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{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 2, "sc": 0, "ep": 6, "ec": 542} | 974 | Q5027962 | 2 | 0 | 6 | 542 | Campbell's Island, Illinois | War of 1812 | Campbell's Island, Illinois War of 1812 Campbell's Island was the site of the Battle of Rock Island Rapids, one of the westernmost battles of the War of 1812, when a band of approximately 500 Sauk warriors allied with the British Army clashed on July 19, 1814 with an American force led by Lieutenant John Campbell of the 1st U.S. Regiment of Infantry. Campbell was leading three gunboats along the Mississippi River to carry military supplies to Fort Shelby, located at the present site of Prairie du Chien, Wisconsin. One boat carried 42 people – soldiers of the 1st U.S. Regiment |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 6, "sc": 542, "ep": 6, "ec": 1174} | 974 | Q5027962 | 6 | 542 | 6 | 1,174 | Campbell's Island, Illinois | War of 1812 | of Infantry and members of their families. The other two boats carried 66 U.S. Rangers. The British-allied Indians attacked the flotilla in their canoes and forced Campbell to turn back. The American loss was 8 men of the 1st Regiment killed and 16 wounded;4 Rangers killed and 8 wounded. This victory helped to enable the Sauk to maintain their control over the Quad Cities area for almost 20 more years. The Campbell's Island State Memorial, dedicated in 1908, commemorates this battle.
However, the movement of Euro-American militiamen and families into northwestern Illinois continued, and in the Black Hawk War of 1832 |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 6, "sc": 1174, "ep": 10, "ec": 149} | 974 | Q5027962 | 6 | 1,174 | 10 | 149 | Campbell's Island, Illinois | War of 1812 & Early 1900s | the Sauk were decisively defeated. The Quad Cities area was "opened to settlement," and Campbell's Island was named in honor of the loser of the 1814 battle, John Campbell.
Five currently active infantry battalions of the Regular Army (1-1 Inf, 2-1 Inf, 1-3 Inf, 2-3 Inf and 4-3 Inf) perpetuate the lineages of elements of the old 1st and 7th Infantry Regiments that were at the Battle of the Rock Island Rapids. Early 1900s At the turn of the 20th century, Campbell's Island was bought by a streetcar company who intended to build an amusement park which would have covered |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 10, "sc": 149, "ep": 10, "ec": 750} | 974 | Q5027962 | 10 | 149 | 10 | 750 | Campbell's Island, Illinois | Early 1900s | the island. In 1904 the first streetcar bridge was constructed atop a closing dam that had been built by the Army Corp of Engineers in 1899.
Campbell's Island was a popular resort area in the early to mid 20th century. Cottages were available for rent, and some of the more affluent built their own summer cabins. Extra streetcars were added to the island in the mornings and afternoons to accommodate seasonal residents traveling to and from work in the cities.
The House-In-the-Woods, built in 1904, offered dining on the first floor and orchestra concerts in the ballroom on the |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 10, "sc": 750, "ep": 14, "ec": 185} | 974 | Q5027962 | 10 | 750 | 14 | 185 | Campbell's Island, Illinois | Early 1900s & Today | second floor. It was destroyed by fire in 1911, but rebuilt the following spring and eventually renamed The Campbell's Island Inn. In the late 1950s the inn became the Ship's Wheel Boat Club, which had a visiter's dock that allowed customers to boat to the club, along with a full service marina. It suffered a flood in 1965, but reopened, and burned down in 1979. Today The size and shape of Campbell's Island has been somewhat variable in historic times, due to additions and subtractions created by the power of the Mississippi River. Today, the island |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 14, "sc": 185, "ep": 14, "ec": 750} | 974 | Q5027962 | 14 | 185 | 14 | 750 | Campbell's Island, Illinois | Today | is approximately 1.25 miles (2 km) long and 0.5 miles (0.8 km) wide. It is the home of a suburban community that dwells on a ring road that circles the island. The low-lying Campbell's Island is subject to flooding, and many of the island homes are raised, built on stilts, or otherwise constructed so as to minimize damage during periods of high water such as the Great Flood of 1993. The bridge to East Moline was built in 1938 and completely rebuilt in 1999.
The Rock Island Rapids, a riffle in the Upper Mississippi River after which the 1814 battle |
{"datasets_id": 974, "wiki_id": "Q5027962", "sp": 14, "sc": 750, "ep": 14, "ec": 910} | 974 | Q5027962 | 14 | 750 | 14 | 910 | Campbell's Island, Illinois | Today | was named, have disappeared. The riffle was replaced in 1934 by Lock and Dam No. 15, an engineering structure several miles downstream from Campbell's Island. |
{"datasets_id": 975, "wiki_id": "Q5028180", "sp": 2, "sc": 0, "ep": 10, "ec": 67} | 975 | Q5028180 | 2 | 0 | 10 | 67 | Campbell of Craignish | Craignish Castle & Incumbent | Campbell of Craignish Craignish Castle The founder of the Campbells of Craignish, Dugall Maul Campbell became first Laird of Craignish and his descendants built and resided in Craignish Castle, on the Craignish peninsula in Argyll.. Ranald MacCallum was made hereditary keeper of Craignish Castle in 1510. However, the castle has long since escaped family hands, and in 1832 was rebuilt as a private mansion for Mr. Trench-Gascoigne, who owned nearly 6000 acres (24 km²) in Argyllshire. Today, the Castle has been converted into apartments and is owned privately. Incumbent The title 'Laird of Craignish' is no longer used, because the title |
{"datasets_id": 975, "wiki_id": "Q5028180", "sp": 10, "sc": 67, "ep": 10, "ec": 525} | 975 | Q5028180 | 10 | 67 | 10 | 525 | Campbell of Craignish | Incumbent | 'Laird' conveys a sense of ownership of land, and the Craignish estates were lost long ago (see above). However, most of these properties have since been sold on.
The House of Craignish represents thousands of Campbells worldwide, but currently no Chieftain has been identified.
The title 'Baron Campbell von Laurents' is a German title, which was restricted in inheritance to the male line of the original holder, meaning it is now extinct. |
{"datasets_id": 976, "wiki_id": "Q24884179", "sp": 2, "sc": 0, "ep": 6, "ec": 611} | 976 | Q24884179 | 2 | 0 | 6 | 611 | Campo Mário Santiago | History | Campo Mário Santiago History The area were the court is located was the home ground of two football clubs that closed down in the post-independence period: Académica do Ambrizete and Benfica do Quinzau.
During the pro-communist rule that followed the country's independence in 1975, the area where the court is located was called Campo da Revolução (Revolution Camp) and was the venue of several firing-squad executions ordered by the MPLA regime in 1975, the most famous of which was the shooting of MPLA commander Virgílio Sotto Mayor under the charge of treason.
Following that ill-famed period, the field was renamed in |
{"datasets_id": 976, "wiki_id": "Q24884179", "sp": 6, "sc": 611, "ep": 6, "ec": 823} | 976 | Q24884179 | 6 | 611 | 6 | 823 | Campo Mário Santiago | History | honour of Angolan nationalist Mário Afonso Santiago (9 Sep 1942–13 Nov 1971), a local resident, ownership given to Progresso do Sambizanga and the construction work for the football stadium beginning afterwards. |
{"datasets_id": 977, "wiki_id": "Q16837238", "sp": 2, "sc": 0, "ep": 6, "ec": 533} | 977 | Q16837238 | 2 | 0 | 6 | 533 | Canada men's national under-23 soccer team | 2008 qualifying | Canada men's national under-23 soccer team 2008 qualifying Known for his vocal antics on the touchline, Nick Dasovic led Canada through Olympic qualifying in 2008, drawing Mexico 1–1 and helping to eliminate the heavily favoured Mexican side in the process. After a highly promising 5–0 win over Guatemala on a night when Mexico had to better that result against Haiti but could only win 5–1, Canada fell to the United States 3–0 in the semifinal, losing out on a spot in Beijing at the Olympics that summer. Canada recovered to defeat Guatemala in the third-place playoff, a rematch of their |
{"datasets_id": 977, "wiki_id": "Q16837238", "sp": 6, "sc": 533, "ep": 14, "ec": 123} | 977 | Q16837238 | 6 | 533 | 14 | 123 | Canada men's national under-23 soccer team | 2008 qualifying & 2012 qualifying & 2016 qualifying | first round game, winning on penalties (5–3) after a scoreless draw through 120 minutes. 2012 qualifying Tony Fonseca led Canada to an opening game 0–0 draw against El Salvador. Following this, Canada stunned the United States 2–0, contributing to their surprising early elimination on home soil. Canada disappointed in their final group stage game with a 1–1 tie versus Cuba, setting up a more difficult semi-final for them against Mexico, which they would lose 3–1. 2016 qualifying It was announced in August 2015 that Canada head coach Benito Floro would be in charge of the Olympic team. The final squad |
{"datasets_id": 977, "wiki_id": "Q16837238", "sp": 14, "sc": 123, "ep": 14, "ec": 178} | 977 | Q16837238 | 14 | 123 | 14 | 178 | Canada men's national under-23 soccer team | 2016 qualifying | for qualification was announced on September 18, 2015. |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 2, "sc": 0, "ep": 6, "ec": 593} | 978 | Q46974 | 2 | 0 | 6 | 593 | Canadian Pacific Railway | History | Canadian Pacific Railway History Together with the Canadian Confederation, the creation of the Canadian Pacific Railway was a task originally undertaken as the National Dream by the Conservative government of Prime Minister Sir John A. Macdonald (1st Canadian Ministry). He was helped by Sir Alexander Tilloch Galt, who was the owner of the North Western Coal and Navigation Company. British Columbia, a 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). The government however proposed to build a |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 593, "ep": 6, "ec": 1216} | 978 | Q46974 | 6 | 593 | 6 | 1,216 | Canadian Pacific Railway | History | railway linking the Pacific province to the Eastern provinces within 10 years of 20 July 1871. 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 (via some Milwaukee Road and Soo Line Railroad trackage that would later be acquired by CP in the late 20th century). In addition to this was the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 1216, "ep": 6, "ec": 1909} | 978 | Q46974 | 6 | 1,216 | 6 | 1,909 | Canadian Pacific Railway | History | difficulty of building a railroad through the Canadian Rockies; an entirely Canadian route would require crossing 1,600 km (990 mi) of rugged terrain across the barren Canadian Shield and muskeg of Northern Ontario. To ensure this routing, the government offered huge incentives including vast grants of land in the West.
In 1873, Sir John A. Macdonald and other high-ranking politicians, bribed in the Pacific Scandal, granted 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 1909, "ep": 6, "ec": 2546} | 978 | Q46974 | 6 | 1,909 | 6 | 2,546 | Canadian Pacific Railway | History | Company. Because of this scandal, the Conservative Party was removed from office in 1873. The new Liberal prime minister, Alexander Mackenzie, ordered 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. The Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875. By 1880, around 1,000 kilometres (700 mi) was nearly complete, mainly |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 2546, "ep": 6, "ec": 3214} | 978 | Q46974 | 6 | 2,546 | 6 | 3,214 | Canadian Pacific Railway | History | across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres (300 mi) of track.
With Macdonald's return to power on 16 October 1878, a 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. In 1879, the federal government floated bonds in London and called for tenders to construct the 206 km (128 mi) section of the railway from Yale, British Columbia, to Savona's Ferry, on Kamloops Lake. The contract was awarded to Andrew Onderdonk, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 3214, "ep": 6, "ec": 3854} | 978 | Q46974 | 6 | 3,214 | 6 | 3,854 | Canadian Pacific Railway | History | whose men started work on 15 May 1880. 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 October 1880, a new syndicate, unrelated to Hugh Allan's, signed a contract with the Macdonald government and Fleming was dismissed. They agreed to build the railway in exchange for $25 million (approximately $625 million in modern Canadian dollars) in credit from the Canadian government and a grant of 25 million acres (100,000 km²) of land. The government transferred to the new company those sections of the railway it had constructed |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 3854, "ep": 6, "ec": 4534} | 978 | Q46974 | 6 | 3,854 | 6 | 4,534 | Canadian Pacific Railway | History | under government ownership, on which it had already spent at least $25 million. But its estimates of the cost of the Rocky Mountain section alone was over $60 million. The government also defrayed surveying costs and exempted the railway from property taxes for 20 years. The Montreal-based syndicate officially comprised five men: George Stephen, James J. Hill, Duncan McIntyre, Richard B. Angus and John Stewart Kennedy. Donald A. Smith and Norman Kittson were unofficial silent partners with a significant financial interest. On 15 February 1881, legislation confirming the contract received royal assent, and the Canadian Pacific Railway Company was formally incorporated the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 6, "sc": 4534, "ep": 10, "ec": 266} | 978 | Q46974 | 6 | 4,534 | 10 | 266 | Canadian Pacific Railway | History & Building the railway, 1881–1885 | next day. Critics claimed that the government gave too large a subsidy for the proposed project but this was to incorporate uncertainties of risk and irreversibility of insurance. 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, 1881–1885 Building the railway took over four years. The Canadian Pacific Railway began its westward expansion from Bonfield, Ontario (previously called Callander Station), where the first spike was driven into a sunken railway tie. Bonfield was inducted into Canadian Railway |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 266, "ep": 10, "ec": 867} | 978 | Q46974 | 10 | 266 | 10 | 867 | Canadian Pacific Railway | Building the railway, 1881–1885 | Hall of Fame in 2002 as the CPR first spike location. That was the point where the Canada Central Railway extension ended. The CCR was owned by Duncan McIntyre, who amalgamated it with the CPR, and became one of the handful of officers of the newly formed CPR. The CCR started in Brockville and extended to Pembroke. It then followed a westward route along the Ottawa River passing through places like Cobden, Deux-Rivières and eventually to Mattawa at the confluence of the Mattawa and Ottawa rivers. It then proceeded cross-country towards its final destination of Bonfield. Duncan McIntyre and his |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 867, "ep": 10, "ec": 1496} | 978 | Q46974 | 10 | 867 | 10 | 1,496 | Canadian Pacific Railway | Building the railway, 1881–1885 | 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 Pass, a route suggested by Sir Sandford Fleming based on a decade of work. However, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 1496, "ep": 10, "ec": 2089} | 978 | Q46974 | 10 | 1,496 | 10 | 2,089 | Canadian Pacific Railway | Building the railway, 1881–1885 | 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 2089, "ep": 10, "ec": 2609} | 978 | Q46974 | 10 | 2,089 | 10 | 2,609 | Canadian Pacific Railway | Building the railway, 1881–1885 | job of finding a pass was assigned to a surveyor named Major Albert Bowman Rogers. The CPR promised him a cheque for $5,000 and that the pass would be named in his honour. Rogers became obsessed with finding the pass that would immortalize his name. He discovered the pass in April 1881 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 2609, "ep": 10, "ec": 3264} | 978 | Q46974 | 10 | 2,609 | 10 | 3,264 | Canadian Pacific Railway | Building the railway, 1881–1885 | 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 Lacombe, persuaded 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 3264, "ep": 10, "ec": 3846} | 978 | Q46974 | 10 | 3,264 | 10 | 3,846 | Canadian Pacific Railway | Building the railway, 1881–1885 | John Macoun, who 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 Pass, at the Alberta-British Columbia border on the continental divide. In the first 6 km (3.7 mi) west of the 1,625 metres (5,331 feet) high summit, the Kicking Horse River drops 350 metres (1,150 feet). The steep drop would force the cash-strapped CPR to build a 7 km (4.3 mi) long stretch of track with a very steep 4¹⁄₂ percent gradient once it reached the pass in 1884. This was over four |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 3846, "ep": 10, "ec": 4492} | 978 | Q46974 | 10 | 3,846 | 10 | 4,492 | Canadian Pacific Railway | Building the railway, 1881–1885 | 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. Safety switches were installed at several points, the speed limit for descending trains was set at 10 km per hour (6 mph), and special locomotives were ordered. 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 4492, "ep": 10, "ec": 5109} | 978 | Q46974 | 10 | 4,492 | 10 | 5,109 | Canadian Pacific Railway | Building the railway, 1881–1885 | 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.
In 1881, construction progressed at a pace too slow for the railway's officials who, in 1882, hired the renowned railway executive William Cornelius Van Horne to oversee construction with the inducement of a generous salary and the intriguing challenge of handling such a difficult railway project. Van Horne stated that he would have 800 km (500 mi) of main line built in 1882. Floods delayed the start of the construction season, but over 672 km (418 mi) of |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 5109, "ep": 10, "ec": 5690} | 978 | Q46974 | 10 | 5,109 | 10 | 5,690 | Canadian Pacific Railway | Building the railway, 1881–1885 | main line, as well as sidings and branch lines, were built that year. The Thunder Bay branch (west from Fort William) was completed in June 1882 by the Department of Railways and Canals and turned over to the company in May 1883, permitting all-Canadian lake and railway traffic from Eastern Canada to Winnipeg, for the first time in Canada's history. By the end of 1883, the railway had reached the Rocky Mountains, just eight kilometres (five miles) east of Kicking Horse Pass. The construction seasons of 1884 and 1885 would be spent in the mountains of British Columbia and on |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 5690, "ep": 10, "ec": 6299} | 978 | Q46974 | 10 | 5,690 | 10 | 6,299 | Canadian Pacific Railway | Building the railway, 1881–1885 | the north shore of Lake Superior.
Many thousands of navvies worked on the railway. Many were European immigrants. In British Columbia, government contractors eventually hired 17000 workers from China, known as "coolies". A navvy received between $1 and $2.50 per day, but had to pay for his own food, clothing, transport to the job site, mail and medical care. After 2¹⁄₂ months of hard labour, they could net as little as $16. Chinese labourers in British Columbia made only between 75 cents and $1.25 a day, paid in rice mats, and not including expenses, leaving barely anything to send home. They |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 6299, "ep": 10, "ec": 6898} | 978 | Q46974 | 10 | 6,299 | 10 | 6,898 | Canadian Pacific Railway | Building the railway, 1881–1885 | did the most dangerous construction jobs, such as working with explosives to clear tunnels through rock. The exact number of Chinese workers who died is unknown but historians estimate the number is between 600 and 800. The victims of sickness and accidents were not given proper funerals. Most of the remains were buried into the railroad and the families of the Chinese who were killed received no compensation, or even notification of loss of life. 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 6898, "ep": 10, "ec": 7506} | 978 | Q46974 | 10 | 6,898 | 10 | 7,506 | Canadian Pacific Railway | Building the railway, 1881–1885 | as part of their responsibilities. Many spent years in isolated and often poor conditions. 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 2006, 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.
By 1883, railway construction was progressing rapidly, but the CPR was in danger of running out of funds. In response, on 31 January 1884, the government passed the Railway |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 7506, "ep": 10, "ec": 8128} | 978 | Q46974 | 10 | 7,506 | 10 | 8,128 | Canadian Pacific Railway | Building the railway, 1881–1885 | Relief Bill, providing a further $22.5 million in loans to the CPR. The bill received royal assent on 6 March 1884.
In March 1885, the 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. Perhaps because the government was grateful for this service, they subsequently reorganized the CPR's debt and |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 8128, "ep": 10, "ec": 8772} | 978 | Q46974 | 10 | 8,128 | 10 | 8,772 | Canadian Pacific Railway | Building the railway, 1881–1885 | provided a further $5 million loan. 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. Stephen himself later did admit to spending $1 million between 1881 and 1886 to ensure government support. This money went to buying a £40,000 necklace for Lady MacDonald and numerous other "bonifications" to government members.
On 7 November 1885, the last spike was driven |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 8772, "ep": 10, "ec": 9386} | 978 | Q46974 | 10 | 8,772 | 10 | 9,386 | Canadian Pacific Railway | Building the railway, 1881–1885 | at Craigellachie, British Columbia, making 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 1881 deadline, it was completed more than five years ahead of the new date of 1891 that Macdonald gave in 1881. 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 9386, "ep": 10, "ec": 10003} | 978 | Q46974 | 10 | 9,386 | 10 | 10,003 | Canadian Pacific Railway | Building the railway, 1881–1885 | far the longest railway ever constructed at the time. It had taken 12,000 men and 5,000 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. Thomas, Ontario by 1885 (mainly by buying the Quebec, Montreal, Ottawa & Occidental Railway from the Quebec government), and had launched a fleet of Great Lakes ships to link its terminals. The CPR had effected purchases and long-term leases of several railways through an associated railway company, the Ontario and Quebec Railway (O&Q). The O&Q built a line between Perth, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 10, "sc": 10003, "ep": 14, "ec": 283} | 978 | Q46974 | 10 | 10,003 | 14 | 283 | Canadian Pacific Railway | Building the railway, 1881–1885 & 1886–1900 | Ontario, and Toronto (completed on 5 May 1884) to connect these acquisitions. The CPR obtained a 999-year lease on the O&Q on 4 January 1884. In 1895, it acquired a minority interest in the Toronto, Hamilton and Buffalo Railway, giving it a link to New York and the Northeast United States. 1886–1900 The last spike in the CPR was driven on 7 November 1885, by one of its directors, Donald Smith, but 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 283, "ep": 14, "ec": 908} | 978 | Q46974 | 14 | 283 | 14 | 908 | Canadian Pacific Railway | 1886–1900 | 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.
The first transcontinental passenger train departed from Montreal's Dalhousie Station, located at Berri Street and Notre Dame Street at 8 pm on 28 June 1886, and arrived at Port Moody at noon on 4 July 1886. This train consisted of two baggage cars, a mail car, one second-class coach, two immigrant sleepers, two first-class coaches, two sleeping cars |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 908, "ep": 14, "ec": 1504} | 978 | Q46974 | 14 | 908 | 14 | 1,504 | Canadian Pacific Railway | 1886–1900 | 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 Granville, which was renamed "Vancouver" later that year. The first official train destined for Vancouver arrived on 23 May 1887, although the line had already been in use for three months. The CPR quickly became profitable, and all loans from the Federal government were repaid years ahead of time. In 1888, a branch line was opened |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 1504, "ep": 14, "ec": 2133} | 978 | Q46974 | 14 | 1,504 | 14 | 2,133 | Canadian Pacific Railway | 1886–1900 | between Sudbury and Sault Ste. Marie where the CPR connected with the American railway system and its own steamships. That same year, work was started on a line from London, Ontario, to the Canada–US border at Windsor, Ontario. That line opened on 12 June 1890.
The CPR also leased the New Brunswick Railway in 1891 for 991 years, and built the International Railway of Maine, connecting Montreal with Saint John, New Brunswick, in 1889. 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 2133, "ep": 14, "ec": 2736} | 978 | Q46974 | 14 | 2,133 | 14 | 2,736 | Canadian Pacific Railway | 1886–1900 | to continue year-round when sea ice in the Gulf of St. Lawrence closed the port of Montreal during the winter months. By 1896, competition 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. Van Horne, now president of the CPR, asked for government aid, and the government agreed to provide around $3.6 million to construct a railway from Lethbridge, Alberta, through Crowsnest Pass to the south shore of Kootenay Lake, in exchange for the CPR agreeing to reduce freight rates in perpetuity |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 2736, "ep": 14, "ec": 3401} | 978 | Q46974 | 14 | 2,736 | 14 | 3,401 | Canadian Pacific Railway | 1886–1900 | for key commodities shipped in Western Canada.
The controversial Crowsnest Pass Agreement effectively locked the eastbound rate on grain products and westbound rates on certain "settlers' effects" at the 1897 level. Although temporarily suspended during the First World War, it was not until 1983 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 June 1898, and followed a complicated route through the maze of valleys and passes in southern British Columbia, rejoining the original mainline at Hope after crossing the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 3401, "ep": 14, "ec": 4031} | 978 | Q46974 | 14 | 3,401 | 14 | 4,031 | Canadian Pacific Railway | 1886–1900 | 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 14, "sc": 4031, "ep": 18, "ec": 314} | 978 | Q46974 | 14 | 4,031 | 18 | 314 | Canadian Pacific Railway | 1886–1900 & CPR and the settlement of western Canada | region. Independent railways and subsidiaries that were eventually merged into the CPR in connection with this route were the Shuswap and Okanagan Railway, the Kaslo and Slocan Railway, the Columbia and Kootenay Railway, the Columbia and Western Railway and various others. CPR and the settlement of western Canada 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. Under the initial contract with the Canadian government to build the railway, the CPR was granted 25 million acres |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 18, "sc": 314, "ep": 22, "ec": 26} | 978 | Q46974 | 18 | 314 | 22 | 26 | Canadian Pacific Railway | CPR and the settlement of western Canada & 1901–1928 | (100,000 km²). 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. Land was priced at $2.50 an acre and up but required cultivation. To transport immigrants, Canadian Pacific developed a fleet of over a thousand Colonist cars, low-budget sleeper cars designed to transport immigrant families from eastern Canadian seaports to the west. 1901–1928 During the first decade of |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 26, "ep": 22, "ec": 662} | 978 | Q46974 | 22 | 26 | 22 | 662 | Canadian Pacific Railway | 1901–1928 | the 20th century, the CPR continued to build more lines. In 1908, 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 1909 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 Tunnels, reducing the grade to 2.2 percent from 4.5 percent. The Spiral Tunnels opened in August. In April 1908, the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 662, "ep": 22, "ec": 1264} | 978 | Q46974 | 22 | 662 | 22 | 1,264 | Canadian Pacific Railway | 1901–1928 | 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 1909.
On 3 November 1909, the Lethbridge Viaduct over the Oldman River valley at Lethbridge, Alberta, was opened. It is 1,624 metres (5,328 feet) long and, at its maximum, 96 metres (315 feet) high, making it one of the longest railway bridges in Canada. In 1916, the CPR replaced its line through Rogers Pass, which was prone to avalanches (the most serious of which killed 62 men in 1910) with the Connaught Tunnel, an eight-kilometre-long |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 1264, "ep": 22, "ec": 1887} | 978 | Q46974 | 22 | 1,264 | 22 | 1,887 | Canadian Pacific Railway | 1901–1928 | (5-mile) tunnel under Mount Macdonald that was, at the time of its opening, the longest railway tunnel in the Western Hemisphere.
On 21 January 1910, a passenger train derailed on the CPR line at the Spanish River bridge at Nairn, Ontario (near Sudbury), killing at least 43.
The CPR acquired several smaller railways via long-term leases in 1912. On 3 January 1912, the CPR acquired the Dominion Atlantic Railway, a railway that ran in western Nova Scotia. This acquisition gave the CPR a connection to Halifax, a significant port on the Atlantic Ocean. The Dominion Atlantic was isolated from the rest of |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 1887, "ep": 22, "ec": 2486} | 978 | Q46974 | 22 | 1,887 | 22 | 2,486 | Canadian Pacific Railway | 1901–1928 | 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 Scotia, to the CPR at Saint John, New Brunswick. DAR steamships also provided connections for passengers and cargo between Yarmouth, Boston and New York. On 1 July 1912, the CPR acquired the Esquimalt and Nanaimo Railway, a railway on Vancouver Island that connected to the CPR using a railcar ferry. The CPR acquired the Quebec Central Railway on 14 December 1912.
During the late 19th century, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 2486, "ep": 22, "ec": 3138} | 978 | Q46974 | 22 | 2,486 | 22 | 3,138 | Canadian Pacific Railway | 1901–1928 | the railway undertook an ambitious programme of hotel construction, building Glacier House in Glacier National Park, Mount Stephen House at Field, British Columbia, the Château Frontenac in Quebec City and the Banff Springs Hotel. By then, the CPR had competition from three other transcontinental lines, all of them money-losers. In 1919, these 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 Ireland, sank after a collision with the Norwegian collier SS Storstad. |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 22, "sc": 3138, "ep": 26, "ec": 410} | 978 | Q46974 | 22 | 3,138 | 26 | 410 | Canadian Pacific Railway | 1901–1928 & First World War | On 29 May 1914, the Empress (operated by the CPR's Canadian Pacific Steamship Company) went down in the St. Lawrence River with the loss of 1,024 lives, of which 840 were passengers. First World War During the First World War CPR put the entire resources of the "world's greatest travel system" at the disposal of the British Empire, not only trains and tracks, but also its ships, shops, hotels, telegraphs and, above all, its people. Aiding the war effort meant transporting and billeting troops; building and supplying arms and munitions; arming, lending and selling ships. Fifty-two CPR ships were pressed |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 26, "sc": 410, "ep": 26, "ec": 1003} | 978 | Q46974 | 26 | 410 | 26 | 1,003 | Canadian Pacific Railway | First World War | into service during World War I, carrying more than a million troops and passengers and four million tons of cargo. Twenty seven survived and returned to CPR. CPR also helped the war effort with money and jobs. CPR made loans and guarantees to the Allies of some $100 million. As a lasting tribute, CPR commissioned three statues and 23 memorial tablets to commemorate the efforts of those who fought and those who died in the war. After the war, the Federal government created Canadian National Railways (CNR, later CN) out of several bankrupt railways that fell into government hands during |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 26, "sc": 1003, "ep": 30, "ec": 206} | 978 | Q46974 | 26 | 1,003 | 30 | 206 | Canadian Pacific Railway | First World War & Great Depression and the Second World War, 1929–1945 | and after the war. CNR would become the main competitor to the CPR in Canada. In 1923, Henry Worth Thornton replaced David Blyth Hanna becoming the second president of the CNR, and his competition spurred Edward Wentworth Beatty, the first Canadian-born president of the CPR, to action. During this time the railway land grants were formalized. Great Depression and the Second World War, 1929–1945 The Great Depression, which lasted from 1929 until 1939, hit 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. |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 30, "sc": 206, "ep": 30, "ec": 799} | 978 | Q46974 | 30 | 206 | 30 | 799 | Canadian Pacific Railway | Great Depression and the Second World War, 1929–1945 | The CPR scaled back on some of its passenger and freight services, and stopped issuing dividends to its shareholders after 1932. Hard times led to the creation of new political parties such as the Social Credit movement and the Cooperative Commonwealth Federation, as well as popular protest in the form of the On-to-Ottawa Trek.
One highlight of the late 1930s, both for the railway and for Canada, was the visit of King George VI and Queen Elizabeth during their 1939 royal tour of Canada, the first time that the reigning monarch had visited the country. The CPR and the CNR shared |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 30, "sc": 799, "ep": 34, "ec": 75} | 978 | Q46974 | 30 | 799 | 34 | 75 | Canadian Pacific Railway | Great Depression and the Second World War, 1929–1945 & 1946–1978 | 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. 1946–1978 After the Second World War, the transport industry in Canada changed. Where |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 34, "sc": 75, "ep": 34, "ec": 782} | 978 | Q46974 | 34 | 75 | 34 | 782 | Canadian Pacific Railway | 1946–1978 | 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. During the 1950s, the railway introduced new innovations in passenger service. In 1955, it introduced The Canadian, a new luxury transcontinental train. However, in the 1960s, the company started to pull out of passenger services, ending services on many of its branch lines. It also discontinued its secondary transcontinental train |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 34, "sc": 782, "ep": 34, "ec": 1425} | 978 | Q46974 | 34 | 782 | 34 | 1,425 | Canadian Pacific Railway | 1946–1978 | The Dominion in 1966, and in 1970, 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 October 1978, CP Rail transferred its passenger services to Via Rail, a 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 Canadian, off CP's lines.
In 1968, as part of a corporate reorganization, each of the CPR's major operations, including its rail operations, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 34, "sc": 1425, "ep": 38, "ec": 3} | 978 | Q46974 | 34 | 1,425 | 38 | 3 | Canadian Pacific Railway | 1946–1978 & 1979–2001 | were organized as separate subsidiaries. The name of the railway was changed to CP Rail, and the parent company changed its name to Canadian Pacific Limited in 1971. Its air, express, telecommunications, hotel and real estate holdings were spun off, and ownership of all of the companies transferred to Canadian Pacific Investments. The slogan was: "TO THE FOUR CORNERS OF THE WORLD" The company discarded its beaver logo, adopting the new Multimark {which, when mirrored by an adjacent "multi-mark" creates a diamond appearance on a globe} that was used—with a different colour background—for each of its operations. 1979–2001 On |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 2, "ep": 38, "ec": 642} | 978 | Q46974 | 38 | 2 | 38 | 642 | Canadian Pacific Railway | 1979–2001 | 10 November 1979, a derailment of a hazardous materials train in Mississauga, Ontario, led to the evacuation of 200,000 people; there were no fatalities.
In 1984, 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 in 1988. At 14.7 km (nine miles), it is the longest tunnel in the Americas. During the 1980s, the Soo Line Railroad, in which CP Rail still owned a controlling interest, underwent several changes. It acquired the Minneapolis, Northfield and Southern Railway in 1982. Then on 21 February 1985, the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 642, "ep": 38, "ec": 1250} | 978 | Q46974 | 38 | 642 | 38 | 1,250 | Canadian Pacific Railway | 1979–2001 | Soo Line obtained a controlling interest in the bankrupt Milwaukee Road, merging it into its system on 1 January 1986. Also in 1980, Canadian Pacific bought out the controlling interests of the Toronto, Hamilton and Buffalo Railway (TH&B) from Conrail and molded it into the Canadian Pacific System, dissolving the TH&B's name from the books in 1985. In 1987, most of CPR's trackage in the Great Lakes region, including much of the original Soo Line, were spun off into a new railway, the Wisconsin Central, which was subsequently purchased by CN. Influenced by the Canada-U.S. Free Trade Agreement of 1989, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 1250, "ep": 38, "ec": 1849} | 978 | Q46974 | 38 | 1,250 | 38 | 1,849 | Canadian Pacific Railway | 1979–2001 | which liberalized trade between the two nations, the CPR's expansion continued during the early 1990s: CP Rail gained full control of the Soo Line in 1990, and bought the Delaware and Hudson Railway in 1991. These two acquisitions gave CP Rail routes to the major American cities of Chicago (via the Soo Line) and New York City (via the D&H).
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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 1849, "ep": 38, "ec": 2486} | 978 | Q46974 | 38 | 1,849 | 38 | 2,486 | Canadian Pacific Railway | 1979–2001 | 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 St. Lawrence Seaway in the late 1950s, coupled with subsidized icebreaking services, made Saint John surplus to CPR's requirements.
During the 1990s, both CP Rail and CN attempted unsuccessfully to buy out |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 2486, "ep": 38, "ec": 3104} | 978 | Q46974 | 38 | 2,486 | 38 | 3,104 | Canadian Pacific Railway | 1979–2001 | the eastern assets of the other, so as to permit further rationalization. In 1996, CP Rail moved its head office from Windsor Station in Montreal to Gulf Canada Square in Calgary, 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 (Mactier, Ontario). A smaller office was left at Windsor Station, which controlled train traffic from Mactier to the Port of Montreal.
In 1996, CP Rail moved its head office to Calgary from Montreal and changed its |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 38, "sc": 3104, "ep": 40, "ec": 15} | 978 | Q46974 | 38 | 3,104 | 40 | 15 | Canadian Pacific Railway | 1979–2001 & 2001 to present | name back to Canadian Pacific Railway. A new subsidiary company, the St. Lawrence and Hudson Railway, was created to operate its money-losing lines in eastern North America, covering Quebec, Southern and Eastern Ontario, trackage rights to Chicago, Illinois, as 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. On 1 January 2001 the StL&H was formally amalgamated with the CP Rail system. 2001 to present |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 0, "ep": 42, "ec": 675} | 978 | Q46974 | 42 | 0 | 42 | 675 | Canadian Pacific Railway | 2001 to present | In 2001, the CPR's parent company, Canadian Pacific Limited, spun 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 early 2007, dropping the 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 2010 Olympic Winter Games in Vancouver.
On 4 September 2007, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 675, "ep": 42, "ec": 1333} | 978 | Q46974 | 42 | 675 | 42 | 1,333 | Canadian Pacific Railway | 2001 to present | CPR announced it was acquiring the Dakota, Minnesota and Eastern Railroad from London-based Electra Private Equity. The transaction was an "end-to-end" consolidation and gave CPR access to United States shippers of agricultural products, ethanol and coal. CPR stated its intention to use this purchase to gain access to the rich coalfields of Wyoming's Powder River Basin. The purchase price was US$ 1.48 billion with future payments of over US$1 billion contingent on commencement of construction on the smaller railway's Powder River extension and specified volumes of coal shipments from the Powder River basin. The transaction was subject to approval of |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 1333, "ep": 42, "ec": 1981} | 978 | Q46974 | 42 | 1,333 | 42 | 1,981 | Canadian Pacific Railway | 2001 to present | the U.S. Surface Transportation Board (STB), which was expected to take about a year. On 4 October 2007, CPR announced that it had completed financial transactions required for the acquisition, placing the DM&E and IC&E in a voting trust with Richard Hamlin appointed as trustee. The merger was completed as of 31 October 2008.
On 28 October 2011, in a 13D regulatory filing, the U.S. hedge fund Pershing Square Capital Management (PSCM) indicated it owned 12.2 percent of Canadian Pacific. PSCM began acquiring Canadian Pacific shares in 2011. The stake eventually increased to 14.2 percent, making PSCM the railway's largest shareholder. |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 1981, "ep": 42, "ec": 2646} | 978 | Q46974 | 42 | 1,981 | 42 | 2,646 | Canadian Pacific Railway | 2001 to present | 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 May 2012, Green and five other board members, including chairman John Cleghorn, resigned. The seven nominees, including Ackman and his partner, Paul Hilal, were then elected. 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. Hunter Harrison, former President of CN Rail, on 29 June 2012.
Canadian |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 2646, "ep": 42, "ec": 3283} | 978 | Q46974 | 42 | 2,646 | 42 | 3,283 | Canadian Pacific Railway | 2001 to present | Pacific Railway Ltd. trains resumed regular operations on 1 June 2012 after a nine-day strike by some 4,800 locomotive engineers, conductors and traffic controllers who walked off the job on 23 May, stalling Canadian freight traffic and costing the economy an estimated CA$80 million (US$77 million). The strike ended with a government back-to-work bill forcing both sides to come to a binding agreement.
On 6 July 2013, a unit train of crude oil which CP had subcontracted to short-line operator Montreal, Maine and Atlantic Railway derailed in Lac-Mégantic, killing 47. On 14 August 2013, the Quebec government added the CPR, |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 3283, "ep": 42, "ec": 3905} | 978 | Q46974 | 42 | 3,283 | 42 | 3,905 | Canadian Pacific Railway | 2001 to present | along with lessor World Fuel Services (WFS), to the list of corporate entities from which it seeks reimbursement for the environmental cleanup of the Lac-Megantic derailment. On 15 July, the press reported that CP would appeal the legal order. Railway spokesman Ed Greenberg stated "Canadian Pacific has reviewed the notice. As a matter of fact, in law, CP is not responsible for this cleanup." In February 2014, Harrison called for immediate action to phase-out DOT-111 tank cars, known to be more dangerous in cases of derailment.
On 12 October 2014 it was reported that Canadian Pacific had tried to enter into |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 3905, "ep": 42, "ec": 4578} | 978 | Q46974 | 42 | 3,905 | 42 | 4,578 | Canadian Pacific Railway | 2001 to present | a merger with American Railway CSX, but was unsuccessful.
In 2015-16 Canadian Pacific sought to merge with American railway Norfolk Southern. and wanted to have a vote on it. Canadian Pacific created a website to persuade people that the Canadian Pacific/Norfolk Southern merger would benefit the rail industry. Canadian Pacific both filed a complaint against the Department of Justice and dropped their proposed proxy fight in the proposed merger with Norfolk Southern. On 11 April 2016, Canadian Pacific abandoned the proposed merger with Norfolk Southern after three offers were rejected by the NS' board.
United Parcel Service (UPS) spoke out about the |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 4578, "ep": 42, "ec": 5187} | 978 | Q46974 | 42 | 4,578 | 42 | 5,187 | Canadian Pacific Railway | 2001 to present | rail merger and said they are against the Canadian Pacific/Norfolk Southern merger. CP terminated its efforts to merge on 11 April 2016. On 18 January 2017 it was announced that Hunter Harrison was retiring from CP and that Keith Creel would become President and Chief Executive Officer of the company effective 31 January 2017.
On 4 February 2019, a loaded grain train ran away from the siding at Partridge just above the Upper Spiral Tunnel in Kicking Horse Pass. The 112 car grain train with three locomotives derailed into the Kicking Horse River just after the Trans Canada Highway overpass. The |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 42, "sc": 5187, "ep": 46, "ec": 499} | 978 | Q46974 | 42 | 5,187 | 46 | 499 | Canadian Pacific Railway | 2001 to present & Canadian Pacific Railway's North Line | three crew members on the lead locomotive all perished in the derailment. Canadian Pacific Railway's North Line Canadian Pacific Railway's North Line, which runs from Edmonton to Winnipeg, a high capacity line, is connected to "all the key refining markets in North America." Chief Executive Hunter Harrison told the Wall Street Journal that Canadian Pacific planned to improve track along its North Line as part of a plan to ship Alberta oil east.
CPR COO Keith Creel said CPR was in a growth position in 2014 thanks to the increased Alberta crude oil, Western Canadian Select WCS, transport that will |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 46, "sc": 499, "ep": 46, "ec": 1120} | 978 | Q46974 | 46 | 499 | 46 | 1,120 | Canadian Pacific Railway | Canadian Pacific Railway's North Line | account for one-third of CPR's new revenue gains through 2018 "aided by improvements at oil-loading terminals and track in western Canada."
By 2014 Creel said the transport of Alberta's heavy crude oil would account for about 60% of the CP's oil revenues, and light crude from the Bakken Shale region in Saskatchewan and the U.S. state of North Dakota would account for 40%, the opposite of the ratios prior to the implementation of tougher regulations in both Canada and the United States that negatively affect the volatile, sensitive light sweet Bakken crude. Creel said that "It [WCS is] safer, less volatile |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 46, "sc": 1120, "ep": 50, "ec": 448} | 978 | Q46974 | 46 | 1,120 | 50 | 448 | Canadian Pacific Railway | Canadian Pacific Railway's North Line & Passenger trains | and more profitable to move and we're uniquely positioned to connect to the West Coast as well as the East Coast." Passenger trains The train was the primary mode of long-distance transport in Canada until the 1960s. Among the many types of people who rode CPR trains were new immigrants heading for the prairies, military troops (especially during the two world wars) and upper class tourists. It also custom-built many of its passenger cars at its CPR Angus Shops to be able to meet the demands of the upper class.
The CPR also had a line of Great Lakes ships integrated |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 448, "ep": 50, "ec": 1039} | 978 | Q46974 | 50 | 448 | 50 | 1,039 | Canadian Pacific Railway | Passenger trains | into its transcontinental service. From 1885 until 1912, these ships linked Owen Sound on Georgian Bay to Fort William. Following a major fire in December 1911 that destroyed the grain elevator, operations were relocated to a new, larger port created by the CPR at Port McNicoll opening in May 1912. Five ships allowed daily service, and included the S.S. Assiniboia and S.S. Keewatin built in 1908 which remained in use until the end of service. Travellers went by train from Toronto to that Georgian Bay port, then travelled by ship to link with another train at the Lakehead. After World |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 1039, "ep": 50, "ec": 1653} | 978 | Q46974 | 50 | 1,039 | 50 | 1,653 | Canadian Pacific Railway | Passenger trains | War II, the trains and ships carried automobiles as well as passengers. This service featured what was to become the last boat train in North America. The Steam Boat was a fast, direct connecting train between Toronto and Port McNicoll. The passenger service was discontinued at the end of season in 1965 with one ship, the Keewatin, carrying on in freight service for two more years. It later became a marine museum at Douglas, Michigan in the United States, before returning to its original homeport of Port McNicoll, Canada in 2013.
After the Second World War, passenger traffic declined as automobiles |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 1653, "ep": 50, "ec": 2232} | 978 | Q46974 | 50 | 1,653 | 50 | 2,232 | Canadian Pacific Railway | Passenger trains | and aeroplanes became more common, but the CPR continued to innovate in an attempt to keep passenger numbers up. Beginning 9 November 1953, the CPR introduced Budd Rail Diesel Cars (RDCs) on many of its lines. Officially called "Dayliners" by the 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 2232, "ep": 50, "ec": 2874} | 978 | Q46974 | 50 | 2,232 | 50 | 2,874 | Canadian Pacific Railway | Passenger trains | 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 April 1955, the 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 locomotives, and used new, streamlined, stainless steel rolling stock.
Starting in the 1960s, however, the railway started to discontinue much of its passenger service, particularly on its branch lines. For |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 2874, "ep": 50, "ec": 3494} | 978 | Q46974 | 50 | 2,874 | 50 | 3,494 | Canadian Pacific Railway | Passenger trains | example, passenger service ended on its line through southern British Columbia and Crowsnest Pass in January 1964, and on its Quebec Central in April 1967, and the transcontinental train The Dominion was dropped in January 1966. On 29 October 1978, CP Rail transferred its passenger services to Via Rail, a 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 1990. This ended service by The Canadian over CPR rails, and the train was rerouted on the former Super Continental |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 3494, "ep": 50, "ec": 4168} | 978 | Q46974 | 50 | 3,494 | 50 | 4,168 | Canadian Pacific Railway | Passenger trains | route via Canadian National without a change of name. Where both trains had been daily prior to the 15 January 1990 cuts, the surviving Canadian was only a three-times-weekly operation. In October 2012, The Canadian was reduced to twice-weekly for the six-month off-season period, and currently 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 Montreal. CP Rail introduced Canada's first bi-level passenger cars here in 1970. On 1 October 1982, the Montreal Urban Community Transit Commission (STCUM) assumed responsibility for the commuter services previously provided by |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 4168, "ep": 50, "ec": 4856} | 978 | Q46974 | 50 | 4,168 | 50 | 4,856 | Canadian Pacific Railway | Passenger trains | 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 Candiac, Hudson and Blainville–Saint-Jérôme on behalf of the AMT. CP no longer operates Vancouver's West Coast Express on behalf of TransLink, a regional transit authority. Bombardier Transportation assumed control of train operations on 5 May 2014. Although CP Rail no longer owns the track nor operates the commuter trains, it handles |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 50, "sc": 4856, "ep": 54, "ec": 398} | 978 | Q46974 | 50 | 4,856 | 54 | 398 | Canadian Pacific Railway | Passenger trains & Sleeping, Dining and Parlour Car Department | dispatching of two commuter rail lines: the Milwaukee District/North and Milwaukee District/West Lines, as part of Greater Chicago's Metra system. CP Rail continues freight service on these segments via trackage rights. Sleeping, Dining and Parlour Car Department Sleeping cars were operated by a separate department of the railway that included the dining and parlour cars and aptly named as the 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 54, "sc": 398, "ep": 54, "ec": 1057} | 978 | Q46974 | 54 | 398 | 54 | 1,057 | Canadian Pacific Railway | Sleeping, Dining and Parlour Car Department | building the cars themselves. Pullman was long a famous name 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 Horne, who 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 dining-car services were never profitable. But railroad managers realized that those who could afford to travel great distances expected such facilities, and their favourable opinion would |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 54, "sc": 1057, "ep": 58, "ec": 538} | 978 | Q46974 | 54 | 1,057 | 58 | 538 | Canadian Pacific Railway | Sleeping, Dining and Parlour Car Department & Express | bode well to attracting others to Canada and the CPR's trains. Express W. C. Van Horne decided from the very beginning that the CPR would retain as much revenue from its various operations as it could. This translated into keeping express, telegraph, sleeping car and other lines of business for themselves, creating separate departments or companies as necessary. This was necessary as the fledgling railway would need all the income it could get, and in addition, he saw some of these ancillary operations such as express and telegraph as being quite profitable. Others such as sleeping and dining cars were |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 58, "sc": 538, "ep": 58, "ec": 1171} | 978 | Q46974 | 58 | 538 | 58 | 1,171 | Canadian Pacific Railway | Express | 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.
Dominion Express Company was formed independently in 1873 before the CPR itself, although train service did not begin until the summer of 1882 at which time it operated over some 500 kilometres (300 mi) of track from Rat Portage (Kenora) Ontario west to Winnipeg, Manitoba. It was soon absorbed into the CPR and expanded everywhere the CPR went. It was renamed Canadian Express Company on 1 September 1926, and the headquarters moved from Winnipeg, to |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 58, "sc": 1171, "ep": 58, "ec": 1760} | 978 | Q46974 | 58 | 1,171 | 58 | 1,760 | Canadian Pacific Railway | Express | 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 Lot), small shipments of freight which were subject to delay. Aside from all sorts of small shipments for 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 58, "sc": 1760, "ep": 58, "ec": 2414} | 978 | Q46974 | 58 | 1,760 | 58 | 2,414 | Canadian Pacific Railway | Express | 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 58, "sc": 2414, "ep": 58, "ec": 3126} | 978 | Q46974 | 58 | 2,414 | 58 | 3,126 | Canadian Pacific Railway | Express | worldwide in the years before credit cards. Canadian Express Cartage Department was formed in March 1937 to handle pickup and delivery of most express shipments including less-than-carload freight. Their trucks were painted Killarney (dark) green while regular express company vehicles were painted bright red. Express routes using highway trucks beginning in November 1945 in southern Ontario and Alberta co-ordinated railway and highway service expanded service to better serve smaller locations especially on branchlines. Trucking operations would go on to expand across Canada making it an important transport provider for small shipments. Deregulation in the 1980s, however, changed everything and trucking |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 58, "sc": 3126, "ep": 62, "ec": 507} | 978 | Q46974 | 58 | 3,126 | 62 | 507 | Canadian Pacific Railway | Express & Silk trains | services were ended after many attempts to change with the times. Silk trains Between the 1890s and 1933, the CPR transported raw silk from Vancouver, where it had been shipped from the Orient, to silk mills in New York and New Jersey. A silk train could carry several million dollars' worth of silk; so they had their own armed guards. To avoid train robberies and so minimize insurance costs, they travelled quickly and stopped only to change locomotives and crews, which was often done in under five minutes. The silk trains had superior rights over all other trains; even passenger |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 62, "sc": 507, "ep": 66, "ec": 345} | 978 | Q46974 | 62 | 507 | 66 | 345 | Canadian Pacific Railway | Silk trains & Funeral trains | trains (including the Royal Train of 1939) would be put in sidings to make the silk trains' trip faster. At the end of World War II, the invention of nylon made silk less valuable; so the silk trains died out. Funeral trains 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 June 1891, the funeral train of Prime Minister Sir John A. Macdonald ran from Ottawa to Kingston, Ontario. The train |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 66, "sc": 345, "ep": 70, "ec": 348} | 978 | Q46974 | 66 | 345 | 70 | 348 | Canadian Pacific Railway | Funeral trains & Royal trains | consisted of five heavily draped passenger cars and was pulled by 4-4-0 No. 283. On 14 September 1915, the funeral train of former CPR president Sir William Cornelius Van Horne ran from Montreal to Joliet, Illinois, pulled by 4-6-2 No. 2213. Royal trains 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 enabled 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 |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 70, "sc": 348, "ep": 70, "ec": 902} | 978 | Q46974 | 70 | 348 | 70 | 902 | Canadian Pacific Railway | Royal trains | most notable royal train was in 1939. In 1939, 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 CPR 2850, a Hudson (4-6-4) built by Montreal Locomotive Works in 1938, CNR 6400, a U-4-a Northern (4-8-4) and CNR 6028 a U-1-b Mountain (4-8-2) type. They were specially painted royal blue, with the exception of CNR 6028 which was not painted, with silver trim |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 70, "sc": 902, "ep": 74, "ec": 162} | 978 | Q46974 | 70 | 902 | 74 | 162 | Canadian Pacific Railway | Royal trains & Better Farming Train | as was the entire train. The locomotives ran 5,189 km (3,224 mi) across Canada, through 25 changes of crew, without engine failure. The King, somewhat of a railbuff, rode 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 on their running boards. This applied only to the semi-streamlined locomotives (2820–2864), not the "standard" Hudsons (2800–2819). Better Farming Train CPR provided the rollingstock for the Better Farming Train which toured rural Saskatchewan between 1914 and 1922 to promote the latest information on agricultural |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 74, "sc": 162, "ep": 82, "ec": 6} | 978 | Q46974 | 74 | 162 | 82 | 6 | Canadian Pacific Railway | Better Farming Train & School cars & Silver Streak | research. It was staffed by the University of Saskatchewan and operating expenses were covered by the Department of Agriculture. School cars Between 1927 and the early 1950s, 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. Silver Streak Major |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 82, "sc": 5, "ep": 82, "ec": 589} | 978 | Q46974 | 82 | 5 | 82 | 589 | Canadian Pacific Railway | Silver Streak | shooting for the 1976 film Silver Streak, a 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 numbers, along with the easily identifiable CP Rail red-striped paint scheme. Most of the cars are still in revenue service on Via Rail Canada; the lead locomotive (CP 4070) and the second unit (CP 4067) were sold to Via Rail |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 82, "sc": 589, "ep": 86, "ec": 584} | 978 | Q46974 | 82 | 589 | 86 | 584 | Canadian Pacific Railway | Silver Streak & Holiday Train | and CTCUM respectively. Holiday Train Starting in 1999, CP runs a Holiday Train along its main line during the months of November and December. The Holiday Train celebrates the holiday season and collects donations for community food banks and hunger issues. The Holiday Train also provides publicity for CP and a few of its customers. Each train has a box car stage for entertainers who are travelling along with the train.
The train is a freight train, but also pulls vintage passenger cars which are used as lodging/transportation for the crew and entertainers. Only entertainers and CP employees are allowed to |
{"datasets_id": 978, "wiki_id": "Q46974", "sp": 86, "sc": 584, "ep": 86, "ec": 1201} | 978 | Q46974 | 86 | 584 | 86 | 1,201 | Canadian Pacific Railway | Holiday Train | 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 150 stops in Canada and the United States Northeast and Midwest. Each train is roughly 1,000 feet (300 m) in length with brightly decorated railway cars, including a modified box car that has been turned into a travelling stage for performers. They are each decorated with hundred of thousands of LED Christmas lights. In 2013 to celebrate the program's 15th year, three signature |
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