskatchewan River Valley and cross the Rocky Mountains via the Yellowhead Pass. However, a more southerly route across the arid Palliser's Triangle in Saskatchewan and via Kicking Horse Pass and down the Field Hill to the Rocky Mountain Trench was chosen.
In 1881, construction progressed at a pace too slow for the railway's officials who, in 1882, hired the renowned railway executive William Cornelius Van Horne to oversee construction. Van Horne stated that he would have 800 km (500 mi) of main line built in 1882. Floods delayed the start of the construction season, but over 672 km (418 mi) of main line, as well as sidings and branch lines, were built that year. The Thunder Bay branch (west from Fort William) was completed in June 1882 by the Department of Railways and Canals and turned over to the company in May 1883. By the end of 1883, the railway had reached the Rocky Mountains, just eight kilometres (5.0 mi) east of Kicking Horse Pass.
Many thousands of
By 1883, railway construction was progressing rapidly, but the CPR was in danger of running out of funds. In response, on 31 January 1884, the government passed the Railway Relief Bill, providing a further $22.5 million in loans to the CPR. The bill received royal assent on 6 March 1884.[16]
In March 1885, the
On 7 November 1885, the
In Eastern Canada, the CPR had created a network of lines reaching from
1886–1900
The last spike in the CPR was driven on 7 November 1885, by one of its directors, Donald Smith.[12]
The first transcontinental passenger train departed from
By that time, however, the CPR had decided to move its western terminus from Port Moody to Granville, which was renamed "Vancouver" later that year. The first official train destined for Vancouver arrived on 23 May 1887, although the line had already been in use for three months. The CPR quickly became profitable, and all loans from the federal government were repaid years ahead of time. In 1888, a branch line was opened between Sudbury and Sault Ste. Marie where the CPR connected with the American railway system and its own steamships. That same year, work was started on a line from London, Ontario, to the Canada–US border at Windsor, Ontario. That line opened on 12 June 1890.[21]
The CPR also leased the
The controversial Crowsnest Pass Agreement effectively locked the eastbound rate on grain products and westbound rates on certain "settlers' effects" at the 1897 level. Although temporarily suspended during the
The Southern Mainline, generally known as the Kettle Valley Railway in British Columbia, was built in response to the booming mining and smelting economy in southern British Columbia, and the tendency of the local geography to encourage and enable easier access from neighbouring US states than from Vancouver or the rest of Canada, which was viewed to be as much of a threat to national security as it was to the province's control of its own resources. The local passenger service was re-routed to this new southerly line, which connected numerous emergent small cities across the region. Independent railways and subsidiaries that were eventually merged into the CPR in connection with this route were the Shuswap and Okanagan Railway, the Kaslo and Slocan Railway, the Columbia and Kootenay Railway, the Columbia and Western Railway and various others.[22]
Settlement of western Canada
Under the initial contract with the Canadian government to build the railway, the CPR was granted 100,000 square kilometres (25 million acres). Canadian Pacific then began an intense campaign to bring immigrants to Canada; its agents operated in many overseas locations, where immigrants were often sold a package that included passage on a CP ship, travel on a CP train and land sold by the CP railway. Land was priced at $2.50 an acre and up but required cultivation.[24] To transport immigrants, Canadian Pacific developed a fleet of over a thousand Colonist cars, low-budget sleeper cars designed to transport immigrant families from eastern Canadian seaports to the west.[25]
1901–1928
During the first decade of the 20th century, the CPR continued to build more lines. In 1908, the CPR opened a line connecting Toronto with Sudbury. Several operational improvements were also made to the railway in Western Canada.[26]
On 3 November 1909, the
On 21 January 1910, a
On 3 January 1912, the CPR acquired the Dominion Atlantic Railway, a railway that ran in western Nova Scotia. This acquisition gave the CPR a connection to Halifax, a significant port on the Atlantic Ocean. The CPR acquired the Quebec Central Railway on 14 December 1912.[22]
During the late 19th century, the railway undertook an ambitious programme of hotel construction, building Glacier House in
First World War
During the First World War, CPR put the entire resources of the "world's greatest travel system" at the disposal of the British Empire, not only trains and tracks, but also its ships, shops, hotels, telegraphs and, above all, its people. Aiding the war effort meant transporting and billeting troops; building and supplying arms and munitions; arming, lending and selling ships. Fifty-two CPR ships were pressed into service during World War I, carrying more than a million troops and passengers and four million tons of cargo. Twenty seven survived and returned to CPR. CPR also helped the war effort with money and jobs. CPR made loans and guarantees to the Allies of some $100 million. As a lasting tribute, CPR commissioned three statues and 23 memorial tablets to commemorate the efforts of those who fought and those who died in the war.[33] After the war, the Federal government created Canadian National Railways (CNR, later CN) out of several bankrupt railways that fell into government hands during and after the war. CNR would become the main competitor to the CPR in Canada. In 1923, Henry Worth Thornton replaced David Blyth Hanna becoming the second president of the CNR, and his competition spurred Edward Wentworth Beatty, the first Canadian-born president of the CPR, to action.[34] During this time the railway land grants were formalized.[35]
Great Depression and the Second World War, 1929–1945
The
One highlight of the late 1930s, both for the railway and for Canada, was the visit of
1946–1978
After the Second World War, the transportation industry in Canada changed. Where railways had previously provided almost universal freight and passenger services, cars, trucks and
In 1968, as part of a corporate reorganization, each of the major operations, including its rail operations, were organized as separate subsidiaries. The name of the railway was changed to CP Rail, and the parent company changed its name to Canadian Pacific Limited in 1971. Its air, express, telecommunications, hotel and real estate holdings were spun off, and ownership of all of the companies transferred to Canadian Pacific Investments. The slogan was: "TO THE FOUR CORNERS OF THE WORLD" The company discarded its beaver logo, adopting the new Multimark (which, when mirrored by an adjacent "multi-mark" creates a diamond appearance on a globe) that was used – with a different colour background – for each of its operations.[39]
1979–2001
The 1979 Mississauga train derailment
On 10 November 1979, a
In 1984, CP Rail commenced construction of the
During the 1990s, both CP Rail and CN attempted unsuccessfully to buy out the eastern assets of the other, so as to permit further rationalization. In 1996, CP Rail moved its head office from Windsor Station in Montreal to Gulf Canada Square in Calgary and changed its name back to Canadian Pacific Railway.[43]
A new subsidiary company, the
2001 to 2023
In 2001, the CPR's parent company,
Canadian Pacific Railway Ltd. trains resumed regular operations on 1 June 2012 after a nine-day strike by some 4,800 locomotive engineers, conductors and traffic controllers who walked off the job on 23 May, stalling Canadian freight traffic and costing the economy an estimated CA$80 million (US$77 million). The strike ended with a government back-to-work bill forcing both sides to come to a
On 6 July 2013, a unit train of
On 12 October 2014 it was reported that Canadian Pacific had tried to enter into a merger with American railway
In 2015–16 Canadian Pacific sought to merge with American railway
On 4 February 2019, a loaded grain train ran away from the siding at Partridge just above the Upper Spiral Tunnel in
On 4 February 2020, the TSB demoted its lead investigator in the crash probe after his superiors decided these comments were "completely inappropriate". The TSB stated that it "does not share the view of the lead safety investigator". The CPPS say they did a thorough investigation into the actions of the crew, which is now closed and resulted in no charges, while the Alberta Federation of Labour and the Teamsters Canada Rail Conference called for an independent police probe.[63]
On 20 November 2019, it was announced that Canadian Pacific would purchase the
Merger with Kansas City Southern (2021–2023)
On March 21, 2021, CP announced that it was planning to purchase the Kansas City Southern Railway (KCS) for US$29 billion. The US Surface Transportation Board (STB) would first have to approve the purchase, which was expected to be completed by the middle of 2022.
However, a competing cash and stock offer was later made by Canadian National Railway (CN) on April 20 at $33.7 billion.[65] On May 13, KCS announced that they planned to accept the merger offer from CN, but would give CP until May 21 to come up with a higher bid.[66] On May 21, KCS and CN agreed to a merger. However, CN's merger attempt was blocked by a STB ruling in August that the company could not use a voting trust to assume control of KCS, due to concerns about potentially reduced competition in the railroad industry.[67]
On September 12, KCS accepted a new $31 billion offer from CP. Though CP's offer was lower than the offer made by CN, the STB permitted CP to use a voting trust to take control of KCS.[67] The voting trust allowed CP to become the beneficial owner of KCS in December, but the two railroads operated independently until receiving approval for a merger of operations from the STB.[68][69] That approval came on March 15, 2023, which permitted the railroads to merge as soon as April 14.[70][71] Post merger, the combined railroad would rebrand under a new name: Canadian Pacific Kansas City (CPKC).[72] On April 14, 2023, CP and the Kansas City Southern Railway merged into one, forming CPKC.[73]
Freight trains
Over half of CP's freight traffic is in grain (24% of 2016 freight revenue
Grain is hauled by the CPR from the
Passenger trains
The train was the primary mode of long-distance transport in Canada until the 1960s. Among the many types of people who rode CPR trains were new immigrants heading for the prairies, military troops (especially during the two
The CPR also had a line of Great Lakes ships integrated into its transcontinental service. From 1885 until 1912, these ships linked Owen Sound on Georgian Bay to Fort William. Following a major fire in December 1911 that destroyed the grain elevator, operations were relocated to a new, larger port created by the CPR at Port McNicoll opening in May 1912. Five ships allowed daily service, and included the S.S. Assiniboia and S.S. Keewatin built in 1908 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 Steam Boat was a fast, direct connecting train between Toronto and Port McNicoll. The passenger service was discontinued at the end of season in 1965 with one ship, the Keewatin, carrying on in freight service for two more years. It later became a marine museum at Douglas, Michigan, in the United States, before returning to its original homeport of Port McNicoll, Canada in 2013.[75]
After the Second World War, passenger traffic declined as automobiles and airplanes became more common, but the CPR continued to innovate in an attempt to keep passenger numbers up. Beginning 9 November 1953, the CPR introduced
Starting in the 1960s, 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
Canadian Pacific Railway currently operates two commuter services under contract.
Sleeping, Dining and Parlour Car Department
Express
W. C. 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.[79]
Dominion Express Company was formed independently in 1873 before the CPR itself, although train service did not begin until the summer of 1882 at which time it operated over some 500 kilometres (300 mi) of track from Rat Portage (Kenora) Ontario west to Winnipeg, Manitoba. It was soon absorbed into the CPR and expanded everywhere the CPR went. It was renamed Canadian Express Company on 1 September 1926, and the headquarters moved from Winnipeg, to Toronto. 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 (
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 1937 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 1945 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 1980s, however, changed everything and trucking services were ended [when?] after many attempts to change with the times.[citation needed]
Special trains
Silk trains
Between the 1890s and 1933, the CPR transported raw silk from Vancouver, where it had been shipped from the Orient, to silk mills in New York and New Jersey. 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 1939) 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.[80]
Funeral trains
Royal trains
The CPR ran a number of trains that transported members of the
Better Farming Train
CPR provided the rolling stock for the Better Farming Train which toured rural Saskatchewan between 1914 and 1922 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.[83]
School cars
Between 1927 and the early 1950s, the CPR ran a school car to reach children 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.[84]
Silver Streak
Major shooting for the 1976 film Silver Streak, a fictional comedy tale of a murder-ridden 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. Most of the cars are still in revenue service on Via Rail Canada; the lead locomotive (CP 4070) and the second unit (CP 4067) were sold to Via Rail and CTCUM respectively.[85]
Holiday Train
Starting in 1999, CP runs a Holiday Train along its main line during the months of November and December. The Holiday Train celebrates the holiday season and collects donations for community food banks and hunger issues.[86][87] The Holiday Train also provides publicity for CP and a few of its customers. Each train has a box car stage for entertainers who are travelling along with the train.[88]
The train is a freight train, but also pulls vintage passenger cars which are used as lodging/transportation for the crew and entertainers. 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.[89]
There are two Holiday Trains that cover 150 stops in Canada and the United States Northeast and Midwest.
The trains feature different entertainers each year; in 2016, one train featured
Royal Canadian Pacific
On 7 June 2000, the CPR inaugurated the Royal Canadian Pacific, a luxury excursion service that operates between the months of June and September. It operates along a 1,050 km (650 mi) route from Calgary, through the Columbia Valley in British Columbia, and returning to Calgary via Crowsnest Pass. The trip takes six days and five nights. The train consists of up to eight luxury passenger cars built between 1916 and 1931 and is powered by first-generation diesel locomotives.
Steam train
In 1998, 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 1964, long after the close of the steam era. CPR Hudson 2816 was re-designated Empress 2816 following a 30-month restoration that cost in excess of $1 million. It was subsequently returned to service to promote public relations. It has operated across much of the CPR system, including lines in the U.S. and been used for various charitable purposes; 100% of the money raised goes to the nationwide charity Breakfast for Learning — the CPR bears all of the expenses associated with the operation of the train. 2816 is the subject of Rocky Mountain Express, a 2011 IMAX film which follows the locomotive on an eastbound journey beginning in Vancouver, and which tells the story of the building of the CPR. 2816 has been stored indefinitely since 2012 after CEO E. Hunter Harrison discontinued the steam program.[94]
The locomotive was fired up on November 13, 2020, for a steam test and moved around the Ogden campus yard. At the time, CP only had plans to utilize the locomotive for a special Holiday Train at Home broadcast,[95][96] after which it was put in storage. However, in mid-2021, CEO Keith Creel announced intentions to bring 2816 back to full operational status, for a tour from their Calgary headquarters to Mexico City, if the merger with Kansas City Southern Railway is approved by the Surface Transportation Board in the United States. Work on the needed overhaul began in earnest in late 2021 for a planned date in 2023.[97]
Spirit Train
In 2008, Canadian Pacific partnered with the 2010 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.[98][99][100][101]
CP Canada 150 Train
In 2017, CP ran the CP Canada 150 Train from Port Moody to Ottawa to celebrate Canada's 150th year since Confederation. The train stopped in 13 cities along its 3-week summer tour, offering a free block party and concert from Dean Brody, Kelly Prescott[102] and Dallas Arcand.[103] The heritage train drew out thousands to sign the special "Spirit of Tomorrow" car, where children were invited to write their wishes for the future of Canada and send them to Ottawa. Prime Minister Justin Trudeau and daughter Ella-Grace Trudeau also visited the train and rode it from Revelstoke to Calgary.[104]
Non-railway services
Historically, Canadian Pacific operated several non-railway businesses. In 1971, these businesses were split off into the separate company Canadian Pacific Limited, and in 2001, that company was further split into five companies. CP no longer provides any of these services.[105]
Canadian Pacific Telegraphs
The original charter of the CPR granted in 1881 provided for the right to create an
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 1931, it became the Communications Department in recognition of the expanding services provided which included telephones lines,
Canadian Pacific Radio
On 17 January 1930, 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
CPR programming included a series of concert broadcasts from Montreal with an orchestra conducted by Douglas Clarke and a series called Concert Orchestra broadcast from the Royal York Hotel featuring conductor Rex Battle, and another series of concerts, this time sponsored by Imperial Oil and featuring conductor Reginald Stewart with a 55-piece orchestra and some of the leading soloists of the day, also performing at the Royal York.[111]
Canadian Pacific Steamships
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. Trains operated from Toronto to Owen Sound where CPR steamships connected to Fort William where trains once again operated to reach Winnipeg. Before the CPR was completed the only way to reach the West was through the United States via St. 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 1965.[112]
In 1884, CPR began purchasing sailing ships as part of a railway supply service on the Great Lakes. Over time, CPR became a railway 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.[113]
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. g., RMS Empress of Britain, Empress of Canada, Empress of Australia, and so forth). Travel to and from the Orient and cargo, especially imported tea and silk, were an important source of revenue, aided by Royal Mail contracts. This was an important part of the All-Red Route linking the various parts of the British Empire.
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.[citation needed] They had a practical role, too, in transporting immigrants from much of Europe to Canada, especially to populate the vast prairies. They also played an important role in both world wars with many of them being lost to enemy action, including Empress of Britain.[112]
There were also a number of rail ferries operated over the years as well including, between Windsor, Ontario, and Detroit from 1890 until 1915. This began with two paddle-wheelers capable of carrying 16 cars. Passenger cars were carried as well as freight. This service ended in 1915 when the CPR made an agreement with the Michigan Central to use their Detroit River tunnel opened in 1910. Pennsylvania-Ontario Transportation Company was formed jointly with the PRR in 1906 to operate a ferry across Lake Erie between Ashtabula, Ohio, and Port Burwell, Ontario, to carry freight cars, mostly of coal, much of it to be burned in CPR steam locomotives. Only one ferry boat was ever operated, Ashtabula, a large vessel which eventually sank in a harbour collision in Ashtabula on 18 September 1958, thus ending the service.[112]
Canadian Pacific Car and Passenger Transfer Company was formed by other interest in 1888 linking the CPR in Prescott, Ontario, and the NYC in Ogdensburg, New York. Service on this route had actually begun very early, in 1854, along with service from Brockville. A bridge built in 1958 ended passenger service however, freight continued until Ogdensburg's dock was destroyed by fire 25 September 1970, thus ending all service. CPC&PTC was never owned by the CPR. Bay of Fundy ferry service was operated for passengers and freight for many years linking Digby, Nova Scotia, and Saint John, New Brunswick. 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 2001. CP Ships was merged with Hapag-Lloyd in 2005.[114]
British Columbia Coast Steamships
The
British Columbia Lake and River Service
The
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 1975 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 1988. The sternwheel steamship
Canadian Pacific Hotels
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
Canadian Pacific Air Lines
Canadian Pacific Airlines, also called CP Air, operated from 1942 to 1987 and was the main competitor of Canadian government-owned Air Canada. Based at Vancouver International Airport, it served Canadian and international routes until it was purchased by Pacific Western Airlines which merged PWA and CP Air to create Canadian Airlines.[120]
Locomotives
Steam locomotives
In the CPR's early years, it made extensive use of American-type 4-4-0 steam locomotives, and such examples of this are the Countess of Dufferin or No. 29. Later, considerable use was also made of the 4-6-0 type for passenger and 2-8-0 type for freight. Starting in the 20th century, the CPR bought and built hundreds of Ten-Wheeler-type 4-6-0s for passenger and freight service and similar quantities of 2-8-0s and 2-10-2s for freight. 2-10-2s were also used in passenger service on mountain routes. The CPR bought hundreds of 4-6-2 Pacifics between 1906 and 1948 with later versions being true dual-purpose passenger and fast-freight locomotives.[121]
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 1904. Some of the CPR's best-known locomotives were the 4-6-4 Hudsons. First built in 1929, they began a new era of modern locomotives with capabilities that changed how transcontinental passenger trains ran, eliminating frequent changes en route. What once took 24 changes of engines in 1886, all of them 4-4-0s except for two of 2-8-0s in the mountains, for 4,640 kilometres (2,883 mi) between Montreal and Vancouver became 8 changes.[citation needed] The 2800s, as the Hudson type was known, ran from Toronto to Fort William, a distance of 1,305 kilometres (811 mi), while another lengthy engine district was from Winnipeg to Calgary 1,339 kilometres (832 mi). Especially notable were the semi-
The CPR also made many of their older 2-8-0s, built in the turn of the century, into 2-8-2s.
In 1929, the CPR received its first 2-10-4 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 8000, an experimental high pressure engine. The last steam locomotives that the CPR received, in 1949, were Selkirks, numbered 5930–5935.
Diesel locomotives
In 1937, the CPR acquired its first
In 1949, the CPR acquired 13
CP was the first railway in North America to pioneer alternating current (AC) traction diesel-electric locomotives in 1984. In 1995, CP turned to GE Transportation for the first production AC traction locomotives in Canada, and now has the highest percentage of AC locomotives in service of all North American Class I railways.
On 16 September 2019,
On 11 November 2019, five SD70ACU units with commemorative military themes were unveiled during CPR's
In 2021 Canadian Pacific repainted two locomotives orange:
The fleet includes these types:[127][128]
Final diesel roster
Builder | Model | Horsepower | Build date | Quantity | Numbers | Notes |
---|---|---|---|---|---|---|
EMD | FP9A | 1750 | 1958 | 1 | 1401 | Acquired 1998, used on the Royal Canadian Pacific |
EMD | F9B | 1750 | 1958 | 1 | 1900 | Acquired 1998, used on the RCP |
EMD | GP20C-ECO | 2000 | 2012–2014 | 130 | 2200–2329 | |
EMD/GMD | GP38AC | 2000 | 1970–1971 | 21 | 3000–3020 | |
EMD/GMD | GP38-2 | 2000 | 1983–1986 | 115 | 3021–3135 | |
EMD | GP40-3 | 3000 | 1966–1968 | 2 | 4007–4008 | Ex-MILW/SOO |
EMD | FP9A | 1750 | 1957 | 2 | 4106–4107 | Acquired 2006, used on the RCP |
EMD | GP38-2 | 2000 | 1974–1983 | 74 | 4400–4452, 4506–4515 | Acquired 1990, ex-SOO, 4500 series are ex-MILW |
EMD | GP39-2 | 2300 | 1978 | 1 | 4599 | Ex-KCCX/SOO |
EMD | SD30C-ECO | 3000 | 2013–2015 | 50 | 5000–5049 | |
EMD | SD40-3 | 3000 | 1980–1984 | 10 | 5100–5109 | Rebuilt 2017 |
EMD/GMD | SD40-2 | 3000 | 1972–1984 | 508 | 5565–5879, 5900–6092 | |
EMD | SD60 | 3800 | 1989 | 37 | 6221–6257 | Acquired 1990, ex-SOO |
EMD | SD60M | 3800 | 1989 | 5 | 6258–6262 | Acquired 1990, ex-SOO |
EMD | SD60-3 | 3800 | 1989 | 10 | 6300–6309 | Rebuilt 2017, ex-SOO |
EMD | SD40-2 | 3000 | 1972–1984 | 23 | 6601–6623 | Ex-SOO |
EMD | SD40-2F |
3000 | 1989 | 10 | 9004, 9010–9011, 9014, 9017, 9020-9024 | Many sold to CMQ . After the purchase of CMQ in June 2020, the remaining SD40-2Fs returned to CP Property.
|
EMD | SD70ACU |
4300 | 1998–1999 | 60 | 6644, 7000–7023, 7025-7059 | Rebuilt 2019–2020 from SD90MACs, 7010–7019 in heritage paint schemes. 6644, 7020–7023 in five distinct commemorative military paint schemes. |
EMD | GP38-2 | 2000 | 1972 | 10 | 7303–7312 | Acquired 1991, ex- DH
|
GE | AC4400CWM | 4400 | 1995–1998 | 262 | 8000–8080, 8100–8199, 8200–8280 | Rebuilt 2017–2021. |
GE | AC4400CW | 4400 | 2001–2004 | 173 | 8600–8655, 9700–9740, 9750–9784, 9800–9840 | |
GE | ES44AC | 4400 | 2005–2012 | 291 | 8700–8960, 9350–9379 | 8757 painted into an Every Child Matters livery for National Day for Truth & Reconciliation[129] |
Retired diesel roster
Builder | Model | Horsepower | Build date | Retirement | Quantity | Numbers | Notes |
---|---|---|---|---|---|---|---|
GMD | FP7A | 1750 | 1951–1953 | 1978 | 24 | 1400–1404, 1416–1434 | Renumbered from 4099 to 4103 |
GMD | FP9A | 1750 | 1954–1953 | 1978 | 11 | 1405–1415, | |
EMD | E8A | 2250 | 1949 | 1978 | 3 | 1800–1802 | 1800 and 1802 sold to Via Rail |
GMD | F7B | 1500 | 1951–1954 | 1978 | 51 | 1900, 1909–1919, 4424–4448, 4459–4462 | Many sold to Via Rail |
GMD | F9B | 1750 | 1951–1954 | 1978 | 8 | 1901–1908 | Many sold to Via Rail |
Railpower | GG20B | 2000 | 2005–2006 | 2006 | 6 | 1700–1707 | Order cancelled before completion |
Alco/MLW | FA-1 | 1500 | 1949–1950 | 1977 | 28 | 4000–4027 | |
MLW | FA-2 | 1500 | 1951–1953 | 1977 | 20 | 4042–4051, 4084–4093 | |
CLC | CPA16-4 |
1600 | 1951–1954 | 1975 | 11 | 4052–4057, 4064–4065, 4104–4105 | |
CLC | CFA16-4 |
1600 | 1953 | 1975 | 6 | 4076–4081 | |
MLW | FPA-2 | 1500 | 1953 | 1975 | 7 | 4082–4083, 4094–4098 | |
MLW | C424 | 2400 | 1963–1966 | 1998 | 51 | 4200–4250 | 4200 originally numbered 8300 |
MLW | M-630 | 3000 | 1968–1970 | 1995 | 37 | 4500–4515, 4550–4581 | |
MLW | M-636 | 3600 | 1969–1970 | 1995 | 44 | 4700–4743 | |
MLW | M-640 | 4000 | 1971 | 1998 | 1 | 4744 | Rebuilt in 1984 as an AC Traction test unit[130] |
GMD | GP30 | 2250 | 1963 | 1998 | 2 | 5000–5001 | Originally numbered 8200–8201 |
GMD | GP35 | 2500 | 1964–1966 | 1999 | 23 | 5002–5025 | Some converted to control cabs |
GMD | SD40 | 3000 | 1966–1967 | 2001 | 65 | 5500–5564 | |
MLW | S-3 | 1000 | 1951–1959 | 1984 | 101 | 6500–6600 | |
MLW | S-10 | 1000 | 1958 | 1983 | 13 | 6601–6613 | |
MLW | S-10 | 660 | 1959 | 1985 | 10 | 6614–6623 | |
GMD | SW8 | 800 | 1950–1951 | 1994 | 10 | 6700–6709 | |
GMD | SW900 | 900 | 1955 | 1994 | 11 | 6710–6720 | 6711 used as a track mobile |
Alco/MLW | S-2 | 1000 | 1943–1947 | 1986 | 78 | 7010–7064, 7076–7098 | |
Baldwin | DS-4-4-1000 | 1000 | 1948 | 1979 | 11 | 7065–7075 | |
Baldwin | DRS-4-4-1000 | 1000 | 1948–1949 | 1979 | 13 | 8000–8012 | |
MLW | RS-23 | 1000 | 1959–1960 | 1997 | 35 | 8013–8046 | |
GMD | SW1200RS | 1200 | 1958–1960 | 2012 | 72 | 8100–8171 | Many rebuilt into SW1200RSUs in the 1980s |
Alco/MLW | RS-2 | 1500 | 1949–1950 | 1983 | 9 | 8400–8408 | |
GMD | GP7 | 1500 | 1952 | 2013 | 17 | 8409–8425 | Many rebuilt into GP7Us in the 1980s |
MLW | RS-3 | 1600 | 1954 | 1983 | 36 | 8426–8461 | |
GMD | GP9 | 1750 | 1954–1959 | 2015 | 200 | 8483–8546, 8611–8708, 8801–8839 | Many rebuilt into GP9Us in the 1980s |
MLW | RS-10 | 1600 | 1956 | 1984 | 65 | 8462–8482, 8557–8600 | |
CLC | H-16-44 | 1600 | 1955–1957 | 1976 | 40 | 8547–8556, 8601–8610, 8709–8728 | |
MLW | RS-18 | 1800 | 1957–1958 | 1998 | 74 | 8729–8800, 8824 | Many rebuilt into RS18Us in the 1980s |
CLC/FM | H-24-66 | 2400 | 1955 | 1976 | 21 | 8900–8920 | 8905[131] Preserved at the Canadian Railway Museum |
MLW | RSD-17 | 2400 | 1957 | 1995 | 1 | 8921 | Preserved at Elgin County Railway Museum[132] |
GMD | SD40-2F | 3000 | 1989 | 2016 | 25 | 9000–9003, 9005–9009, 9012–9013, 9015–9016, 9018–9019 | Scrapped, The rest not numbered here went to Central Maine and Quebec Railway
|
Budd | RDC-3 | 550 | 1953–1956 | 1978 | 5 | 9020–9024 | Many sold to Via Rail |
Budd | RDC-1 | 550 | 1955–1958 | 1978 | 24 | 9049–9072 | Many sold to Via Rail |
GMD | SD90MAC | 4300 | 1998–1999 | 2019 | 61 | 9100–9160 | Rebuilt into SD70ACUs
|
Budd | RDC-2 | 550 | 1951–1956 | 1978 | 23 | 9100–9199 | Many sold to Via Rail |
Budd | RDC-4 | 550 | 1955–1956 | 1978 | 3 | 9200–9251 | Sold to Via Rail |
Budd | RDC-5 | 550 | 1955–1956 | 1982 | 8 | 9300–9309 | Many sold to Via Rail |
GMD | SD90MAC-H | 6000 | 1998 | 2008 | 4 | 9300–9303 | All have been scrapped |
Corporate structure
Canadian Pacific Railway Limited (
Presidents
Term(s) | Name |
---|---|
1881–1888 | Sir George Stephen United Kingdom/Canada |
1889–1899 | Sir William Cornelius Van Horne United States/Canada |
1899–1918 | The Lord Shaughnessy United States/Canada
|
1918–1942 | Sir Edward Wentworth Beatty Canada |
1942–1947 | D'Alton Corry Coleman Canada |
1947–1948 | William Neal Canada |
1948–1955 | William Allen Mather Canada |
1955–1964, 1966 | Buck Crump Canada |
1964–1966 | Robert A. Emerson Canada |
1966–1972 | Ian David Sinclair Canada |
1972–1981 | Fred Burbidge Canada |
1981–1984 | William W. Stinson Canada |
1984–1990 | Russell S. Allison Canada |
1990–2006 | Robert J. Ritchie Canada |
2006–2012 | Fred Green Canada |
2012 | Stephen Tobias (Interim) United States |
2012–2017 | E. Hunter Harrison United States |
2017–Present | Keith Creel United States |
Major facilities
This section needs expansion. You can help by adding to it. (June 2008) |
CP owned a large number of large yards and repair shops across their system, which were used for many operations ranging from intermodal terminals to classification yards. Below are some examples of these.
Hump yards
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 2012 and 2013 under Hunter Harrison's company-wide restructuring; only the St. Paul Yard hump remains open.[135]
- Alyth Yard; handles 2,200 cars daily (closed)
- Franklin Park, Illinois – Bensenville Yard (closed)
- Montreal, Quebec – St. Luc Yard; active since 1950. Flat switching since the mid-1980s. (closed)
- St. Paul, Minnesota – Pig's Eye Yard / St. Paul Yard[136]
- Toronto Yard(also known as "Toronto Freight Yard or Agincourt Yard") (closed)
- Winnipeg, Manitoba – Rugby Yard (also known as "Weston Yard") (closed)
Aircraft
As of February 2023, Transport Canada lists the following aircraft in its database and operate as ICAO airline designator CRR, and telephony RAILCAR.[137][138]
- 1 - Cessna Citation Sovereign (Cessna 680)
- 1 - Bombardier CL-600
Joint partnership
- Toronto Terminal Railways – management team for Toronto's Union Station with Canadian National Railway.
See also
- Canadian Pacific Air Lines Flight 21
- Canadian Pacific Air Lines Flight 402
- Canadian Pacific Building (London)
- Canadian Pacific Building (New York City)
- Canadian Pacific Building (Toronto)
- CPR Festivals
- Facilities of the Canadian Pacific Railway
- History of Chinese immigration to Canada
References
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- ^ a b Quebec targets CP Railway for Lac-Mégantic cleanup costs. The Globe and Mail (14 August 2013). Retrieved 2013-10-05.
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- ^ Dana Mattioli, Liz Hoffman and David George-Cosh (13 October 2014). "Canadian Pacific Approached CSX About Merger Deal". The Wall Street Journal.
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- ^ "Canadian Pacific argues for Norfolk Southern takeover in new report". CYV News
- ^ News, ABC. "Business Index". ABC News
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- ^ Exporail. "Travelling schools". histoiredurailhistory.ca. Retrieved 21 January 2017.
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- ^ "Local food drive to coincide with Holiday Train passing" Archived 5 March 2017 at the Wayback Machine. The News-Herald, by Dave Herndon
- ^ "Thousands come out to see CP Holiday Train roll through Saskatoon". CBC News 6 December 2015
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- ^ "18th edition of the Canadian Pacific Holiday Train on track to raise $1.2M and 250,000 pounds of food". cpr.ca.
- ^ "CP holiday train on track Springwater". By Ian McInroy, Barrie Examiner, 1 December 2015
- ^ "A-list musicians to headline CP Holiday Train events in Hamilton, Calgary and Cottage Grove". cpr.ca. Retrieved 4 June 2018.
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{{cite magazine}}
: Cite magazine requires|magazine=
(help) - ^ Franz, Justin (14 November 2020). "Update: CP Fires Up Steam Locomotive For First Time in Eight Years". Railfan & Railroad Magazine.
- ^ Glischinski, Steve (14 November 2020). "Canadian Pacific No. 2816 to steam again for Holiday Train video (corrected)". Trains Magazine. Kalmbach Media. Archived from the original on 21 November 2020. Retrieved 15 June 2022.
- ^ "2022 Railroaders of the Year: Keith Creel and Pat Ottensmeyer, 'Transnational Team'". Railway Age. 13 January 2022. Retrieved 23 January 2022.
- ^ Rod Mickleburgh, "Protests are fine, but can the obnoxious profanity", The Globe and Mail, 26 September 2003, S3
- ^ Denis St. Pierre, "Protest greets Spirit Train", Sudbury Star, 13 October 2008, p. A9
- ^ Mark Klichling, "Protests don't derail Olympic Spirit Train", North Bay Nugget, 14 October 2008, A5
- ^ Stephanie Levitz, "Winter Olympic supporters and opponents both claim success from Spirit Train", The Canadian Press, 19 October 2008
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Canadian Pacific Railway: CRR, RAILCAR
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Further reading
- Berton, Pierre (1970). The National Dream: The Great Railway, 1871–1881. McClelland and Stewart, Toronto. ISBN 0-7710-1326-4.
- Berton, Pierre (1971). The Last Spike. McClelland and Stewart, Toronto. ISBN 0-7710-1327-2.
- Cruise, David and Alison Griffiths (1988). Lords of the Line. Viking, Markham, Ontario. ISBN 0-670-81437-7.
- Innis, Harold A. (1971) [1923]. A History of the Canadian Pacific Railway. University of Toronto Press, Toronto. ISBN 0-8020-1704-5.
- Leggett, Robert F. (1987). Railways of Canada. Douglas & McIntyre, Vancouver, British Columbia. ISBN 0-88894-581-7.
- Sandford, Barrie (1981). The Pictorial History of Railroading in British Columbia. Whitecap Books, Vancouver, British Columbia. ISBN 0-920620-27-2.
- The Premier's Funeral (11 June 1891). The Woodstock Evening Sentinel Review, p. 1.
- ISBN 978-0-393-06126-0.
External links
- Business data for Canadian Pacific Railway:
- Official website
- CPR, from Sea to Sea: The Scottish Connection Archived 13 March 2005 at the Wayback Machine – Historical essay, illustrated with photographs from the CPR Archives and the McCord Museum's Notman Photographic Archives
- Lavalle, Omer; Marshall, Tabitha (4 March 2015). "Canadian Pacific Railway". The Canadian Encyclopedia (online ed.). Historica Canada. Archived from the original on 14 April 2012. Retrieved 12 April 2012.
- The Canadian Pacific Railway inception – Digital artifacts, archival and graphic material from the UBC Library Digital Collections
- Winchester, Clarence, ed. (1936), "The conquest of Canada", Railway Wonders of the World, pp. 65–74, illustrated account of the construction of the Canadian Pacific Railway