加拿大太平洋铁路公司

加拿大太平洋铁路公司本条目包含过多不是中文的内容，欢迎协助\o"/w/index.php?title=%E5%8A%A0%E6%8B%BF%E5%A4%A7%E5%A4%AA%E5%B9%B3%E6%B4%8B%E9%93%81%E8%B7%AF%E5%85%AC%E5%8F%B8&action=edit"翻译。若已有相当内容译为中文，可迳自去除本模板。加拿大太平洋铁路公司(CanadianPacific)加拿大太平洋铁路公司网站:\o"/"/加拿大太平洋铁路公司简介CanadianPacificRailwayNetworkMap加拿大太平洋铁路（TheCanadianPacificRailway,CPR或加太铁路）在自治领建立之初的一个时代里，既是整个加拿大西部开拓和发展的主导性因素，又是对抗美国扩张势力，支持麦克唐纳国家政策的重要力量。它成功地用一条大锁链把东西加拿大紧紧地连在一起，实现了麦克唐纳国家政策的梦想，并置身于西加拿大发展的各项事业之中，为西部的开拓做出了重要的贡献。加拿大太平洋铁路是加拿大的一级铁路之一，由加拿大太平洋铁路公司营运。其网络横跨西部温哥华至东部蒙特利尔，并设有跨境路线，通往美国的明尼阿波利斯、芝加哥、纽约市等大型城市。公司总部设于艾伯塔省卡尔加里。加拿大太平洋铁路公司修建连接全国的铁路仅仅是开始。100多年来，加太铁路更是担负着政府和\o"公众"公众的重托，以及管理这个庞大帝国所面对的种种挑战，虽有曲折，但隧道的尽头定有光明。自从苏格兰移民、\o"蒙特利尔银行"蒙特利尔银行董事长乔治-史狄芬1881年创建加太铁路公司以来，加太铁路可谓历尽千辛。公众的挑剔，甚至吹毛求疵与加太铁路的影响相比显得无足轻重。确实如此，加太铁路公司的第一个工程——一条横贯加国、连接西部口岸的1900英里长铁路，工期10年，当时被反对派讥讽为耗资巨大的荒唐行为。然而，当加太铁路公司执行总裁唐纳德-史密斯举起铁锤，钉下那枚著名的金质“最后道钉”的一刻，加太铁路公司创造了两项奇迹：工程提前五年多竣工；在经济萧条期内酬款1.645亿加元。那神话般的“最后道钉”似乎冲淡了加太铁路公司征服的艰难困苦和政府的不友善关照。曾有人认为，加太铁路公司同意修建横跨加拿大的铁路，并因此得到联邦政府的2500万加元补贴，2500万英亩土地和710英里长铁轨是窃取\o"国库"国库。不过这些人的确低估了加太铁路公司。加拿大俾诗省前省长曾经评论说：只有充满冒险精神的公司才会在荒漠中建铁路，虽然他们得到了大片的土地，但同时也承担了巨大的风险。19世纪末期，加太铁路公司一度得到执政保守党政府的优待，但好景不长。自由党上台后，政府开始向加太铁路公司的\o"竞争对手"竞争对手发放特许权。加太铁路公司得以在这个资本密集型行业中取胜，并基本未伤元气地渡过20世纪30年代的\o"大萧条"大萧条，除得幸于其规模庞大外，主要应归功于它杰出的经营管理。除经营铁路外，加太铁路公司的章程中还包括可以经营电报、电话、码头，以及任何“必要和有用”的业务。在加太铁路公司的发展史中，曾多次不得不应付来自政府的竞争。1942年，加太铁路公司在获得航空经营权的23年后，加拿大太平洋航空公司（CanadianPacificAirLines）的航班飞上了蓝天。由于\o"加拿大航空公司"加拿大航空公司（AirCanada）得到了政府的支持，并获许\o"经营利润"经营利润丰厚的加东和国际航线，令加太航空公司的财务状况长期处于无盈利状态。但加太铁路公司一直努力经营加太航空公司，直到1987年以3亿加元价格将它卖给西太平洋航空公司(PacificWesternAirlines)。1981年，加太铁路公司成立百年之时，该公司已发展为一个强大的联合体，业务含括所有主要的\o"运输业"运输业、自然资源业和房地产业，年收入达126亿加元，足以同时买进加拿大通用汽车、帝国石油和辛普森-西尔司这样的大公司。与其它大型联合公司不同的是，加太铁路公司以商家对商家经营为主，很少直接接触顾客。从1923年至1985年，加太铁公司不可思议地连续62年未出现亏损。联邦自由党人发现，他曾经在1872年大选中赞助过各式各样的保守党人共计约36万加元，以此来确保得到这项铁路建设合同，使其能控制这条跨大陆铁路，以便垄断加拿大大陆和东西海岸的交通。这个被称为“太平洋丑闻”事件的曝光迫使该合同于1873年重新签订，并导致保守党政府的倒台。自由党人在新一轮选举中获胜。这届政府对铁路建设的热情就差多了，并认为可以将其作为公共工程来建设。1875年6月1日JudgeNorman在FortWilliam附近主持了破土动工仪式，标志着加拿大太平洋铁路建设的开始。但是，到1878年该政府换届时只在中部省份安大略和曼尼托巴开始建设了一小段铁路线。CPRChineseworkcrew18843、艰难的开拓——维护统一的动力和华裔劳工的贡献此时，卑诗省眼看10年期限很快即至，而政治家们关于把跨大陆铁路修到该省的承诺将无法如期兑现。于是，他们威胁说要退出联邦。J.A.MacDonal总理1878年重新执政，在保守党人的压力和支持下，他不得不做一些实质性的事情，向卑诗省显示铁路将要修到他们省内。这届政府与一个美国人AndrewOnderdonk签订了合同，开始从西海岸沿Fraser河向上游修筑铁路线。这个美国人采用了“美国建造方法”——尽可能省钱，一味地追求利润和进度。他的方法就是使用中国劳工。一些中国商人在卑诗省设立了劳工代理事务所，招收中国同胞去当筑路工。沿着Fraser河谷陡崖的这一段线路特别艰难，615公里长的路段用了1.5万名劳工7年的时间才修通，其中9千人是华裔。不仅是地形、地质上的难度，而且施工方法也十分危险。为了省钱，承包商不采用强力炸药，而让劳工们用便宜但很不稳定的硝化甘油来进行爆破作业。没有确切的伤亡报告。目击者和报纸公布了可怕的照片，估计有700至800人死于建造这段政府合同的铁路，大约占劳工总人数的5-9%，其中大部分是中国人。加拿大政府官员至今在每年国庆致辞中往往还会回顾华裔在这段建国历史中的贡献。4、CPR公司成立——千军易得一将难求经董事会成员推荐，VanHorne承担起了CPR总经理的职位。他是美国正走红的工程界明星。CPR以1.5万加元年薪把他从美国Milwankee道路项目上挖了过来，负责监管该跨大陆铁路穿过草原和山脉的最艰难路段的建设。他如此高薪的2/3是隐藏在施工费用里的。他夸口其第一年任期(1882年)内将建成800公里铁路干线。但天不作美，洪水迫使施工季节推迟。不过，到该施工季节末，他还是完成了673公里干线和177公里支线的铺轨任务，使太平洋铁路似乎看到了胜利的曙光。CPRChineseonhandcar18865、探索线路、筹集资金——网罗人才同舟共济CPR在这个时期还探索了比较靠南的替代线路，来穿越落基山脉，并答应给发现可行线路者5000加元的奖金。许多人为寻找新的线路作出了贡献。其中之一MajorA.B.Rogers发现了一条东部通过山脉的路径，后来被称为罗杰斯隘口(RogersPass)。他于是得到一张5000元奖金的支票。但他没有去兑现，而是镶在镜框里挂在墙上。总经理VanHorne为了让他把\o"支票兑现"支票兑现，以便结帐，不得不以一块金表为诱饵，将这张支票从墙上换下来。在工程初期资金流始终是一个难题。施工费用支出巨大，而从交通流量上取得回报却很少。VanHome约请在美国Milwankee的贸易金融奇才ThomasG.Shaughnessy来帮助他解决这个问题。Thomas于1882年受雇CPR，任采购总代理，后来接替VanHorne掌管公司。在此其间他争取到了6亿加元的投资，公司得到了扩展和提升，直到第一次世界大战爆发。6、度过惨淡岁月——借助政治因素和发行国际债券在进入20世纪初的这段时期，CPR渡过了好几个非常困难的沟坎。1883年在铺设Calgary东段路轨时，几乎与当地土著人发生冲突。因为铁路要跨越他们的Gleichen自然保护区。最终公司带着政府同意给土著人附加土地以补偿铁路占用的消息，与土著领袖一起才平息了这场危机。在东西段铁路将要接通前的时期，CPR面临了她历史上最惨淡的境遇。苏必利尔湖的北岸、Rockies和Selkks是该铁路使用私人资金建造部分中最艰难的区段。某些路段每公里造价接近50万加元。1885年初，CPR几乎频临\o"破产"破产。公司既没钱还债，也无钱购置新的施工材料和设备，甚至连优先股的\o"红利"红利和工资都发不出来。最终有两个人“拯救”了这条铁路。一个人是LouisRiel，从第一次叛乱流亡国外，1885年又回到美国领导第二次暴动。美国军队从东部运送到西部，全是通过加拿大接近完成的太平洋铁路干线，只用了几个星期就平息了这次动乱。而1869年军队花了几个月的艰难旅程，从东向西跨越北美大陆，才平息第一次叛乱。LouisRiel的所作所为，使加拿大联邦政府明白了CPR对国家安全的重要意义，并同意确保给予CPR尚未支付的贷款。CPRChineseworkgangontracksnearSummit另一个人是Revelstoke勋爵，伦敦一家著名金融公司的主管。他同意以92.5分的价格购买每一元的CPR债券，使其再次度过了\o"财务危机"财务危机。1885年11月7日CPR创始人之一DonaldSmith在卑诗省的Craigellachie砸下了“最后一颗道钉”，把太平洋沿岸与加拿大的心脏地区蒙特利尔连接了起来，标志着此跨大陆铁路的建成。CPR负责人VanHorne说“这是一个终点，也是一个起点”。1886年6月28日第一列跨大陆列车自蒙特利尔和多伦多开往东部的默帝（Moody）港。从此以后的三年内一切都很顺利，CPR又重新开始向股东分红。铁路有力地巩固和增进了国家的联合和团结，并开始了向西部的移民。铁路把人和物资源源不断地送到新的疆土，使沿线的城镇和工业逐渐成长起来。7、公司发展与战争考验——国家利益高于公司利益1889年铁路实现了从东海岸到西海岸的全线通车。不仅如此，CPR还开拓了多种经营业务，包括\o"房地产"房地产、跨大陆电报线路的架设和经营、自己建造蒸汽机车和车厢，以及在北美五大湖和两大洋的海运业务。公司总经理VanHorne建议在落基山脉建立国家公园，从而CPR开始经营旅馆和旅游业。CPR还因一次偶然的钻井取水事故在阿尔德森和阿尔伯塔大草原上发现了天然气，并用于车站和辅助建筑的取暖和动力。第二次世界大战期间，EdwoardW.Beatty主持CPR度过了历史上又一个困难的时期。其一是与\o"加拿大国家铁路公司"加拿大国家铁路公司(CNR)的\o"商业竞争"商业竞争。其二是Beatty把整个公司的交通网络投入了支持战争的部署。在陆上，CPR运送了3.07亿吨的物资，8600万人员，其中包括15万士兵；在海上，22艘CPR的船只开赴前线，其中12艘被击沉；在空中，CPR破天荒地开辟了“大西洋桥”，把轰炸机用跨洋轮渡送到英国。到1945年为止，CPR有33127名员工服务于两次世界大战，其中1774人阵亡。一个私人企业仍然把国家利益置于首位。8、近50年的演变——股份本土化和回归铁路主业CPRsteamtrain191120世纪50年代，公司把大部分股份收回到加拿大本国的股东手中，并大大开拓了非运输的产业部门。1962年成立了加拿大太平洋投资公司。经过100多年的经营，到1986年加拿大太平洋公司成为加拿大第二大公司，年收入150亿加元，资产177亿加元，将近10万员工。1990年CPR扩展她的铁路网络，全部控制了美国中西部的Soo线。1991年CPR并购了D&H铁路公司，使其网络通达美国东北部港口城市。2001年10月3日，加拿大太平洋公司分解为五家公司——铁路、海运、旅馆、煤炭和能源公司。其能源公司与阿尔伯塔能源公司\o"合并"合并为EnCana公司。铁路公司CPR仍然经营她的主业。此时，CPR早已由客运为主转变为货运为主。目前，CPR的加拿大网络包括从蒙特利尔到温哥华的高密度干线和许多汇入支线。她的美国部分网络延伸到中西部和东北部的工业区，可以无转换地直达芝加哥、费城和纽约，其铁路网络总长22536公里。9、历史遗址和铁路博物馆——加拿大人心中的CPR除了土著印第安人的历史和早期欧洲人到北美大陆的探险外，加拿大太平洋铁路的历程几乎贯穿了这个年轻国家的整个历史。作家将其写入自己的著作，详细记载和描述了她的历史事实和曲折故事，并广为流传。铁路经过的一些省份建立了铁路博物馆。在阿尔伯塔省的爱德蒙顿市，还保留了一段2.5公里原来的铁路线路作为历史遗址，并改建为城市铁路供游览观光。该市在老城区Strathcona复制了最初的木结构铁路车站原型，作为一个民办的博物馆。在馆里还保留着当时点煤油的信号灯和轧轧出声的手摇电报机等文物。1867年当加拿大刚刚建国时，人们不可能预见到100多年来这个跨北美大陆的太平洋铁路会遭遇的全部坎坷和\o"兴旺"兴旺，也不可能评估出她后来对这个国家和人们所体现的全部价值。AneastboundCPRfreightatStoneyCreek[\o"编辑段落:英文版：加拿大太平洋铁路公司简介"编辑]英文版：加拿大太平洋铁路公司简介TheCanadianPacificRailway(CPR;AARreportingmarksCP,CPAA,CPI),knownasCPRailbetween1968and1996,isaCanadianClassIrailwayoperatedbyCanadianPacificRailwayLimited.ItsrailnetworkstretchesfromVancouvertoMontreal,andalsoservesmajorcitiesintheUnitedStatessuchasMinneapolis,Chicago,andNewYorkCity.ItsheadquartersareinCalgary,TherailwaywasoriginallybuiltbetweeneasternCanadaandBritishColumbiabetween1881and1885(connectingwithOttawaValleyandGeorgianBayarealinesbuiltearlier),fulfillingapromiseextendedtoBritishColumbiawhenitenteredConfederationin1871.ItwasCanada'sfirsttranscontinentalrailway.Nowprimarilyafreightrailway,theCPRwasfordecadestheonlypracticalmeansoflongdistancepassengertransportinmostregionsofCanada,andwasinstrumentalinthesettlementanddevelopmentofWesternCanada.Itsprimarypassengerserviceswereeliminatedin1986afterbeingassumedbyVIARailCanadain1978.Abeaverwaschosenastherailway'slogobecauseitisoneofthenationalsymbolsofCanadaandrepresentsthehardworkingcharacterofthecompany.Theobjectofbothpraiseanddamnationforover120years,theCPRremainsanindisputableiconofCanadiannationalism.[\o"编辑段落:History历史"编辑]History历史BeforetheCanadianPacificRailway,1871-1881Canada'sveryexistencedependedonthesuccessfulcompletionofamajorcivilengineeringproject,thecreationofatranscontinentalrailway.CreationoftheCanadianPacificRailwaywasataskoriginallyundertakenforacombinationofreasonsbytheConservativegovernmentofprimeministerSirJohnA.Macdonald.BritishColumbiahadinsisteduponanationalrailwayasaconditionforjoiningtheConfederationofCanada.ThegovernmentthusagreedtobuildarailwaylinkingthePacificprovincetotheeasternprovinceswithintenyearsofJuly20,1871.MacdonaldalsosawitasessentialtothecreationofaunifiedCanadiannationthatwouldstretchacrossthecontinent.Moreover,manufacturinginterestsinQuebecandOntariodesiredaccesstosourcesofrawmaterialsandmarketsinCanada'swest.SirJohnA.Macdonald.Thefirstobstacletoitsconstructionwaseconomic.ThelogicalrouteforarailwayservingWesternCanadawouldbetogothroughtheAmericanMidwestandthecityofChicago,Illinois.InadditiontotheobviousdifficultyofbuildingarailroadthroughtheCanadianRockies,anentirelyCanadianroutewouldrequirecrossing1,600km(1,000miles)ofruggedterrainofthebarrenCanadianShieldandmuskegofNorthernOntario.Toensurethisrouting,thegovernmentofferedhugeincentivesincludingvastgrantsoflandinWesternCanada.In1872,SirJohnA.Macdonaldandotherhigh-rankingpoliticians,swayedbybribesintheso-calledPacificScandal,grantedfederalcontractstoHughAllan's"CanadaPacificRailwayCompany"(whichwasunrelatedtothecurrentcompany)andtotheInter-OceanRailwayCompany.Becauseofthisscandal,theConservativepartywasremovedfromofficein1873.ThenewLiberalprimeminister,AlexanderMackenzie,beganconstructionofsegmentsoftherailwayasapublicenterpriseunderthesupervisionoftheDepartmentofPublicWorks.TheThunderBaybranchlinkingLakeSuperiortoWinnipegwascommencedin1875.Progresswasdiscouraginglyslowbecauseofthelackofpublicmoney.WithSirJohnA.Macdonald'sreturntopoweronOctober16,1878,amoreaggressiveconstructionpolicywasadopted.MacdonaldconfirmedthatPortMoodywouldbetheterminusofthetranscontinentalrailway,andannouncedthattherailwaywouldfollowtheFraserandThompsonriversbetweenPortMoodyandKamloops.In1879,thefederalgovernmentfloatedbondsinLondonandcalledfortenderstoconstructthe206km(128mile)sectionoftherailwayfromYale,BritishColumbiatoSavona'sFerryonKamloopsLake.ThecontractwasawardedtoAndrewOnderdonk,whosemenstartedworkonMay15,1880.Afterthecompletionofthatsection,OnderdonkreceivedcontractstobuildbetweenYaleandPortMoody,andbetweenSavona'sFerryandOnOctober21,1880,anewsyndicate,unrelatedtoHughAllan's,signedacontractwiththeMacdonaldgovernment.Theyagreedtobuildtherailwayinexchangefor$25,000,000(approximately$625,000,000inmodernCanadiandollars)increditfromtheCanadiangovernmentandagrantof25,000,000acres(100,000km²)ofland.Thegovernmenttransferredtothenewcompanythosesectionsoftherailwayithadconstructedundergovernmentownership.Thegovernmentalsodefrayedsurveyingcostsandexemptedtherailwayfrompropertytaxesfor20years.TheMontreal-basedsyndicateofficiallycomprisedfivemen:GeorgeStephen,JamesJ.Hill,DuncanMcIntyre,RichardB.Angus,andJohnStewartKennedy.DonaldA.SmithandNormanKittsonwereunofficialsilentpartnerswithasignificantfinancialinterest.OnFebruary15,1881,legislationconfirmingthecontractreceivedroyalassent,andtheCanadianPacificRailwayCompanywasformallyincorporatedthenextday.Buildingtherailway,1881-1885Itwasassumedthattherailwaywouldtravelthroughtherich"FertileBelt"oftheNorthSaskatchewanRivervalleyandcrosstheRockyMountainsviatheYellowheadPass,arouteadvocatedbySirSandfordFlemingbasedonadecadeofwork.However,theCPRquicklydiscardedthisplaninfavourofamoresoutherlyrouteacrossthearidPalliser'sTriangleinSaskatchewanandthroughOneconsequencewasthattheCPRwouldneedtofindaroutethroughtheSelkirkMountains,asatthetimeitwasnotknownwhetherarouteevenexisted.ThejoboffindingapasswasassignedtoasurveyornamedMajorAlbertBowmanRogers.TheCPRpromisedhimachequefor$5,000andthatthepasswouldbenamedinhishonour.Rogersbecameobsessedwithfindingthepassthatwouldimmortalizehisname.HefoundthepassonMay29,1881,andtruetoitsword,theCPRnamedthepass"RogersSirWilliamCorneliusVanHorne.AnotherobstaclewasthattheproposedroutecrossedlandcontrolledbytheBlackfootFirstNation.ThisdifficultywasovercomewhenthemissionaryFatherAlbertLacombepersuadedtheBlackfootchiefCrowfootthatconstructionoftherailwaywasinevitable.Inreturnforhisassent,CrowfootwasfamouslyrewardedwithalifetimepasstoridetheCPR.Amorelastingconsequenceofthechoiceofroutewasthat,unliketheoneproposedbyFleming,thelandsurroundingtherailwayoftenprovedtooaridforsuccessfulagriculture.TheCPRmayhaveplacedtoomuchrelianceonareportfromnaturalistJohnMacoun,whohadcrossedtheprairiesatatimeofveryhighrainfallandhadreportedthattheareawasfertile.ThegreatestdisadvantageoftheroutewasinKickingHorsePass.Inthefirst6km(3.7miles)westofthe1,625metre(5,330ft)highsummit,theKickingHorseRiverIn1881constructionprogressedatapacetooslowfortherailway'sofficials,whoin1882hiredtherenownedrailwayexecutiveWilliamCorneliusVanHorne,tooverseeconstructionwiththeinducementofageneroussalaryandtheintriguingchallengeofhandlingsuchadifficultrailwayproject.VanHornestatedthathewouldhave800km(500miles)ofmainlinebuiltin1882.Floodsdelayedthestartoftheconstructionseason,butover672km(417miles)ofmainline,aswellasvarioussidingsandbranchlines,werebuiltthatyear.TheThunderBaybranch(westfromFortWilliam)wascompletedinJune1882bytheDepartmentofRailwaysandCanalsandturnedovertothecompanyinMay1883,permittingall-CanadianlakeandrailtrafficfromeasternCanadatoWinnipegforthefirsttimeinCanada'shistory.Bytheendof1883,therailwayhadreachedtheRockyMountains,justeightkm(5miles)eastofKickingHorsePass.Theconstructionseasonsof1884and1885wouldbespentinthemountainsofBritishColumbiaandonthenorthshoreofLordStrathconadrivesthelastspikeoftheCanadianPacificRailway,atCraigellachie,7November1885.CompletionofthetranscontinentalrailroadwasaconditionofBC'sentryintoConfederation.Manythousandsofnavviesworkedontherailway.ManywereEuropeanimmigrants.InBritishColumbia,theCPRhiredworkersfromChina,nicknamedcoolies.Anavvyreceivedbetween$1and$2.50perday,buthadtopayforhisownfood,clothing,transportationtothejobsite,mail,andmedicalcare.Aftertwoandahalfmonthsofback-breakinglabour,theycouldnetaslittleas$16.ChinesenavviesinBritishColumbiamadeonlybetween$0.75and$1.25aday,notincludingexpenses,leavingbarelyanythingtosendhome.Theydidthemostdangerousconstructionjobs,suchasworkingwithexplosives.ThefamiliesoftheChinesewhowerekilledreceivednocompensation,orevennotificationoflossoflife.ManyofthemenwhosurviveddidnothaveenoughmoneytoreturntotheirfamiliesinChina.Manyspentyearsinlonely,sadandoftenpoorcondition.YettheChinesewerehardworkingandplayedakeyroleinbuildingthewesternstretchoftherailway;evensomeboysasyoungas12yearsoldservedastea-boys.By1883,railwayconstructionwasprogressingrapidly,buttheCPRwasindangerofrunningoutoffunds.Inresponse,onJanuary31,1884,thegovernmentpassedtheRailwayReliefBill,providingafurther$22,500,000inloanstotheCPR.ThebillreceivedroyalassentonMarch6,1884.LordStrathconadrivesthelastspikeoftheCanadianPacificRailway,atCraigellachie,7November1885.CompletionofthetranscontinentalrailroadwasaconditionofBC'sentryintoConfederation.InMarch1885,theNorth-WestRebellionbrokeoutinSaskatchewan.VanHorne,inOttawaatthetime,suggestedtothegovernmentthattheCPRcouldtransporttroopstoQu'Appelleinelevendays.Somesectionsoftrackwereincompleteorhadnotbeenusedbefore,butthetriptoWinnipegwasmadeinninedaysandtherebellionwasquicklyputdown.Perhapsbecausethegovernmentwasgratefulforthisservice,theysubsequentlyre-organizedtheCPR'sdebtandprovidedafurther$5,000,000loan.ThismoneywasdesperatelyneededbytheCPR.OnNovember7,1885theLastSpikewasdrivenatCraigellachie,BritishColumbia,makinggoodontheoriginalpromise.Fourdaysearlier,thelastspikeoftheLakeSuperiorsectionwasdriveninjustwestofJackfishThesuccessfulconstructionofsuchamassiveproject,althoughtroubledbydelaysandscandal,wasconsideredanimpressivefeatofengineeringandpoliticalwillforacountrywithsuchasmallpopulation,limitedcapital,anddifficultterrain.Itwasbyfarthelongestrailwayeverconstructedatthetime.Ithadtaken12,000men,5,000horses,and300dog-sledteamstobuildtherailway.FirstTranscontinentalTrainarrivesinPortMoody.Meanwhile,inEasternCanada,theCPRhadcreatedanetworkoflinesreachingfromQuebecCitytoSt.Thomas,Ontarioby1885,andhadlaunchedafleetofGreatLakesshipstolinkitsterminals.TheCPRhadeffectedpurchasesandlong-termleasesofseveralrailwaysthroughanassociatedrailwaycompany,theOntarioandQuebecRailway(O&Q).TheO&QbuiltalinebetweenPerth,OntarioandToronto(completedonMay5,1884)toconnecttheseacquisitions.TheCPRobtaineda999-yearleaseontheO&QonJanuary4,1884.Later,in1895,itacquiredaminorityinterestintheToronto,HamiltonandBuffaloRailway,givingitalinktoNewYorkandthenortheastUS.1886-1900Somanycost-cuttingshortcutsweretakeninconstructingtherailwaythatregulartranscontinentalservicecouldnotstartforanothersevenmonthswhileworkwasdonetoimprovetherailway'scondition.However,hadtheseshortcutsnotbeentaken,itisconceivablethattheCPRmighthavehadtodefaultfinancially,leavingtherailwayunfinished.ThefirsttranscontinentalpassengertraindepartedfromMontreal'sDalhousieStation,locatedatBerriStreetandNotreDameStreetonJune28,1886at8:00p.m.andarrivedatPortMoodyonJuly4,1886atnoon.Thistrainconsistedoftwobaggagecars,amailcar,onesecond-classcoach,twoimmigrantsleepers,twofirst-classcoaches,twosleepingcars,andadiner.Bythattime,however,theCPRhaddecidedtomoveitswesternterminusfromPortMoodytoGastownthatwasrenamed"Vancouver"laterthatyear.ThefirstofficialtraindestinedforVancouverarrivedonMay23,1887,althoughthelinehadalreadybeeninuseforthreemonths.TheCPRquicklybecameprofitable,andallloansfromtheFederalgovernmentwererepaidyearsaheadoftime.In1888,abranchlinewasopenedbetweenSudburyandSaultSte.MariewheretheCPRconnectedwiththeAmericanrailwaysystemanditsownsteamships.Thatsameyear,workwasstartedonalinefromLondon,OntariototheAmericanborderatWindsor,Ontario.ThatlineopenedonJune12,1890.TheCPRalsoacquiredseveralsmalllineseastofMontreal;italsoleasedtheNewBrunswickRailwayfor999years,andbuilttheInternationalRailwayofMaine,connectingMontrealwithSaintJohn,NewBrunswickin1889.TheconnectionwithBy1896,competitionwiththeGreatNorthernRailwayfortrafficinsouthernBritishColumbiaforcedtheCPRtoconstructasecondlineacrosstheprovince,southoftheoriginalline.VanHorne,nowpresidentoftheCPR,askedforgovernmentaid,andthegovernmentagreedtoprovidearound$3.6milliontoconstructarailwayfromLethbridge,AlbertathroughCrowsnestPasstothesouthshoreofKootenayLake,inexchangefortheCPRagreeingtoreducefreightratesinperpetuityforkeycommoditiesshippedinWesternCanada.ThecontroversialCrowsnestPassAgreementeffectivelylockedtheeastboundrateongrainproductsandwestboundratesoncertain"settlers'effects"atthe1897level.AlthoughtemporarilysuspendedduringWorldWarI,itwasnotuntil1983thatthe"CrowRate"waspermanentlyreplacedbytheWesternGrainTransportationActwhichallowedforthegradualincreaseofgrainshippingprices.TheCrowsnestOneoftheCPR'slandofferings.TheCPRandTheColonizationofCanadaPracticallyspeaking,theCPRhadbuiltarailwaythatoperatedmostlyinthewilderness.TheusefulnessofthePrairieswasquestionableinthemindsofmany.ThethinkingprevailedthatthePrairieshadgreatpotential.UndertheinitialcontractwiththeCanadianGovernmenttobuildtherailway,theCPRwasgranted25,000,000acres(100,000km²).Provingalreadytobeaveryresourcefulorganization,CanadianPacificbegananintensecampaigntobringimmigrantstoCanada.CPagentsoperatedinmanyoverseaslocations.ImmigrantswereoftensoldapackagethatincludedpassageonaCPship,travelonaCPtrain,andlandthatwaspurchasedfromtheCPrailway.Landwassoldat$2.50anacreandup.ImmigrantspaidverylittleforasevendayjourneytotheWest.TheyrodeinColonistcarsthathadsleepingfacilitiesandasmallkitchenatoneendofthecar.Childrenwerenotallowedoffthetrainastheyoftenwouldwanderoffandbeleftbehind.TheownersoftheCPRknewthatnotonlyweretheycreatinganation,butalsoasourceofeconomyfortheircompany.1901-1928Duringthefirstdecadeofthetwentiethcentury,theCPRcontinuedtobuildmorelines.In1908theCPRopenedalineconnectingTorontowithSudbury.Previously,westboundtrafficoriginatinginSouthernOntariotookacircuitousroutethroughEasternOntario.SeveraloperationalimprovementswerealsomadetotherailwayinWesternCanada.In1909theCPRcompletedtwosignificantengineeringaccomplishments.ThemostsignificantwasthereplacementoftheBigHill,whichhadbecomeamajorbottleneckintheCPR'smainline,withtheSpiralTunnels,reducingthegradeto2.2%from4.5%.TheSpiralTunnelsopenedinAugust.OnNovember3,1909,theLethbridgeViaductovertheOldmanRivervalleyatLethbridge,Albertawasopened.Itis1,624metres(5,327ft)longand,atitsmaximum,96metres(314ft)high,makingitthelongestrailwaybridgeinTheCPRacquiredseveralsmallerrailwaysvialong-termleasesin1912.OnJanuary3,1912,theCPRacquiredtheDominionAtlanticRailway,arailwaythatraninwesternNovaScotia.ThisacquisitiongavetheCPRaconnectiontoHalifax,asignificantportontheAtlanticOcean.TheDominionAtlanticwasisolatedfromtherestoftheCPRnetworkandusedtheCNRtofacilitateinterchange;theDARalsooperatedferryservicesacrosstheBayofFundyforpassengersandcargo(butnotrailcars)fromtheportofDigby,NovaScotiatotheCPRatSaintJohn,NewBrunswick.DARsteamshipsalsoprovidedconnectionsforpassengersandcargobetweenYarmouth,BostonandNewYork.OnJuly1,1912,theCPRacquiredtheEsquimaltandNanaimoRailway,arailwayonDuringthelate19thcentury,therailwayundertookanambitiousprogramofhotelconstruction,buildingtheChateauFrontenacinQuebecCity,theRoyalYorkHotelinToronto,theBanffSpringsHotel,andseveralothermajorCanadianlandmarks.Bythen,theCPRhadcompetitionfromthreeothertranscontinentallines,allofthemmoney-losers.In1919,theselineswereconsolidated,alongwiththetrackoftheoldIntercolonialRailwayanditsspurs,intothegovernment-owned\o"CanadianNationalRailways"CanadianNationalRailways.WhenWorldWarIbrokeoutin1914,theCPRdevotedresourcestothewareffort,andmanagedtostayprofitablewhileitscompetitorsstruggledtoremainsolvent.Afterthewar,theFederalgovernmentcreatedCanadianNationalRailways(CNR,laterCN)outofseveralbankruptrailwaysthatfellintogovernmenthandsduringandafterthewar.CNRwouldbecomethemaincompetitortotheCPRinCanada.TheGreatDepressionandWorldWarII,1929-1945TheGreatDepression,whichlastedfrom1929until1939,hitmanycompaniesheavily.WhiletheCPRwasaffected,itwasnotaffectedtotheextentofitsrivalCNRbecauseit,unliketheCNR,wasdebt-free.TheCPRscaledbackonsomeofitspassengerandfreightservices,andstoppedissuingdividendstoitsshareholdersafter1932.Onehighlightofthe1930s,bothfortherailwayandforCanada,wasthevisitofKingGeorgeVIandQueenElizabethtoCanadain1939,thefirsttimethatthereigningmonarchhadvisitedthecountry.TheCPRandtheCNRsharedthehonoursofpullingtheroyaltrainacrossthecountry,withtheCPRundertakingthewestboundjourneyfromQuebecCitytoVancouver.Laterthatyear,WorldWarIIbegan.AsithaddoneinWorldWarI,theCPRdevotedmuchofitsresourcestothewareffort.ItretooleditsAngusShopsinMontrealtoproduceValentinetanks,andtransportedtroopsandresourcesacrossthecountry.Aswell,22oftheCPR'sshipswenttowar,12ofwhichweresunk.CPRaillogo1946-1978AfterWorldWarII,the\o"Transportationindustry"transportationindustryinCanadachanged.Whererailwayshadpreviouslyprovidedalmostuniversalfreightandpassengerservices,cars,trucks,andairplanesstartedtotaketrafficawayfromrailways.ThisnaturallyhelpedtheCPR'sairandtruckingoperations,andtherailway'sfreightoperationscontinuedtothrivehaulingresourcetrafficandbulkcommodities.However,passengertrainsquicklybecameunprofitable.Duringthe1950s,therailwayintroducednewinnovationsinpassengerservice,andin1955introducedTheCanadian,anewluxurytranscontinentaltrain.However,startinginthe1960sthecompanystartedtopulloutofpassengerser