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The Canadian Pacific Railway CPRalso known formerly as CP Rail reporting mark CP between andis a historic Canadian Class I railroad incorporated in The railroad is owned by Canadian Pacific Railway Limitedwhich began operations as legal owner in a corporate restructuring in Its rail network also serves Minneapolis-St. PaulMilwaukeeDetroitChicagoand New York City in the United States.

The railway was originally built between Eastern Canada and British Columbia between and connecting with Ottawa Valley and Georgian Bay area lines built earlierfulfilling a promise extended to British Columbia when it entered Confederation in It was Canada's first transcontinental railwaybut no longer reaches the Atlantic coast. Primarily a freight railway, the CPR was for decades the only practical means of long-distance passenger transport in most regions of Canada, and was instrumental in the settlement and development of Western Canada.

The CPR became one of the largest and most powerful companies in Canada, a position it held as late as A beaver was chosen as the railway's logo because it is the national symbol of Canada and was seen as representing the hardworking character of the company.

The company acquired two American lines in The trackage of the ICE was at one time part of CP subsidiary Soo Line and predecessor line The Milwaukee Road. It is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP. The creation of the Canadian Pacific Railway was a task originally undertaken for a combination of reasons by the Conservative government of Prime Minister Sir John A.

Macdonald 1st Canadian Ministry. He was helped by Sir Alexander Tilloch Galtwho was the owner of the North Western Coal and Navigation Company. His company went through several name changes during the process of the construction of the railway. British Columbiaa four-month sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation initially requesting a wagon road.

Macdonald saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing interests in Quebec and Ontario wanted access to raw materials and markets in Western Canada. The first obstacle to its construction was political. The logical route went through the American Midwest and the city of Chicago, Illinois. To ensure this routing, the government offered huge incentives including vast grants of land in the West.

InSir John A. Macdonald and other high-ranking politicians, bribed in the Pacific Scandalgranted federal contracts to Hugh Allan 's Canada Pacific Railway Company which was unrelated to the current company rather than to David Lewis Macpherson 's Inter-Ocean Railway Company which was thought to have connections to the American Northern Pacific Railway Company.

Because of this scandal, the Conservative Party was removed from office in The new Liberal prime minister, Alexander Mackenzieordered construction of segments of the railway as a public enterprise under the supervision of the Department of Public Works led by Sandford Fleming. Surveying was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon.

With Macdonald's return to power on 16 Octobera more aggressive construction policy was adopted. Macdonald confirmed that Port Moody would be the terminus of the transcontinental railway, and announced that the railway would follow the Fraser and Thompson rivers between Port Moody and Kamloops. The contract was awarded to Andrew Onderdonkwhose men started work on 15 May After the completion of that section, Onderdonk received contracts to build between Yale and Port Moody, and between Savona's Ferry and Eagle Pass.

On 21 Octobera new syndicate, unrelated to Hugh Allan's, signed a contract with the Macdonald government and Fleming was dismissed.

The Montreal-based syndicate officially comprised five men: George StephenJames J. HillDuncan McIntyreRichard B.

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Angus and John Stewart Kennedy. Smith and Norman Kittson were unofficial silent partners with a significant financial interest. On 15 Februarylegislation confirming the contract received royal assentand the Canadian Pacific Railway Company was formally incorporated the next day.

The large subsidy also needed to compensate the CPR for not constructing the line in the future, but rather right away even though demand would not cover operational costs. Building the railway took over four years. The Canadian Pacific Railway began its westward expansion from Bonfield, Ontario previously called Callander Stationwhere the first spike was driven into a sunken railway tie.

Bonfield was inducted into Canadian Railway Hall of Fame in as the CPR first spike location. That was the point where the Canada Central Railway extension ended. The CCR started in Brockville and extended to Pembroke. It then proceeded cross-country towards its final destination of Bonfield.

Duncan McIntyre and his contractor James Worthington piloted the CPR expansion. Worthington continued on as the construction superintendent for the CPR past Bonfield. He remained with the CPR for about a year after which he left the company.

McIntyre was uncle to John Ferguson who staked out future North Bay and who became the town's wealthiest inhabitant and mayor for four successive terms. 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 Passa route suggested by Sir Sandford Fleming based on a decade of work.

However, the CPR quickly discarded this plan in favour of 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. This route was more direct and closer to the Canada—US border, making it easier for the CPR to keep American railways from encroaching on the Canadian market. However, this route also had several disadvantages.

One was that the CPR would need to find a route through the Selkirk Mountains in British Columbia while, at the time, it was not known whether a route even existed. The job of finding a pass was assigned to a surveyor named Major Albert Bowman Rogers. Rogers became obsessed with finding the pass that would immortalize his name. He discovered the pass in April [13] [14] and, true to its word, the CPR named it " Rogers Pass " and gave him the cheque.

However, he at first refused to cash it, preferring to frame it, saying he did not do it for the money. He later agreed to cash it with the promise of an engraved watch.

Another obstacle was that the proposed route crossed land in Alberta that was controlled by the Blackfoot First Nation. This difficulty was overcome when a missionary priest, Albert Lacombepersuaded the Blackfoot chief Crowfoot that construction of the railway was inevitable.

In return for his assent, Crowfoot was famously rewarded with a lifetime pass to ride the CPR. A more lasting consequence of the choice of route was that, unlike the one proposed by Fleming, the land surrounding the railway often proved too arid for successful agriculture. The CPR may have placed too much reliance on a report from naturalist John Macounwho had crossed the prairies at a time of very high rainfall and had reported that the area was fertile.

The greatest disadvantage of the route was in Kicking Horse Passat the Alberta-British Columbia border on the continental divide. This was over four times the maximum gradient recommended for railways of this era, and even modern railways rarely exceed a two-percent gradient. However, this route was far more direct than one through the Yellowhead Pass and saved hours for both passengers and freight. This section of track was the CPR's Big Hill.

Despite these measures, several serious runaways still occurred including the first locomotive, which belonged to the contractors, to descend the line. CPR officials insisted that this was a temporary expediency, but this state of affairs would last for 25 years until the completion of the Spiral Tunnels in the early 20th century.

Inconstruction progressed at a pace too slow for the railway's officials who, inhired the renowned railway executive William Cornelius Van Horne to oversee construction with the inducement of a generous salary and the intriguing challenge of handling such a difficult railway project. The Thunder Bay branch west from Fort William was completed in June by the Department of Railways and Canals and turned over to the company in Maypermitting all-Canadian lake and railway traffic from Eastern Canada to Winnipegfor the first time in Canada's history.

By the end ofthe railway had reached the Rocky Mountains, just eight kilometres five miles east of Kicking Horse Pass. The construction seasons of and would be spent in the mountains of British Columbia and on the north shore of Lake Superior.

Many thousands of navvies worked on the railway. Many were European immigrants. In British Columbia, government contractors hired workers from China, known as " coolies ". They did the most dangerous construction jobs, such as working with explosives to clear tunnels through rock.

Many of the men who survived did not have enough money to return to their families in China, although Chinese labour contractors had promised that as part of their responsibilities. Yet the Chinese were hard working and played a key role in building the Western stretch of the railway; even some boys as young as twelve years old served as tea-boys.

In the Canadian government issued a formal apology to the Chinese population in Canada for their treatment both during and following the construction of the CPR. Byrailway construction was progressing rapidly, but the CPR was in danger of running out of funds. The bill received royal assent on 6 March In Marchthe North-West Rebellion broke out in the District of Saskatchewan.

Van Horne, in Ottawa at the time, suggested to the government that the CPR could transport troops to Qu'Appelle, Saskatchewan Assiniboia in 10 days. Some sections of track were incomplete or had not been used before, but the trip to Winnipeg was made in nine days and the rebellion quickly suppressed.

This money was desperately needed by the CPR. However, this government loan later became controversial. Even with Van Horne's support with moving troops to Qu'Appelle, the government still delayed in giving its support to CPR. This was due to Sir John A. Macdonald putting pressure on George Stephen for additional benefits. On 7 Novemberthe last spike was driven at Craigellachie, British Columbiamaking good on the original promise.

Four days earlier, the last spike of the Lake Superior section was driven in just west of Jackfish, Ontario. While the railway was completed four years after the original deadline, it was completed more than five years ahead of the new date of that Macdonald gave in The successful construction of such a massive project, although troubled by delays and scandal, was considered an impressive feat of engineering and political will for a country with such a small population, limited capital, and difficult terrain.

It was by far the longest railway ever constructed at the time. It had taken 12, men and 5, horses to construct the Lake section alone. Meanwhile, in Eastern Canada, the CPR had created a network of lines reaching from Quebec City to St.

In it acquired a minority interest in the Toronto, Hamilton and Buffalo Railwaygiving it a link to New York and the Northeast United States. The last spike in the CPR was driven on 7 Novemberby one of its directors, Donald Smithbut so many cost-cutting shortcuts were taken in constructing the railway that regular transcontinental service could not start for another seven months while work was done to improve the railway's condition part of this was because of snow in the mountains and lack of snowsheds to keep the line open.

However, had these shortcuts not been taken, it is conceivable that the CPR might have had to default financially, leaving the railway unfinished. This train consisted of two baggage cars, a mail car, one second-class coach, two immigrant sleepers, two first-class coaches, two sleeping cars and a diner several dining cars were used throughout the journey, as they were removed from the train during the night, with another one added the next morning.

By that time, however, the CPR had decided to move its western terminus from Port Moody to Granvillewhich was renamed "Vancouver" later that year. The first official train destined for Vancouver arrived on 23 Mayalthough 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.

Ina 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 LondonOntario, to the Canada—US border at Windsor, Ontario.

That line opened on 12 June The CPR also leased the New Brunswick Railway in for years, [24] and built the International Railway of Maineconnecting Montreal with Saint John, New Brunswickin The connection with Saint John on the Atlantic coast made the CPR the first truly transcontinental railway company in Canada and permitted trans-Atlantic cargo and passenger services to continue year-round when sea ice in the Gulf of St.

Lawrence closed the port of Montreal during the winter months. Bycompetition with the Great Northern Railway for traffic in southern British Columbia forced the CPR to construct a second line across the province, south of the original line.

The controversial Crowsnest Pass Agreement effectively locked the eastbound rate on grain products and westbound rates on certain "settlers' effects" at the level. Although temporarily suspended during the First World Warit was not until that the " Crow Rate " was permanently replaced by the Western Grain Transportation Act which allowed for the gradual increase of grain shipping prices. The Crowsnest Pass line opened on 18 Juneand followed a complicated route through the maze of valleys and passes in southern British Columbia, rejoining the original mainline at Hope after crossing the Cascade Mountains via Coquihalla Pass.

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 Railwaythe Kaslo and Slocan Railwaythe Columbia and Kootenay Railwaythe Columbia and Western Railway and various others.

Practically speaking, the CPR had built a railway that operated mostly in the wilderness. The usefulness of the prairies was questionable in the minds of many.

The thinking prevailed that the prairies had great potential. Proving already to be a very resourceful organization, Canadian Pacific began an intense campaign to bring immigrants to Canada.

Canadian Pacific agents operated in many overseas locations. 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. During the first decade of the 20th century, the CPR continued to build more lines. In the CPR opened a line connecting Toronto with Sudbury. Previously, westbound traffic originating in southern Ontario took a circuitous route through eastern Ontario.

Several operational improvements were also made to the railway in Western Canada. In the CPR completed two significant engineering accomplishments. The most significant was the replacement of the Big Hill, which had become a major bottleneck in the CPR's main line, with the Spiral Tunnelsreducing the grade to 2.

The Spiral Tunnels opened in August. In Aprilthe CPR started work to replace the Old Calgary-Edmonton Rail Bridge across the Red Deer River with a new standard steel bridge that was completed by March On 3 Novemberthe Lethbridge Viaduct over the Oldman River valley at LethbridgeAlberta, was opened.

It is 1, metres 5, feet long and, at its maximum, 96 metres feet high, making it one of the longest railway bridges in Canada. In the CPR replaced its line through Rogers Passwhich was prone to avalanches the most serious of which killed 62 men in with the Connaught Tunnelan eight-kilometre-long 5-mile tunnel under Mount Macdonald [29] that was, at the time of its opening, the longest railway tunnel in the Western Hemisphere.

On 21 Januarya passenger train derailed on the CPR line at the Spanish River bridge at Nairn, Ontario near Sudburykilling at least The CPR acquired several smaller railways via long-term leases in On 3 Januarythe CPR acquired the Dominion Atlantic Railwaya railway that ran in western Nova Scotia. This acquisition gave the CPR a connection to Halifaxa significant port on the Atlantic Ocean. The Dominion Atlantic was isolated from the rest of the CPR network and used the CNR to facilitate interchange; the DAR also operated ferry services across the Bay of Fundy for passengers and cargo but not rail cars from the port of Digby, Nova Scotiato the CPR at Saint John, New Brunswick.

DAR steamships also provided connections for passengers and cargo between YarmouthBoston and New York. On 1 Julythe CPR acquired the Esquimalt and Nanaimo Railwaya railway on Vancouver Island that connected to the CPR using a railcar ferry. The CPR acquired the Quebec Central Railway on 14 December By then, the CPR had competition from three other transcontinental lines, all of them money-losers.

Inthese lines were consolidated, along with the track of the old Intercolonial Railway and its spurs, into the government-owned Canadian National Railways. The CPR suffered its greatest loss of life when one of its steamships, the Empress of Irelandsank after a collision with the Norwegian collier SS Storstad. On 29 Maythe Empress operated by the CPR's Canadian Pacific Steamship Company went down in the St. Lawrence River with the loss of 1, lives, of which were passengers.

During the First World War CPR put the entire resources of the "world's greatest travel system" at the disposal of the British Empirenot 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. 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.

CNR would become the main competitor to the CPR in Canada. In Henry Worth Thornton replaced David Blyth Hanna becoming the second president of the CNR, and his competition spurred Edward Wentworth Beattythe first Canadian-born president of the CPR, to action.

The Great Depressionwhich lasted from untilhit many companies heavily. While the CPR was affected, it was not affected to the extent of its rival CNR because it, unlike the CNR, was debt-free. The CPR scaled back on some of its passenger and freight services, and stopped issuing dividends to its shareholders after Hard times led to the creation of new political parties such as the Social Credit movement and the Cooperative Commonwealth Federationas well as popular protest in the form of the On-to-Ottawa Trek.

One highlight of the late s, both for the railway and for Canada, was the visit of King George VI and Queen Elizabeth during their royal tour of Canadathe first time that the reigning monarch had visited the country. The CPR and the CNR shared the honours of pulling the royal train across the country, with the CPR undertaking the westbound journey from Quebec City to Vancouver. Later that year, the Second World War began. As it had done in World War I, the CPR devoted much of its resources to the war effort.

It retooled its Angus Shops in Montreal to produce Valentine tanks and other armoured vehicles, and transported troops and resources across the country. As well, 22 of the CPR's ships went to war, 12 of which were sunk. After World War II, the transport industry in Canada changed. Where railways had previously provided almost universal freight and passenger services, cars, trucks and airplanes started to take traffic away from railways.

This naturally helped the CPR's air and trucking operations, and the railway's freight operations continued to thrive hauling resource traffic and bulk commodities. However, passenger trains quickly became unprofitable.

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During the s, the railway introduced new innovations in passenger service. In it introduced The Canadiana new luxury transcontinental train. However, in the s the company started to pull out of passenger services, ending services on many of its branch lines.

It also discontinued its secondary transcontinental train The Dominion inand in unsuccessfully applied to discontinue The Canadian. For the next eight years, it continued to apply to discontinue the service, and service on The Canadian declined markedly.

On 29 OctoberCP Rail transferred its passenger services to Via Raila new federal Crown corporation that is responsible for managing all intercity passenger service formerly handled by both CP Rail and CN. Via eventually took almost all of its passenger trains, including The Canadianoff CP's lines. Inas part of a corporate reorganization, each of the CPR's 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 Its air, express, telecommunications, hotel and real estate holdings were spun off, and ownership of all of the companies transferred to Canadian Pacific Investments.

On 10 November a derailment of a hazardous materials ninjatrader futures brokers in Mississauga, Ontarioled to the evacuation ofpeople; there were no fatalities. In CP Rail commenced construction of the Mount Macdonald Tunnel to augment the Connaught Tunnel under the Selkirk Mountains.

The first revenue train passed through the tunnel forex metatrader 4 free download During the s, the Soo Line Railroadin which CP Rail still owned a controlling interest, underwent several changes. It acquired the Minneapolis, Northfield and Southern Railway in Then on 21 Februarythe Soo Line obtained a controlling interest in the Milwaukee Roadmerging it junior stockbroker positions in london its system on 1 January In pacific basin stock markets of CPR's trackage in the Great Lakes region, including much of the original Soo Line, were spun off into a trading forex tanpa stop loss railway, the Wisconsin Centralwhich was subsequently purchased by CN.

Influenced by the Canada-U. Free Trade Agreement of which liberalized trade between the two nations, the CPR's expansion continued during the early s: CP Rail gained full control of the Soo Line inand bought the Delaware and Hudson Railway in During the next few years CP Rail downsized its route, and several Canadian branch lines and even some secondary mainlines were either sold to short lines or abandoned.

This rationalization, however, came at a price, as many grain elevators in the region known as Canada's Breadbasket shut down due to not being able to distribute their thousands of bushels of grain through a large enough region. This included all of its lines east of Montreal, with the routes operating across Maine and New Brunswick to the port of Saint John operating as the Canadian Atlantic Railway being sold or abandoned, severing CPR's transcontinental status in Canada ; the opening of the How much money is one lot in forex. 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. InCP Rail moved its head office from Windsor Station in Montreal to Gulf Canada Square in Calgary, Alberta.

CP consolidated most of its Canadian train control into the new office, creating the Network Management Centre NMC. The NMC controlled all CP train movement from the Port of Vancouver to Northern Ontario Belajar forex support dan resistance, Ontario. A smaller office was left at Windsor Station, which controlled train traffic from Mactier to the Port of Montreal.

InCP Rail moved its head office to Calgary from Montreal and changed its name back to Canadian Pacific Railway. A new subsidiary company, the St.

Lawrence and Hudson Railwaywas created to operate its money-losing lines in eastern North America, covering QuebecSouthern and Eastern Ontariotrackage rights to ChicagoIllinoisas 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.

Inthe CPR's parent company, Canadian Pacific Limitedspun off its five subsidiaries, including the CPR, into independent companies. 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 earlydropping make money knitting spinning 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. On 4 SeptemberCPR announced it was acquiring the Dakota, Minnesota and Eastern Railroad from London-based Electra Private Equity. CPR stated its intention to use this purchase to gain access to the rich coalfields of Wyoming 's Powder River Basin.

The transaction was subject to approval of the U. Surface Transportation Board STBwhich was expected to take about a year. On 28 Octoberin a 13D regulatory filing, the U. The stake eventually increased to At a meeting with the company that month, Pershing's head Bill Ackman proposed replacing Fred Green as CP's chief executive.

Just hours before the railway's annual shareholder meeting on Thursday, 17 MayGreen and five other board members, including chairman John Cleghorn, resigned.

The seven nominees, including Ackman and his partner, Paul Hilalwere then binary options trading explanation. The reconstituted board, having named Stephen Tobias former vice president and chief operating officer of Norfolk Southern Railroad as interim CEO, initiated a search for a new CEO, eventually settling on E.

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Hunter Harrisonformer President of CN Rail, on 29 June Canadian Pacific Railway Ltd. The strike ended with a government back-to-work bill forcing both sides to come to a binding agreement. Buy dow jones industrial stock dividends spokesman Ed Greenberg stated "Canadian Pacific has reviewed the notice.

As a matter of fact, in law, CP is not responsible for this cleanup. On 12 October it was reported buy forex sell signal software Canadian Pacific had tried to enter into a merger with American Railway CSXbut was unsuccessful.

In Canadian Pacific sought to merge with American railway Norfolk Southern. Canadian Pacific Railway's North Line, which runs from Edmonton to Winnipega high capacity best ways to make money in pokemon x and y, is connected to "all the key refining markets in North America.

CPR COO Keith Creel said CPR was in a growth position in thanks to the increased Alberta crude oil, Western Canadian Select WCS, transport that will account for one-third of CPR's new revenue gains through "aided by improvements at oil-loading terminals and track in western Canada. Over half of CP's freight traffic is in coal, grain and intermodal freight, and the vast majority of its profits are made in western Canada.

A major shift in trade from the Atlantic to the Pacific has caused serious drops in CPR's wheat shipments through Thunder Bay. It also ships automotive parts and assembled automobiles, sulphurfertilizers, other chemicals, forest products and other types jordans stock market commodities.

The busiest part of its railway network is along its main line between Calgary and Vancouver. Sincecoal has become a major commodity hauled by CPR. Coal is shipped in broker elliot forex wave strategy trains from coal mines in the mountains, most notably Sparwood, British Columbia to terminals at Roberts Bank and North Vancouverfrom where it is then shipped to Japan.

CP hauls millions of tonnes of coal to the west coast each year. Grain is hauled by the CPR from the prairies to ports at Thunder Bay the former cities of Fort William and Port ArthurQuebec City and Vancouver, where it is then shipped overseas. Prize money for the masters tournament traditional winter export port was West Saint John, New Rand euro exchange rate converterwhen ice closed the St.

Grain harley davidson stock exchange always been a significant commodity hauled by the CPR; between andthe 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 Binary options demo uk. Inthe CPR became the first North Estee lauder stock market railway to introduce intermodal or "piggyback" freight service, where truck trailers are carried on flat cars.

Containers later replaced most piggyback service. Inthe 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 classic easy forex login to meet the demands of the upper class.

The CPR also had a line of Great Lakes ships integrated into its transcontinental service. From untilthese ships linked Owen Sound on Georgian Bay to Fort William. Following a major fire in December that destroyed the grain elevator, operations were relocated to adamczyk unit binary options new, larger port created by the CPR at Port McNicoll opening in May Five ships allowed daily service, and included the S.

Keewatin built in which remained in use until the end of service. Travellers went by train from Toronto 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 with one ship, the Keewatincarrying on in freight how much can i earn as a childminder in london 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 After World Usd rupee rate chart II, passenger traffic declined as automobiles and aeroplanes became more common, but the CPR continued to innovate in an attempt to keep passenger numbers up.

Beginning 9 Novemberthe CPR introduced Budd Rail Diesel Cars RDCs on many of its lines. Officially called "Dayliners" by forex brokers by leverage CPR, they were always referred to as Budd Cars by employees.

Greatly reduced travel times and reduced costs resulted, which saved service on many lines for a number of years. The CPR went on to acquire the second largest fleet of RDCs totalling 52 cars. 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.

On 24 Aprilthe CPR introduced a new luxury transcontinental passenger train, The Canadian. 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 locomotivesand 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 hdfc forex card review Crowsnest Pass in Januaryand on its Quebec Central in Apriland the transcontinental train The Dominion was dropped in January On 29 OctoberCP Rail transferred its passenger services to Via Raila new federal Crown corporation that was now responsible for intercity passenger services in Canada.

Canadian Prime Minister Brian Mulroney presided over major cuts in Via Rail service on 15 January This ended service by "The Canadian" over CPR rails, and the train was rerouted on the former "Super Continental" route via Canadian National without a change of name.

Where both trains had been daily prior to the 15 January cuts, the surviving "Canadian" was only a three-times-weekly operation. In Octoberthe "Canadian" was reduced to twice-weekly for the six-month off-season period, and now 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 Forex broker mini accounts. CP Rail introduced Canada's first bi-level passenger cars here in On 1 Octoberthe Montreal Urban Community Transit Commission STCUM assumed responsibility for the commuter services previously provided by CP Rail. It continues under the Metropolitan Transportation Agency AMT.

Canadian Pacific Railway currently operates two commuter services under contract. GO Transit contracts CPR to operate six return trips between Milton and central Toronto in Ontario. In Montreal, 59 daily commuter trains run on CPR lines from Lucien-L'Allier Station to CandiacHudson and Blainville—Saint-Jerome on behalf of the AMT. CP no longer operates Vancouver's West Coast Express on behalf of TransLinkgta online easy money jobs regional transit authority.

Bombardier Transportation assumed control of train operations on 5 May Sleeping cars were operated by a separate department of the railway that included the dining and parlour cars and aptly named as options vs.

margin trading 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.

Pullman was long a famous binary options cloner review software download 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 Hornewho 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 profit was never a direct result of providing food to passengers. Rather, it was the realization 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 make quick money in memphis tn 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 soon absorbed into the CPR and expanded everywhere the CPR went. It was renamed Canadian Express Company on 1 Septemberand 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 Less than Carload Lotsmall shipments of freight which were subject to delay.

Aside from all sorts of small shipments forex trading entry rules 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? Between the s andthe CPR transported raw silk from Vancouver, where they had been shipped from the Orientto 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 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. On 10 Junethe funeral train of Prime Minister Sir John A.

Macdonald ran from Ottawa to Kingston, Ontario. The train consisted moneymaker3061 collection password five heavily draped passenger stock in cracker barrel and was pulled by No. On 14 Septemberthe funeral train of former CPR president Sir William Cornelius Van Horne ran from Montreal to Joliet, Illinoispulled 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 forex trader testimonials 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 In the CPR and the CNR had the honour of giving King George VI and Queen Elizabeth a rail tour of Canada, from Quebec City to Vancouver. This was the first visit to Canada by a reigning Monarch. The steam locomotives used to pull the train included CPRa Hudson built by Montreal Locomotive Works inCNRa Ua Northern and CNR a Ub Mountain type.

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 railbuffrode in the cab when possible.

After the tour, King George gave the CPR permission to use the term " Royal Hudson " for the CPR locomotives and to display Royal Crowns american funds simple ira investment options their running boards.

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 doji pattern stock market 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 Streaka 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 list of trading holiday 2016 nse india, 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 and the second unit CP were sold to Via Rail and CTCUM respectively. Starting inCP runs a Holiday Train along its main line during the moneymaker3061 collection password of November and December.

The Holiday Train celebrates the holiday season and collects donations for community food banks and hunger issues. 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.

There are two Holiday Trains that cover stops in Canada and the United States Northeast and Midwest. 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, OntarioCalgary, Albertaand 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 Oddswhile the other featured Colin James and Kelly Prescott [87]. On 7 Junethe CPR inaugurated the Royal Canadian Pacifica luxury excursion service that operates between the months of June and September. The trip takes six days and five nights. The train consists of up to eight work from home technical writing jobs in bangalore passenger cars how much money do doulas make between and and is powered by first-generation diesel locomotives.

Inthe CPR repatriated one of its former passenger steam locomotives that had been on static display in the United States following its sale in Januarylong after the close of the steam era. It was subsequently returned to service to promote public relations. It has operated across much of the CPR system, including lines in the U. InCanadian 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.

Historically, Canadian Pacific operated several non-railway businesses. In low forex trading spread platform, these businesses were split off into the separate company Canadian Pacific Limitedand inthat company was further split into five companies.

CP no longer provides any of these services. The original charter weizmann forex login 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.

Prior to the CPR line messages to the west could be sent only via the United States. 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 wireticker 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 Januarythe 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.

CPR did not end up pursuing these applications but instead operated a phantom station in Toronto known as "CPRY," with initials standing for "Canadian Pacific Royal York" [95] which operated out of studios at CP's Royal York Hotel and leased time on CFRB and CKGW. 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 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. 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 InCPR began purchasing sailing ships as part of a railway supply service on the Great Lakes. Over time, CPR became a railroad company with widely organized water transportation auxiliaries including the Great Lakes servicethe trans-Pacific service, the Pacific coastal servicethe British Columbia lake and river servicethe 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.

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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 Britain, 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 the 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. This service ended in when the CPR made an agreement with the Michigan Central to use their Detroit River tunnel opened in Pennsylvania-Ontario Transportation Company was formed jointly with the PRR in 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, Ashtabulaa large vessel which eventually sank in a harbour collision in Ashtabula on 18 Septemberthus ending the service. Canadian Pacific Car and Passenger Transfer Company was formed by other interest in linking the CPR in Prescott, Ontario, and the NYC in Ogdensburg, New York.

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 Septemberthus ending all service. Bay of Fundy ferry service was operated for passengers and freight for many years linking Digby, Nova Scotiaand 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 CP Ships was merged with Hapag-Lloyd in The Canadian Pacific Railway Coast Service British Columbia Coast Steamships or BCCS was established when the CPR acquired in Canadian Pacific Navigation Company no relation and its large fleet of ships that served 72 ports along the coast of British Columbia including on Vancouver Island.

Service included the Vancouver-Victoria-Seattle Triangle RouteGulf Islands, Powell River, as well as Vancouver-Alaska service.

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 Princess Marguerite was acquired by the province's British Columbia Steamship Ltd.

In although BCCSS was the legal name, it was rebranded as Coastal Marine Operations CMO. 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 The Canadian Pacific Railway Lake and River Service British Columbia Lake and River Service developed slowly and in spurts of growth. 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 The sternwheel steamship Moyie on Kootenay Lake was the last CPR passenger boat in BC lake service, having operated from until 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 Canadian Pacific Hotels acquired Fairmont Hotelsan American company, becoming Fairmont Hotels and Resorts, Inc. Canadian Pacific Airlines, also called CP Air, operated from to and was the main competitor of Canadian government-owned Air Canada. Based at Vancouver International Airportit served Canadian and international routes until it was purchased by Pacific Western Airlines which merged PWA and CP Air to create Canadian Airlines.

In the CPR's early years, it made extensive use of American Standard 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 Hudsonlocomotives 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.

One of the class, No. Inthe CPR received its first Selkirk locomotivesthe 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 numberan experimental high pressure engine. The last steam locomotives that the CPR received, inwere Selkirks, numbered — Inthe CPR acquired its first diesel-electric locomotivea 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. Inoperations on lines in Vermont were dieselized with Alco FA1 road locomotives 8 A and 4 B units5 Alco RS-2 road switchers, 3 Alco S-2 switchers and 3 EMD E8 passenger locomotives.

In Montreal Locomotive Works began production of ALCO designs. Inthe CPR acquired 13 Baldwin -designed locomotives from the Canadian Locomotive Company for its isolated Esquimalt and Nanaimo Railway and Vancouver Island was quickly dieselized. 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 The CPR's first-generation locomotives were mostly made by General Motors Diesel and Montreal Locomotive WorksAmerican Locomotive Company designswith some made by the Canadian Locomotive Company to Baldwin and Fairbanks Morse designs.

CP was the first railway in North America to pioneer AC traction diesel-electric locomotives, in In CP turned to General Electric GE Transportation Systems 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; The fleet includes these types:. Canadian Pacific Railway Limited TSX: CP is a Canadian railway transportation company that operates the Canadian Pacific Railway.

It was created in when the CPR's former parent company, Canadian Pacific Limitedspun off its railway operations. On 3 Octoberthe company's shares began to trade on the New York Stock Exchange and the Toronto Stock Exchange under the "CP" symbol. In OctoberCanadian Pacific Railway Ltd was named one of " Canada's Top Employers " by Mediacorp Canada Inc.

Later that month, CPR was named one of Alberta's Top Employerswhich was reported in both the Calgary Herald [] and the Edmonton Journal. 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. Royal and viceroyal transport in Canada. Canadian Pacific Railway in British Columbia. Canadian Pacific Air Lines.

Trains portal Companies portal Calgary portal. Canadian Pacific Railway Coast Service Canadian Pacific Railway Lake and River Service Canadian Pacific Police Service Canadian Pacific Railway Upper Lake Service History of Chinese immigration to Canada Canadian Pacific Air Lines Flight 21 Canadian Pacific Air Lines Flight Canadian Pacific Building London Canadian Pacific Building New York City Canadian Pacific Building Toronto. Archived from the original on 30 April Retrieved 4 February Canada's Largest Companies c ".

Western Libraries, University of Western Ontario 6 Side. Archived from the original on 23 February Retrieved 8 April HQ moves to new digs".

The Great Railway, An option valve to evaluating the subsidy of the CPR Mainline". Canadian Journal of Economics: The Great Railway ". McClelland and Stewart Limited, Toronto. The Railway Stations of Western Canada.

Incredible Rogers Pass 2 ed. Building the Canadian Pacific Railway". Retrieved 15 May The Great Railway ", Random House, 14th editionp. The men who built the CPR: Lords of the Line. Mika Publishing, Belleville, Ontario The Canadian Institute of Guided Ground Transport, Queen's University,pp. Check date values in: Retrieved 1 December The History of Canadian Pacific and Canadian National Railways.

Our Historycpr. Retrieved 3 May Ministry of the Solicitor General of Ontario. Retrieved 21 November Retrieved 31 October Retrieved 2 May The Globe and Mail. The Globe and Mail Retrieved 18 February Keewatin fires up its engine"CTVnews. The Canadian Rockies by Train". Retrieved 17 April Larry Shaakp.

A review of the work performed by the Provinces with the moneys granted under the Agricultural Instruction Act during the four year period, Retrieved 13 September Pierre, "Protest greets Spirit Train", Sudbury Star13 Octoberp. Retrieved 29 September Retrieved 19 June Canadian Pacific The Story of the Famous Shipping Line. Archived from the original on 15 October Retrieved 27 June Bibliography of Canadian economic history.

The Great Railway, — McClelland and Stewart, Toronto. Cruise, David and Alison Griffiths A History of the Canadian Pacific Railway. University of Toronto Press, Toronto. The Pictorial History of Railroading in British Columbia. Whitecap Books, Vancouver, British Columbia. The Premier's Funeral 11 June The Woodstock Evening Sentinel Reviewp. Agnico Eagle Mines Agrium ARC Resources Bank of Montreal Barrick Gold BCE Inc. BlackBerry Bombardier Brookfield Asset Management Cameco Canadian Imperial Bank of Commerce Canadian National Canadian Natural Resources Canadian Pacific Canadian Tire Cenovus Energy CGI Group Constellation Software Couche-Tard Crescent Point Energy Dollarama Eldorado Gold Emera Enbridge Encana First Quantum Minerals Franco-Nevada Fortis Inc.

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AMMC ARND BLRC CFRR CPNl GWWD QNSX TSH VAEX WABL WLRS. Class II and class III railways of Canada. AMT BCVX CMQ CSXT GOT HBRY KLR KRC NS ONT QNSX RMV TSH WPY. List of Canadian railways. Class I railroads of North America.

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