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History of the Canadian Pacific Railway by W. Kaye Lamb Railroads of America DJ
History of the Canadian Pacific Railway by W. Kaye Lamb
Hard Cover with Dust Jacket
491 pages
Copyright 1977
CONTENTS
ILLUSTRATIONSxiii
MAPSxv
ACKNOWLEDGMENTSxvii
1. In the Beginning1
2. The Pacific Scandal18
3. The Tribulations of Alexander Mackenzie36
4. A Vital Side Issue: The St. Paul and Pacific54
5. The Main Issue: Syndicate and Contract64
6. The C.P.R. Spans the Prairies77
7. Conflict with the Grand Trunk: The Eastern Network94
8. The Financial Crisis of 1884104
9. The Last Crisis and the Last Spike116
10. Equipping the Line136
11. Monopoly and Manitoba155
12. Expansion of the Eastern Network165
13. The Van Horne Years176
14. Van Horne versus Hill195
15. Land Grant Problems214
16. The End of Monopoly in the West225
17. Supremacy on Atlantic and Pacific239
18. The Growing Stake in Natural Resources251
19. The Golden Years262
20. The First World War279
21. The Specter of Nationalized Competition288
22. Postwar Reconstruction300
23. Beatty versus Thornton310
24. Weathering the Depression328
25. The Second World War345
26. Crump and Dieselization360
27. Wage Rates and Freight Rates376
28. Diversification387
29. On the Sea and in the Air401
30. The Sixties and Seventies414
APPENDIX439
NOTES449
SELECTED BIBLIOGRAPHY467
INDEX477
ILLUSTRATIONS
NOTE: Illustrations not otherwise credited appear through the courtesy of Canadian Pacific Limited.
Sir John A. Macdonald.9
Sir Hugh Allan.21
Countess of Dufferin, the first locomotive in the Canadian West.40
Sandford Fleming.43
Alexander Mackenzie.47
Donald A. Smith, later Lord Strathcona.57
George Stephen, later Lord Mount Stephen.69
Rock cut north of Lake Superior.72
The temporary town at Rogers Pass.120
A typical section of line in the Fraser Canyon.123
Chinese workmen brought in by Andrew Onderdonk.126
Troops leaving Winnipeg in April 1885.129
Driving the last spike, November 7, 1885.131
Construction workers driving their own last spike.133
Snowsheds under construction in the Rockies.138
Posters advertising the first transcontinental train.141
Arrival of the first transcontinental train at Port Moody.142
Arrival of the first train at Vancouver.144
The first locomotive built by the Canadian Pacific.147
Interior of a first-class sleeping car of 1886-90.148
Interior of one of the first colonist cars.150
A boiler explosion that blew a locomotive apart.152
Empress of India, first of the famous Empress liners.153
Athabasca, one of the first C.P.R. passenger ships on the Great Lakes.162
William C. (later Sir William) Van Home.178
An early view of the Banff Springs Hotel.181
The Banff Springs Hotel today.181
Trestle replacement in progress.184
Testing the second Stoney Creek bridge.187
A lake and river service in British Columbia.197
Immigrants on board the first Empress of Britain.217
A first home and a first cash crop on the prairies.220
Grain elevators along the C.P.R. line at Barons, Alberta.221
Thomas G. Shaughnessy, later Lord Shaughnessy.227
One of the three Atlantics built for the Montreal-Ottawa run.229
One of the Canadian Pacific's huge fleet of ten-wheelers.233
Lake Manitoba, largest ship of the first Atlantic fleet.242
Canadian Pacific afloat in 1911.243
Metagama, one of the first of the cabin-class liners.244
Alsatian, last of the Allan Line fleet.247
A passenger train struggling up the "Big Hill" near Field.264
The spiral tunnels in the Rockies east of Field.266
Winter conditions at their worst.269
A unit grain train consisting of steel hopper cars.273
Sicamous, last and largest of the Okanagan Lake steamers.275
Empress of Russia in First World War camouflage.283
Windsor Station, Montreal, headquarters of the Canadian Pacific.284
Sir Edward Beatty.303
One of the first of the famous Selkirk-class locomotives.312
One of the later, streamlined Selkirks.313
The Trans-Canada Limited leaving Montreal in 1929.316
The superliner Empress of Britain, 42,00o tons.317
Pier D, Vancouver, with units of the Princess and Empress fleets.321
Canadian Pacific's remarkable multipressure No. 8000.330.
Locomotives being overhauled in Angus Shops, Montreal.332
Locomotive No. 310o in the Angus Shops.335
The Hudson-class locomotive that hauled the Royal Train in 1939.347
Locomotives and tanks mix at the Angus Shops.349
The Northwest Staging Route to Alaska.351
Grant McConachie.353
One of the last locomotives built by the Canadian Pacific.362
Norris R. Crump.366
The Canadian on its inaugural run, April 24, 1955.369
The Canadian dwarfed by the spectacular Rockies.371
The Canadian crossing Stoney Creek bridge.373
A piggyback train.379
The Cominco smelter at Trail.391
Canada Place, Montreal, a Marathon Realty project.391
A Marathon Realty housing project in Vancouver.393
Empress of Sydney, the aircraft that inaugurated service to Australia.403
Empress of Asia, the first jumbo jet acquired by CP Air.403
The Canadian Pacific's container dock at Wolfe's Cove, Quebec.408
The third Empress of Canada, last of the Empress liners.409
The T. G. Shaughnessy, giant unit of the CP (Bermuda) fleet.409
Part of the Alyth freight classification yard at Calgary.418
The Diesel Movement Control Center in Windsor Station, Montreal.420
An 88-car unit train passing Columbia Lake.420
Unloading continuous welded rail.423
The road transport terminal at Lachine.423
Corporate symbols of the Canadian Pacific over ninety years.437
Maps
The bits and pieces from which the Canadian Pacific assembled the "Short Line" from Montreal to Saint John.170
James J. Hill's invasion of southern British Columbia.199
The Canadian Pacific system at its greatest extent, between 1933 and 1961.315
Branch line construction in the Prairie Provinces by the Canadian Pacific and the Canadian National in the decade 1922-32.318
CP Air Canadian and United States services.406
CP Air International services.407
DUST JACKET INTRODUCTION:
The story of a bold concept that built a railroad -THE CANADIAN PACIFIC-along the world's longest international border.
"We should be better off without Canada if we have no Railway!" declared J. S. Helmcken, a leading member of the Legislative Council of British Columbia in 1870, during the debate that opened up the complex maneuvers to confederate Canada.
From the very beginning, railways and politics were inextricably entwined in Canada's growth. Sir John Macdonald, former Prime Minister and vigorous leader of the confederation movement, saw union as a means of securing control of half the North American continent for Great Britain, and recognized the necessity of bringing isolated British Columbia into the fold before it was annexed by the United States. To achieve these goals, a railway was essential to cement the vast distances together, and when confederation finally came in 1871, a "railway clause" was written into the legislation.
Meanwhile numerous surveys began to show the formidable difficulties of building a track from the Atlantic Provinces to the Pacific. In 1881 a company was formed to lay the 1,900 miles of railway that would connect Montreal and British Columbia in just five years. There were two separate and distinct sections. The first extended through the forbidding Laurentian Shield north of Lake Huron and Lake Superior, between Callander and Thunder Bay. The second spanned the 1,250 miles between Red River and Kamloops Lake, starting with 850 miles of relatively easy going across the prairies, followed by 400 mountainous miles through the Rockies and on to the Pacific.
One of the earliest of many disagreements between opposing factions involved in the building of the line showed how politics and engineering were joined. In the late 1850s Captain John Palliser had led the first British exploration of the Canadian prairies for purposes other than the fur trade, long a monopoly of the Hudson's Bay Company. It was Palliser's opinion that a railway should bypass the Laurentian Shield and run through the United States by way of St. Paul. Until 1871 arguments continued to rage between those, led by Macdonald, who wanted no part of a joint Canadian-United States railway, and others who saw it as the only logical and economical way to build the route.
On November 7, 1885, with a minimum of ceremony, the last spike in the track was driven at Craigellachie. "All I can say," said William Cornelius Van Home when called on for a speech, "is that the work has been well done in every way!" Van Home had come from south of the border in 1881 and had proved a brilliant administrator of the building task. With it now completed, he was tempted to return to the United States, but decided to throw in his lot with the Canadian Pacific and, as president, brought sound and profitable management to the company.
There followed the years of expansion. The railroad was doing its job and now it was the turn of ocean liners, Great Lakes steamers, and, finally, the airlines. Diversification, the prevailing pattern in the middle twentieth century, had been foreseen by the Canadian Pacific in the 1870s. Its original charter empowered it to own telegraph and telephone lines and to build wharves, docks, and grain elevators, and an early critic's remark that he "did not know of anything they are not authorized to do" is still appropriate.
In the ninety years since the Canadian Pacific completed its line linking East and West, no single organization has contributed more to the country's vital development.
Dr. W. Kaye Lamb is one of Canada's most distinguished personalities. For twenty years, while residing in Ottawa, he was the archivist of Canada and much in demand as a speaker, writer, and editor. He has written articles on several phases of the Canadian Pacific Railway, notably its steamship enterprise.
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