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The Story of the Canadian Pacific Railway

page 4 On May 27, 2005, Canadian Pacific Railway named the railway interchange in Kamloops, British Columbia after Chinese labourer Cheng Ging Butt.The Cheng

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The Story of the Canadian Pacific RailwayHop aboard the Canadian Pacific Railway and travel through its history from the steam era to modern timesHop aboard the Canadian Pacific Railway and travel through its history from the steam era to modern timespage 2The people of British Columbiaagreed to join Canada after PrimeMinister Sir John A. Macdonaldpromised that a railway would bebuilt within ten years to join thiswesternmost province to the otherprovinces. The result was the birth ofthe Canadian Pacific Railway. Today,CPR remains one of Macdonald sgreatest legacies and has been thesubject of numerous books andsongs. These include Pierre Berton sbooks,The National Dream(1970)and The Last Spike(1972), and Gordon Lightfoot s well-known song,Canadian Railroad Columbia The PromiseThe Transcontinental RailwayOn July 1, 1867 fourprovinces joined together to form the new country of Canada. The four provinces Nova Scotia,New Brunswick, Quebec and Ontario were joined three years later byManitoba and the NorthwestTerritories. Then in 1871 BritishColumbia decided to join Canada,but only if the Canadiangovernment promised to build a transcontinental Columbia set a 10 year deadline for the completion of thislink to the rest of the 3John Alexander Macdonald, whowas born in Glasgow, Scotland onJanuary 10, 1815, came with hisparents to Kingston, Upper Canadain 1820 when he was only five yearsold. After receiving his educationand becoming a lawyer, Macdonaldwas elected to Upper Canada sLegislative Assembly at the age of29 and by 1857 was Premier ofUpper Canada. In Macdonald s earlyyears as a politician, Canada, as weknow it today, did not exist. Insteadthere were several British NorthAmerican colonies Newfoundland,Nova Scotia, Prince Edward Island,New Brunswick, Lower Canada(today called Quebec), UpperCanada (today called Ontario), andBritish Columbia. In addition to thecolonies there was the vastexpanse of land in the Westknown as Rupert s his years as apolitician in UpperCanada, Macdonaldsupported joining thecolonies together to formCanada. After meetings inCharlottetown, Prince EdwardIsland in 1864 and QuebecCity, Quebec in 1865,Macdonald and the otherFathers of Confederationworked out a deal thatwould form the basis of the British NorthAmerica (BNA) Act. OnJuly 1, 1867, the BritishParliament passed theBNA Act, creatingthe Dominion ofCanada. For thekey role he playedin bringing aboutConfederation,Queen Victoriaknighted Macdonald,giving him the title ofSir. Macdonald, elected asCanada s first PrimeMinister, held thatoffice from 1867 to 1873 and againfrom 1878 until his death on June 6, thiscaricature of Sir John A. Macdonald,CPR president CorneliusVan Horne used his talent as an artist topoke gentle fun atCanada s many thought itwas impossible to buildsuch a railway, Sir JohnA. Macdonald, Canada s firstprime minister, was determinedto keep his promise to the peopleof British Columbia. However,Macdonald s Conservativegovernment soon ran into troublewhen private financiers hired tobuild the railway bribedgovernment officials. Thiscaused a scandal,known as thePacific Scandal,which was thereason Macdonald sgovernment lost the election of1873 and the Liberals came topower. The Liberal government,under Prime MinisterAlexander Mackenzie,was not veryinterested inbuilding therailway. Itwasn t until1878, when Macdonaldwas re-elected prime minister thatconstruction of the railway startedin earnest. British Columbia s10-year deadline wasfast approachingand Macdonaldknew he had todo somethingto show theprovince therailway was on its a PromiseCanada s First Prime Minister Sir John A. Macdonaldpage 4On May 27, 2005, Canadian PacificRailway named the railwayinterchange in Kamloops,British Columbiaafter Chineselabourer Cheng GingButt. The ChengInterchange honorsthe many labourerswho toiled, somesacrificing their lives,to build the westernsection of the CPR fromPort Moody toCraigellachie, many years, the contribution ofthe Chinese railway workers wentlargely years ago CPR, working with theChinese community,erected a monument in Torontohonouring Chinese railwaylabourers. More recently, the RoyalCanadian Mint launched a two-coincommemorative set marking the120th anniversary of the completion of the CPR and theimportant partplayed by theChinese workers in building therailway. In 2005,CPR, once again building trackto expand in the West, took theopportunity to celebrate the Chineseworkers from the 1880s with thededication of the Cheng a NationCPR Honours Chinese WorkersThe best way to show that the railwaywas coming to British Columbiawas to start building tracks. So, theCanadian government hired an Americancontractor, Andrew Onderdonk, to startconstruction. Over the next seven years15,000 men, including many Chineselabourers, built 545 km of track in BritishColumbia from Port Moody to Eagle work was dangerous and cut throughsome of the most treacherous geographyin the Fraser Canyon. Many workers losttheir lives building this section of thetranscontinental railway, but thetracks built by these men showedBritish Columbians the railwaywas on its way. Canada had kept its promise and BritishColumbia decided to remainpart of the 5William Cornelius Van Horne ismost famous for overseeing theconstruction of the CanadianPacific Railway. This was a greatachievement, but just one of theways Van Horne left his mark onthe railway and Canada. VanHorne became one of CPR s firstvice presidents in 1884. Four years later, he became the presidentof CPR, a job he held until hisretirement in 1899. Van Hornewas appointed Chairman of CPR s Board of Directors thatsame year, a position he held until his resignation in addition to being asmart business man Van Horne was known for his great intellectualcuriosity. He had manyinterests, includinggeology, gardening,sketching, and artcollecting. He was one of the first people inCanada to acquireartworks by French impressionistpainters. After his retirement, VanHorne indulged in his passion forsketching. On a trip to Europe in1909, Van Horne sent hand drawnpostcards to his grandson inMontreal. He loved to drawelephants, including elephants on trains with their trunks allaboard. Author Barbara Nicholwas so inspired by Van Horne selephant sketches she wrote a book of verse using hisillustrations. This children s bookwas published in 2001 and isappropriately called,Trunks All story of the CPR wouldprobably be quite a different oneif Van Horne had not been at therailway s helm in its early , Van Horne is rememberedas the aristocratic railway builderof the Canadian Pacific in theCanadian Railway Hall of of Canadian Pacific RailwayWith construction underwayin the West, the Canadiangovernment still neededsomeone to complete the rest of therailway from the East. That is when agroup of investors steppedforward with the money andknow-how to completethe project. OnFebruary 16, 1881,Canada s governorgeneral declared the Canadian PacificRailway Company official and therailway company was born. The next day,George Stephen was named thecompany s president. The governmentgave the company $25 million and 25 million acres of land to buildCanada s first transcontinental ,things didn t get off to avery good start. During the first year ofconstruction crews laid only 211 kilometersof railway track. But soon thingsstarted moving along after therailway hired William CorneliusVan Horne. CPR offered VanHorne a salary of $15,000 a year,a very large sum of money forthe 1880s, to become the railway sgeneral manager. His job was tofinish building the railway over thePrairies and through the Cornelius Van Hornepage 6In 1882, with Van Horne in charge ofconstruction, crews laid 673 kilometers of track. The dream of a transcontinentalrailway was getting closer to being a reality. But,first there was one big problem to overcome how to get through the mountains? In the late1880s CPR did not have the modern equipment itdoes today, so laying tracks through the mountainswas a difficult task. Major Rogers, a surveyor,started looking for a possible route in took him two seasons to find a pass that therailway could use to cross the Selkirk pass was called Rogers Pass in honour ofthe Major. In addition to having the pass namedafter him, Rogers was rewarded with $5,000and a gold watch for his work. Today, CPR usestunnels under the mountains, while the Trans-Canada Highway follows the original CPR routeover Rogers the MountainsThe Rogers Pass was sosteep trains needed pusherlocomotives to help them get over thetop. In the winter avalanches often blockedthe tracks and many people lost their lives,either caught in an avalanche or digging out fromone. It soon became clear that a tunnel through themountain would be safer than going over RogersPass. On December 9, 1916, Canada s Governor-General, His Royal Highness the Duke of Connaught,officially opened the tunnel that bears his Connaught Tunnel served the railway as adouble track tunnel until November 11, 1958. Itwas then converted to single trackoperation so that the higher andwider loads on rail carswould TunnelBy the 1970s,CPR needed additional tracks tomove its trains more efficiently, so thecompany began the third and most expensiveof all the Rogers Pass projects. In 1982 CPR startedconstruction on a project to make it possible forlonger and heavier trains to travel through Rogers Passwith ease. The project, which consisted of a 1,229-metrelong viaduct, a shorter tunnel, and a tunnel, was completed in the late new Mount Macdonald Tunnel, with its gentleslope, meant that pusher locomotives were no longerneeded to help trains through Rogers Pass. Thismodern-day engineering feat is the longesttunnel in the western hemisphere and onOctober 15, 2003 the tunnel was namedto the Canadian Railway Hallof Macdonald Tunnelpage 7Surveyors had topush their way throughdense bush and scrambleover rugged terrain, and werealso in danger of forest fires,drowning, grizzly bears, andother wild animals, as well as hordes of peskymosquitoesA CPR track worker carves up the rails on his he do a rock and roll on that thing?CPR workers dig out from oneof the worst winter storms toever hit the prairies and hopefor better weather 1887, CPR had built 31 showshedsto protect trains from heavy snowand avalanches in the SelkirkMountains of BCThe CPR soon found outit was very expensive to build railway tracksthrough the mountains. By 1885the company had run out ofmoney and needed more tofinish building the tracks. Atthe same time CPR was havingfinancial difficulties, Canadawas dealing with the SecondNorthwest Rebellion on thePrairies. The governmentneeded to get soldiers fromeastern Canada to the Westto control the unrest withthe M tis and some of theFirst Nations peoples ofthe region. The nearly completed railwaywas used to move troops to the area in lessthan 10 days. This proved to the governmenthow useful a railway was to the country andthe government decided to help CPR with itsfinancial difficulties so the railway could be completed. Just a few months later, onNovember 7, 1885, Donald A. Smith drovethe last spike into the railway tracks atCraigellachie, BC, to commemorate the trackfrom the East meeting up with Onderdonk strack from the West. Sir John A. Macdonald sdream of a transcontinental railway wasnow real. Eight months later the firsttranscontinental train left Toronto andMontreal, on June 28, 1886, for the Pacific Last SpikeIf you lookclosely at thephoto of the lastspike, you willnotice the face of a boy in thecentre of the is EdwardMallandaine, who was born inVictoria, BC, on July 1, 1867, the veryday of Canada s left school when he was 14years old and began providing apony express delivery service to therailroad construction workers in BC. He made good money forseveral months, until the two endsof the rail-track drew close to eachother and most workers left thearea. Before ending his adventure,Edward decided to attend thehistoric last spike event. So, hehopped aboard an open flat-car,enduring a bumpy ride through a bitterly cold night to reachCraigellachie on Nov. 7, the ceremony,Edward, who was shortfor his age, wormed his wayforward between the burlytrack-workers crowding aroundthe CPR dignitaries, until he wasin the front row. A few momentslater Edward poked his headaround Donald Smith s shoulderjust as photographer AlexanderRoss took his famous picture. Soonafter Edward had his picture takenhe returned homeand studied tobecome anarchitect andsurveyor. Hebecame a success-ful land developer and wasco-founder of the town ofCreston, BC. Edward passed away in 1949 at the age of 82, foreverremembered as the boy in thepicture of the Last 8The Boy in the Photo?What is a Cowcatcher?Craigellachie CRAIG-AL-A-GHEEpage 9Driving theLast SpikeCanadian Pacific Railway hasbeen providing famouspeople with special trainsalmost since its one week after Canada sfirst transcontinental trainarrived in Port Moody, BC,July 4, 1886, CPR s firstspecial travellers PrimeMinister Sir John and his wife, Lady AgnesMacdonald took atranscontinentaltrain trip. Theytravelled in Sir John A sprivate car, Jamaica,across Canada. LadyAgnes rode on the frontof the train through themountains and started atrend. A few years later, Canada sgovernor general, Lord Stanleyof Preston, whose lastinglegacy is hockey s Stanley Cup,travelled across Canada in1889. He and Lady Stanleyalso rode on the front of thetrain through the PeopleI m a kid, maybe I ll be famous one dayA group of CPRworkers heldtheir ownLast Spikeceremony afterthe official Last Spike wasdriven at Craigellachie. Forget thetop hats, these were the real 7, 2005marked the120th anniversary of the drivingof the last spike. It was on thisdate in 1885at9:25 Canadian Pacific Railwayfinished laying the track forCanada s first transcontinentalrailway. Company director SirDonald Smith had the honour of using a spike maul, or sledgehammer, to drive the last spikejoining the track from the eastto the track built from the ceremony, which took placein Craigellachie, BC, wasattended by several CPR officials and the rail workers who hadjust joined the two sets of tracksearlier that morning. Althoughthere were no reporters orpoliticians at the ceremony,the event was marked by a very famous photo on page cowcatcher is not really forcatching cows, but the name ismuch more fun than the officialterm for a series of metal bars onthe front of a locomotive a device deflects objects fromthe track that might otherwisederail the train. Perhaps the pilotbecame known as a cowcatcherafter a cow decidedto catch a ride on a to Last SpikeCrowfoot,head chief of theBlackfoot, wearing hislifetime pass to travel on theCPR. Van Horne gave Crowfootthe pass after the resolution ofa dispute about the railway sconstruction through theBlackfoot order to encourage immigrantsto settle on the Prairies, CPRdecided to sell some of the land ithad received from the Canadiangovernment to build the , there was one problem;settlers did not know how to farmin the Prairie environment. In 1909,CPR solved this problem by sellingready-made farms. Each farm cameequipped with a house, barn, welland pump. The 65- to 130-hectarefarms were fenced, with one thirdof the land plowed and ready toseed. They were located nearschools, churches and, of course,the railway. The cost was ten equalannual payments of $1,300 forsmaller farms and $2,500 for larger first ready-made farmcolonies sprouted up in southernAlberta. Later ready-made farmcolonies were built along the CPRline from Wetaskiwin, Alberta toSaskatoon, Saskatchewan. Between1909 and 1919, CPR developed 762ready-made farms in 24 colonies of five to 122 10Settling the WestReady Made FarmsOver the next several yearsthe railway continued togrow. By 1889, the railwayextended from coast to coastreaching Saint John, NB, and theCPR was expanding into otherbusinesses. In order for the railwayto be profitable, it needed passengersand cargo, but not many peoplelived in the West when the railwaywas first built. So, as early as 1881,the railway got involved in landsettlement and land sales. CPRactively recruited immigrantsand settlers to come West by sellingthem farm land from the railway soriginal 25 million acre land grantat bargain prices. To help sell itsland, CPR set up 10 experimentalPrairie farms along the railwaytracks in 1884. An exhibit car full ofcrops grown on these farms touredaround Eastern Canada to showpotential settlers from Ontario andQuebec the bounty of the didn t just advertise for settlersin Eastern Canada, it also ranadvertisements in Europeannewspapers to tell people aboutthe fertile farmland of theCanadian Prairies. In 1909 CPRspent more money promotingimmigration than the for a new life in Canadapage 11The railway also becameinvolved in many otherenterprises. In 1882, CPRbought the parcel carrierDominion Express and started anexpress parcel service door todoor. That same year the railwaytransmitted its first commercialtelegram over telegraph lineserected alongside its track. Afterthe last spike was driven in 1885,CPR realized that passengers onthe railway needed a place to stopand rest. In1886 CPRpresident WilliamVan Horne decidedto build three hotels, MountStephen in Field, BC,Glacier House inRogers Pass, BC andFraser Canyon Housein North Bend, BCwere very modest,but they paved theway for the construction of otherhotels along CPR s rail line. Itwasn t long before grand resorthotels like the Banff Springs andChateau LakeLouise werebuilt. VanHorne alsosaw thepotential ofthe touristtrade and soproposed settingup a nationalparks system todraw tourists to theRocky 1883 three CPR constructionworkers had discovered a naturalhot springs at the base of SulphurMountain in Alberta; Van Hornedecided this would be a perfectspot for a park. The Canadiangovernment created a 26-kilometre reservation around the springs in November 1885,declaring that the springs wouldbelong to all Canadians as partof Canada s first national Mountains Park (laterrenamed Banff National Park)received royal assent in are now 41 national parksacross CanadaEntertainment and refreshments in the pool at the Banff Springs Hotel in the years between World Wars I and II. Life was tough 12After CanadianPacific Railwaybuilt hotels inAlberta andBritish Columbia,lots of touristsbegan to vacationin the luxuriousaccommodationsand enjoy thefabulous views inCanada s first nationalpark. Amateurmountain climberswere also comingwest to conquer theunscaled mountainpeaks. Thetouristtrade wasbooming,but then, in1896, anamateurmountainclimber fell to hisdeath while climbing MountLefroy. This tragic accident couldhave halted the tourist trade tothe mountains, but CPR saved theday by hiring Swissguides to safely guidetourists to the tops June 1899 thefirst two Swissguides, ChristianH sler andEdouard Feuzarrived. Theysettled in andprepared to offertheir guidingskills to CPRhotel guestsat Glacier,Field made it safefor just aboutanyone to climb amountain. In fact in the 55 years between 1899 and 1954that CPR's Swiss guides led guestsup and down mountain peaks,passes and glaciers, not a singleperson was a special time ofyear for telegrams, as relativeswanted to let loved ones far awayknow they weren t forgottenduring the holiday season. Peoplefelt very important when insteadof the postman trudging throughthe snow with a Christmas card, aCPR telegraph boy came to thedoor. A telegraph boy was alwaysoutfitted in a gray uniform,complete with a cap, boots andeven leggings; in his hand wouldbe a brightly coloured holidaytelegram designed by CPR s artdepartment. The telegrams were decorated withpictures of holly,poinsettias, dovesand Christmasscenes. Along withseason s greetings, they alsocontained a special message fromthe person who sent the went a step further in the1930s when Santagrams wereintroduced. These specialtelegrams were from Santa Claus himself and were a real hit with children anxiouslywaiting to hear whether theywere on his good or naughty list! The Telegraph BoySwiss GuidesDear Tommy stop you are in big troublestop there are 42 more nights stop thisis your last warning stop Santa stopIn 1899, Canada became involved inits first overseas conflict the BoerWar (1899-1902), sending volunteersand troops to South Africa in supportof Great Britain. Canadian PacificRailway director Donald AlexanderSmith, Lord Strathcona and MountRoyal, felt that the Canadiangovernment s commitment waslacking, so using his own money,he equipped and funded amounted cavalry. Fivehundred thirty sevenofficers and men, as well as599 horses, arrived in CapeTown, South Africa on April10, 1900. The men andhorses, calledStrathcona sHorse, foughtwith distinctionand returnedhome at the end of the war , the Lord Strathcona sHorse (Royal Canadians) isbased in Edmonton, year, the StrathconaMounted Troop performsmounted rides anddemonstrations acrossWestern CPR continued to help build Canada and its economy through its many railway was also a great help to Canada sefforts during the First World War from 1914 to devoted its rail repair shops to wartime shellproduction and CPR ships transported 810,000 troopsand millions of tons of supplies and ammunition. Whenthe war ended in1918, Canadahad lost almost62,000 men out ofa population ofjust 8 millionand CPR hadlost 1, s HorseWomen helped out the wartimeeffort by manufacturingmunitions in CPR s Angus Shops in MontrealCanadian Pacific Railway Goes to Warpage 13CPR passengercars converted tohospital cars wereused by the RedCross to transportwounded soldiersto their homesacross 14School DaysAfter the war Canadacontinued to prosper and the need for servicesgrew. But travel in the 1900s wasnot nearly as easy as it is todayand many children in remoteareas did not have the opportunityto attend school without travellinggreat distances from home. CPRfound a solution in 1926 with itsschool cars thatbrought education by rail tochildren living in NorthernOntario. The railway alsointroduced a specially equippeddental car to bring free dental careto Northern Ontario the Prairies, CPR used itstravelling tree-planting cars toeducate children and adults howto plant trees on the bald,parched prairie and the Canadian ForestryAssociation taught the young and the old how to plant trees on the Prairies. In a 50-year span,500 million trees were CarsIf there were no schools near yourhouse where would you go tolearn? To solve this problem forchildren living in northern Ontario,the provincial government decidedto bring the school to the 1926, the Ontario Departmentof Education hired the CanadianPacific Railway, the CanadianNational Railway and OntarioNorthland Railway to use some of their railcars as travellingclassrooms. Each school car wasdivided into two parts. One halfwas a classroom, complete with a chalkboard, charts, a map, desks,and a library and the other halfwas comfortable living quarters for the school cars travelled from placeto place with each stop lasting fivedays at a time. Students oftentravelled by foot in the summer orsnowshoes in the winter to attendclasses. Once Friday arrived, theschool car would move on to itsnext destination over the weekend,leaving the students with enoughhomework to last them until theschool car visited you can still see one of CPR soriginal school cars on display atthe Canadian Railway Museum inDelson/Saint-Constant, 1930s were not easy forCPR. Canada was in the midstof an economic depressionand the newly formed CanadianNational Railways was competingwith CPR for business. Then in 1939World War II broke out and thecompany once more devoted itsresources to Canada s war the next sixyears, CPR moved 307million tons of freightand 86 millionpassengers, includingmany soldiers and sailors. Twenty-two CPR ships went to war and 12of them were sunk. In the air, CPRpioneered the Atlantic Bridge the transatlantic ferrying ofbombers to Britain. CPR set uppilot training schools and openedCanada s far north to modern-daytravel, creating Canadian PacificAir Lines in1942. CPR alsotransformedmajor portions of itsrail repair shops in Montreal andCalgary to build munitions, navalguns and tanks. At CPR s ChateauFrontenac hotel in Quebec City CPR helped Canada host two veryimportant meetings in 1943 and1944 called the Quebec was at the first Quebec Conferencewhere Canadian Prime MinisterWilliam Lyon Mackenzie King,United States President FranklinDelano Roosevelt and British Prime Minister Winston Churchillplanned the D-Day invasion intoFrance, which ultimately won thewar in Europe. CPR s huge wareffort came with a cost, 21,787 CPR employees enlisted in WorldWar II, 658sacrificed their 15During both World War I and World War II,Canadian Pacific Railway turned itsrailway shops into munitionsfactories. Because so many menwere overseas fighting, therewas a real shortage of workersand women stepped in to fillthe void. Women not onlyworked at manufacturingmunitions, they also served asengine wipers, car cleaners andnurses. Today women work inall aspects of the rail industryfrom locomotive engineers toexecutive RailroadersWith many maleemployees offfighting in hewar, it was up towomen to keepthe railwayrunning. Thesewomen are wipingdown a from a Canadian PacificAirlines Douglas DC-3 will completeits journey by horse-drawn War, Againblah blahFALA! blah blahblahbla blablablablah blah blah FALA!blah blah blahblablablabla blahFrom 1941 to 1943, CPR s AngusShops in Montreal produced 1,420Valentine army tanks to supportthe Allies in World War terrier Fala was a well-travelledand well-loved dog, accompanying US President Franklin Roosevelt and hiswife Eleanor on many of their foreigntrips. In this photo Fala shows off forCanadian Prime Minister William LyonMackenzie King at the 1943 Quebec City 16Travelling in StyleFor over 100 years, senators, primeministers, presidents, dukes andduchesses, princes and princesses,kings, queens and emperors havetravelled in style on CanadianPacific Railway s trains. Thesevisitors travelled on specialpassenger cars known as businesscars. The business cars wereoriginally built for CPR executives,so they could travel the railwayin comfort. The cars are elegant,with wood paneling and carvingsof the finest mahogany andother exotic woods. They alsohave bedrooms with beds ratherthan berths, as well as and visitors not onlyslept in comfort, they also dinedin high style with fine linens,china and silverware. Whenpassengers weren t sleeping oreating they could relax in thecomfortable chairs in the loungearea at the back of each car andview Canada s theeleganceof thesebygone days of train travel hasbeen recreated by CPR s RoyalCanadian Pacific Electric produced diesel-electric locomotives as early as 1918,but it took several years beforeCanadian Pacific Railway wasconvinced that diesel power washere to stay. At the end of 1942, CPRoperated 1,686 steam locomotivesand only one diesel locomotive. Butit soon it became apparent thatdiesel locomotives are easier tomaintain and operate moreefficiently than steam , all of CPR s locomotives arediesel, except for one very specialsteam 2001, the CPR Empress 2816 re-entered active service as a rovingambassador for CPR. This class H1bHudson-type locomotive was builtby Montreal Locomotive Works inDecember 1930 and logged morethan two million miles in activeservice before being retired on May26, 1960. After a complete three-yearrebuild, 2816 has been restored to itsoriginal splendor. Each year the CPREmpress visits communities alongthe CPR s mainline, once againthrilling spectators, young and old,with the sights and the sounds ofthe steam Back to BusinessCPR s Roving AmbassadorAfter the war effort, it wastime to get back to thebusiness of being arailway. Before the war all but oneof CPR s locomotives were poweredby steam. Then in the 1950s, CPRbegan using diesel locomotiveseventually retiring the last of itssteam locomotives in the , known for its ingenuity, wasoften the first to introduce newtechnology. In 1952, CPR was the firstrailway to offer the new generationof piggyback service where trucktrailers are carried on railwayflatcars. A few years later, in 1967,CPR introduced Canada s firstremote-controlled mid-train diesellocomotives in freight service, usinga robot radio-command allowed the railway to increasethe length of its trains and theamount of freight carried on eachtrain. Several years later, in 1984,CPR was the first railway in NorthAmerica to pioneer the use of AC-traction locomotives. AClocomotives have a much greaterhauling capacity then standarddirect current (DC) example, three of today s 4,400horsepower AC4400 CW AC-tractionlocomotives do the work of five1960s-to-1980s 3, locomotives. While AClocomotives are more expensive,they are more fuel efficient, havebetter reliability and require lessmaintenance than DC in transit on CPR make surethey don t getmisplaced. Youjust never know!page 17The cab of a modernlocomotive sportslots of 18From the late 1970s, when Via Rail was formed to takeover passenger services inCanada, CPR concentrated on its freight service. The railwaycontinued to expand in the early1990s with its two US railways the Soo Line Railroad and theDelaware and Hudson 1996, Canadian Pacific Railwaymoved its head office to Calgary,Alberta from Montreal, railway decided it made moresense to be located in Alberta closeto Prairie grain and BC coal, twoproducts that make up a largepercentage of goods moved by therailway. Three years after movingto Calgary, CPR launched itsfirst Holiday Train, whichhas become an annualHoliday Tradition. As thetrain travels across Canadaand the US, it gives CPR employeesthe chance to say thank you to thecommunities along its tracks. Thetrain also helps raise awarenessabouthunger bycollectingdonations of food andmoney forcommunityfood banks in each town and citythe train the company continuedto grow and expand itsbusiness beyond therailway, it changed its name in 1971from Canadian Pacific Railway toCanadian Pacific Limited. Althoughthe company had many interests,its main businesses were: therailway; ships; hotels; mines,minerals and manufacturing;oil and gas exploration; airlines;telecommunications; trucking;and real estate. By the 1980s,CPL had become Canada s secondlargest company with some100,000 HolidayTrains meet atthe Canada/USborder on theirannual trek toraise food andmoney to help in the fightagainst More Than a RailwayMoving across North Americapage 20A New BeginningOn October 3, 2001, amomentous eventoccurred in therailway s history. Canadian PacificLimited was dissolved and thecompany s main businessesbecame five separate of the five, of course, wasCanadian Pacific Railway. Sincebecoming a separate company,CPR has continued to usetechnology and ingenuity to movemore and more products on itstrains. CPR has the mostAC locomotives of all the largeNorth American railways andmany of its trains exceed 3,000meters. As CPR trains becomemore frequent and longer, beingsafe around trains remains oneof the company s most importantmessages for bothemployees and the public,especially children. That is whythe CPR Police and OperationLifesaver offer public educationsessions at schools and otherpublic events to educate peopleabout train safety. Remember,being safe is being ! LISTEN! LIVE!Every year Operation Lifesaverand the railways bring thesafety message Stay Off, StayAway, Stay Alive!to thousands of school children in Canadaand the United States. Safetyvideos, written materials andextensive web sites are alsoprovided by Operation more information onOperation Lifesaver Canada goto in the United you know?Did you know that in 2004 therewere 237 collisions between trainsand motor vehicles at highway or railway crossings in Canada,resulting in 25 deaths and 50 peoplebadly hurt? In addition to highwayor railway crossing collisions, therewere 99 trespassing incidents,67 pedestrian deaths and 34serious pedestrian injuries. In theUnited States, a person or vehicle ishit by a train approximately everytwo hours and many of theseaccidents involve death or seriousinjuries. Trains cannot stop average freight train travellingat 100 kilometres an hour requiresabout kilometres to passenger train travelling at120 kilometres an hour requiresabout kilometres to appear at any timeand simply can t stop on a sharp, think smart and clear the the law and watchyour back!The Prairies-to-Vancouver track,which crosses the rugged RockyMountains, is Canadian PacificRailway s busiest rail resources, such as coaland wheat, shipped to Asiacontinue to grow and imports of consumer goods made in Asia anddestined for Canadian storeshelves have also increased. Inorder to meet this demand, CPRundertook a project in 2005 toexpand freight capacity on thisbusy stretch of track. The workinvolved building and extendingsidings, laying sections of doubletrack, improving signal systemsand installing staging tracks andtrack-to-track crossovers. Duringthe construction, CPR installedmore than 530,000 feet of rail,137,000 crossties, and 300,000tons of rock the dream of atranscontinental railway was first realized CanadianPacific Railway has become one of the most recognized of allcompanies in Canada and celebrating 125 years ofsuccess, CPR has begun anotherexciting chapter in its long major expansion project wascompleted in 2005, when CPR builtadditional tracks in British Columbia,Alberta and Saskatchewan. NorthAmericans are buying more productsfrom places like China andJapan and the railway plays avery important part in deliveringthese products everything fromcars to toys to stores throughoutNorth America. By building moretrack, CPR can move about 400more railcars each day. This meansgoods from the Port of Vancouverare transported across the continentfaster and more efficiently. CanadianPacific Railway has had manymomentous events throughout itslong and illustrious history, butnone more exciting than thefuture that stretches before 21CPR transports windmills from the United Statesto a wind farm in Promising FutureWestern Expansion 2006 Canadian Pacific Railway Communications and Public Affairs

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