Journal articles: 'Canadian Pacific Railway'

1

MacKinnon, Mary. "Providing for Faithful Servants: Pensions at the Canadian Pacific Railway." Social Science History 21, no. 1 (1997): 59–83. http://dx.doi.org/10.1017/s0145553200017648.

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Establishing an occupational pension plan became fashionable for large North American firms around the beginning of the twentieth century, and railways were pioneers in this trend. By the end of World War I the characteristics of many of the firms, and of their workforces, had changed considerably, but pension plan rules typically remained broadly constant until the 1930s. Despite unchanged rules, the kinds of workers pensioned, the average value of pensions, and the probability that retiring workers would receive a pension may have altered. Little is known about Canadian pension plans and less about the characteristics of workers pensioned. This article uses employee records from the Canadian Pacific Railway (CPR), one of Canada’s largest employers and one of the first to establish a pension plan, to examine older workers’ employment patterns and the probabilities they have of being pensioned.

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Lefsrud, Lianne, Renato Macciotta, and Anne Nkoro. "Performance-based regulations for safety management systems in the Canadian railway industry: an analytical discussion." Canadian Journal of Civil Engineering 47, no. 3 (March 2020): 248–56. http://dx.doi.org/10.1139/cjce-2018-0513.

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The Canadian Railway Safety Act regulations require that railways implement safety management systems (SMS). The intent of this requirement was to promote companies’ safety culture, better management of safety risks, and demonstration of compliance with rules and engineering standards in day-to-day operations, while also reflecting on their processes and becoming more innovative. Yet, the railway disaster at Lac Mégantic in 2013 — which claimed 47 lives — demonstrated that SMS have been applied unevenly by railroads. A Canadian Pacific railroad derailment on 3 February 2019 with strikingly similar circumstances — which claimed 3 lives — demonstrates that these safety issues persist. In this article, we discuss and propose the adaptation of enhanced SMS implementation, within clearer performance-based regulation and risk management methods. We draw from other jurisdictions and research to demonstrate how this would encourage continuous improvement and innovation by railway operators and in concert with partners and relevant stakeholders.

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Timur, A. Tarik, and Allen Ponak. "Labor relations and technological change at Canadian Pacific Railway." Journal of Labor Research 23, no. 4 (December 2002): 535–57. http://dx.doi.org/10.1007/s12122-002-1027-1.

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Koval, Olga V. "Legal and Social Aspects of the Belarusian Economic Emigration to Canada in the 1920s-30s." RUDN Journal of Russian History 21, no. 3 (August 31, 2022): 417–31. http://dx.doi.org/10.22363/2312-8674-2022-21-3-417-431.

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The author examines the main features for the formation of the Belarusian economic emigration to Canada. The intensity of the emigration from 1921 to 1939 was analyzed, when the territory of Western Belarus was a part of Poland. The historical base of the research was the unpublished documents of the Belarusian, Ukrainian and Polish archives. The article presents the structure of state emigration bodies that were involved in organizing and controlling the recruitment of emigrants, their employment and the process of re-emigration. It describes the features of the Canadian legislation for the scale of the Belarusian emigration and the legal adaptation of emigrants. Particular attention is paid to the role of the Canadian railway companies “Canadian National Railways” and “Canadian Pacific Railways” in the selection of emigrants and their employment in agriculture and industry. The author argue that the Polish authorities stimulated the emigration of the Belarusian population for the polonization of Western Belarus. The problematic socio-psychological adaptation of the Belarusian emigrants, because Belarusians in Canada weakly expressed the national identity, is described. The author concludes that the international cooperation had an important role in forming the diaspora’s and national identity, especially the international contacts with the representatives of other peoples and the participation in common political organizations and projects.

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Espey, R. L., and J. Balakrishnan. "A spreadsheet decision support optimization model for railcar storage at Canadian Pacific Railway." Journal of the Operational Research Society 63, no. 2 (February 2012): 139–50. http://dx.doi.org/10.1057/jors.2010.178.

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6

MacKinnon, Mary. "Providing for Faithful Servants: Pensions at the Canadian Pacific Railway." Social Science History 21, no. 1 (1997): 59. http://dx.doi.org/10.2307/1171456.

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7

Hall, David J. "The Construction Workers' Strike on the Canadian Pacific Railway, 1879." Labour / Le Travail 36 (1995): 11. http://dx.doi.org/10.2307/25143972.

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8

Oldford Churchill, Lee. "The conservation and mounting of the Canadian Pacific Railway (CPR) Charter." Journal of the Institute of Conservation 38, no. 1 (January 2, 2015): 65–76. http://dx.doi.org/10.1080/19455224.2014.999002.

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9

Eamon, Greg. "Farmers, Phantoms and Princes. The Canadian Pacific Railway and Filmmaking from 1899-1919." Cinémas 6, no. 1 (February 25, 2011): 11–32. http://dx.doi.org/10.7202/1000957ar.

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The development of motion pictures coincided with the development of active publicity campaigns by the Canadian Pacific Railway Company. It did not take the CPR long to realize the potential of the new medium and capitalize on the public's fascination with train and motion. In order to encoutage immigration and settlement to western Canada, the company developed an extensive system of promotion which included the use of films. CPR filmmaking fell broadly into two categories, those which were designed with a specific intent to educate, inform and persuade and those which were primarily intended as entertainment. If CPR did not define the type of filmmaking rathet it facilitated the production of contemporary appeal.

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10

Gosselin, Émile. "Technology Puts Out the Firemen." Commentaires 13, no. 3 (February 11, 2014): 333–36. http://dx.doi.org/10.7202/1022427ar.

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Summary The following text analyzes the dispute which culminated in a strike involving the Brotherhood of Locomotive Firemen and Enginemen and the Canadian Pacific Railway. It deals with the complex problems of technological change in a continent-wide economic setting, and suggests structural modifications of the unions concerned in order to adequately cope with them.

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Drent, Jan. "The Development of Canada’s Pacific Gateway in the Age of Steam Globalization 1871-1939." Northern Mariner / Le marin du nord 31, no. 4 (July 19, 2022): 365–86. http://dx.doi.org/10.25071/2561-5467.913.

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The completion of the Canadian Pacific Railway in 1886 made British Columbia’s coast Canada’s Pacific Gateway. Meanwhile, global trade boomed and growing marine traffic was supported by the systematic charting of the intricately indented British Columbia coastline, improved port infrastructure, and the creation of ship repair facilities. The opening of the Panama Canal in 1914 also resulted in a major boost to the Pacific Gateway. Vancouver became the dominant BC port and competed with eastern Canada for exports. This paper examines the main traffic flows through the Pacific Gateway and the development of its ports between 1871 and the start of the Second World War. L’achèvement du chemin de fer Canadien Pacifique en 1886 a fait de la côte de la Colombie-Britannique la porte d’entrée canadienne du Pacifique. En même temps, le commerce Mondial était en plein essor et l’augmentation de la circulation maritime était appuyée par la cartographie systématique de la côte découpée de la Colombie-Britannique, l’amélioration des infrastructures portuaires et la création d’installations de réparation de navires. L’ouverture du canal de Panama en 1914 a également donné un sérieux coup de pouce à la porte d’entrée du Pacifique. Vancouver est devenue le port le plus important de la Colombie-Britannique, faisant concurrence à l’est du Canada pour les exportations. Le présent article analyse les principaux courants de circulation dans la porte d’entrée du Pacifique et le développement de ses ports entre 1871 et le début de la Seconde Guerre mondiale.

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12

Seager, Allen, and John A. Eagle. "The Canadian Pacific Railway and the Development of Western Canada, 1896-1914." Labour / Le Travail 26 (1990): 176. http://dx.doi.org/10.2307/25143428.

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13

Decker, Leslie E., and John A. Eagle. "The Canadian Pacific Railway and the Development of Western Canada, 1896-1914." American Historical Review 96, no. 1 (February 1991): 293. http://dx.doi.org/10.2307/2164259.

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14

Hudson, John C., and John A. Eagle. "The Canadian Pacific Railway and the Development of Western Canada, 1896-1914." Western Historical Quarterly 21, no. 2 (May 1990): 220. http://dx.doi.org/10.2307/969843.

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15

Greenwood, Nigel. "Canada’s Pacific Gateway to the Arctic." Northern Mariner / Le marin du nord 31, no. 4 (July 19, 2022): 431–48. http://dx.doi.org/10.25071/2561-5467.916.

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Pacific Gateway is a term that evokes the “All Red Route” of fashionable and elegant travel by Canadian Pacific Railway steamers or, less historically, global shipping patterns that have enabled Prince Rupert to post record growth as Canada’s third largest port. But the Pacific Northwest is also notably associated with “White Routes” – forays into polar waters that reflected accessibility and opportunity and that contradicted common notions of Arctic approaches. This article will explore the history of these western approaches, examining European explorers, economic and technological innovations, the impact of climate change, and current geopolitical developments that ensure Canada’s Pacific Gateway will remain significantly northern, as well as westwards, focused. Porte d’entrée du Pacifique est un terme qui évoque la « All Red Route » des voyages élégants et à la mode des bateaux à vapeur du chemin de fer Canadien Pacifique ou, d’un point de vue moins historique, les trajets d’expédition à l’échelle mondiale qui ont permis à Prince Rupert d’afficher une croissance record comme troisième plus grand port du Canada. Mais le Nord-Ouest du Pacifique est aussi particulièrement associé aux « routes blanches », les incursions en eaux polaires qui soulignaient l’accessibilité et les possibilités et qui contredisaient les notions communes d’approches arctiques. Cet article examine l’histoire de ces approches occidentales, notamment les explorateurs européens, les innovations économiques et technologiques, les repercussions des changements climatiques et les évolutions géopolitiques actuelles qui font en sorte que la porte d’entrée Canadienne du Pacifique restera considérablement axée sur le Nord et sur l’Ouest.

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16

Earle, Neil. "Three stories, two visions: the West and the building of the Canadian Pacific Railway in Canadian culture." Social Science Journal 36, no. 2 (June 1, 1999): 341–52. http://dx.doi.org/10.1016/s0362-3319(99)00005-1.

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17

Cohen, David. "The Economics of Canadian National Railway v. Norsk Pacific Steamship (The Jervis Crown)." University of Toronto Law Journal 45, no. 2 (1995): 143. http://dx.doi.org/10.2307/825881.

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18

Trowell, J., G. Gilron, K. Graf, L. Patterson, C. Chan, F. Perelló, and S. Bard. "Potential effects and impacts of a coal spill on sensitive aquatic habitat: a weight-of-evidence sediment quality assessment." Water Quality Research Journal 55, no. 3 (March 19, 2020): 295–309. http://dx.doi.org/10.2166/wqrj.2020.018.

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Abstract On 11 January 2014, a Canadian Pacific Railway train derailed on the Canadian National Railway Company's Yale Subdivision, Mile 122.7, in Burnaby, British Columbia, Canada. This derailment resulted in the partial release of metallurgical coal from three rail cars into, and adjacent to, Silver Creek. Following the derailment and subsequent spill, a comprehensive coal recovery program was implemented. As part of the program, coal deposits were removed from the Silver Creek mainstem in the right-of-way during the stabilization work. A total of approximately 143 tonnes of mixed coal, organic and mineral fines were removed during this program. Subsequently, using a weight-of-evidence sediment quality triad approach, a two-year Aquatic Impact Assessment was conducted to evaluate whether the remaining residual coal in Silver Creek and Burnaby Lake presented the potential for impact to the aquatic environment. Lines-of-evidence (LOEs) were evaluated, including sediment chemistry, sediment toxicity, bioaccumulation potential and coal content. The majority of the data from exposed sampling locations indicated that there was low potential for impact, based on the assessed LOEs. Hence, given the overall low potential for residual impacts from the coal deposits in the Silver Creek–Burnaby Lake ecosystem, no further clean up or monitoring was recommended.

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19

Eshraghian, Arash, C. Derek Martin, and Norbert R. Morgenstern. "Movement triggers and mechanisms of two earth slides in the Thompson River Valley, British Columbia, Canada." Canadian Geotechnical Journal 45, no. 9 (September 2008): 1189–209. http://dx.doi.org/10.1139/t08-047.

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Since the construction of the Canadian Pacific Railway and Canadian National Railway main rail lines in western Canada in 1885 and 1905, respectively, both companies have had to contend with 11 large, translational, retrogressive earth slides in the Thompson River Valley south of Ashcroft, British Columbia. The initiation of these slides is associated with the down cutting by the Thompson River through the Quaternary sediments in its valley. The slides move on two subhorizontal weak layers in a glaciolacustrine clay–silt unit within this Quaternary sediment sequence. Transient seepage and stability analyses were conducted for two sample slides, and the results were in agreement with inclinometer and piezometric data. It is concluded that the Thompson River triggers the movements in a drawdown mechanism and (or) erosion mechanism. The Thompson River affects the stability of these slides in three ways: (i) by changing the pore pressure on the rupture surface, (ii) by changing the supporting force on the toe of the slide, and (iii) by changing the geometry of the slides as a result of river erosion. The relative importance of each of these effects depends on the river erosion protection, the depth of the rupture surface, and the amount of river level fluctuation.

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20

Cain, Peter. "Book Review: The Canadian Pacific Railway and the Development of Western Canada, 1896–1914." Journal of Transport History 11, no. 2 (September 1990): 84–85. http://dx.doi.org/10.1177/002252669001100218.

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21

Ireland, Phil, Rod Case, John Fallis, Carl Van Dyke, Jason Kuehn, and Marc Meketon. "The Canadian Pacific Railway Transforms Operations by Using Models to Develop Its Operating Plans." Interfaces 34, no. 1 (February 2004): 5–14. http://dx.doi.org/10.1287/inte.1030.0055.

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22

Lutz, John. "After the Fur Trade: The Aboriginal Labouring Class of British Columbia, 1849-1890." Journal of the Canadian Historical Association 3, no. 1 (February 9, 2006): 69–93. http://dx.doi.org/10.7202/031045ar.

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Abstract This paper challenges the long-standing view that aboriginal people were bystanders in the economic development and industrialization of British Columbia outside, and after, the fur trade. From the establishment of the Colony of Vancouver Island in 1849, through Confederation in 1871 and to the completion of the Canadian Pacific Railway, aboriginal people comprised the majority of the population in present-day British Columbia, and the majority of the workforce in agriculture, fishing, trapping and the burgeoning primary industries.

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23

Kerbel, Tamara. "The Licensee's Period of Grace: Bellotti Reconsidered." Cambridge Law Journal 55, no. 2 (July 1996): 229–40. http://dx.doi.org/10.1017/s0008197300098147.

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At present the law fails to provide an adequate balance between the interests of licensor and licensee when a licensor revokes a licence but gives an unreasonably short notice. The prevailing orthodoxy has followed the Court of Appeal decision in Minister of Health v. Bellotti. This article will argue that the consequences of this decision have proved disastrous for both licensors and licensees. In direct conflict with Bellotti is the Privy Council authority of Canadian Pacific Railway Company v. The King.

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Ramūnas, Vaidas, Audrius Vaitkus, Alfredas Laurinavičius, Donatas Čygas, and Aurimas Šiukščius. "PREDICTION OF LIFESPAN OF RAILWAY BALLAST AGGREGATE ACCORDING TO MECHANICAL PROPERTIES OF IT." Baltic Journal of Road and Bridge Engineering 12, no. 3 (September 30, 2017): 203–9. http://dx.doi.org/10.3846/bjrbe.2017.25.

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As the railway lifespan is the main criterion for selection of the aggregate for ballast and for planning the maintenance of the railroad, it is important to define the relationship between the particle load resistant characteristics and a lifetime of ballast in structure. Assessment of the quality of the ballast aggregate particles under dynamic and static loading reflect both, the toughness and hardness, and these are identified with the Los Angeles Abrasion and Micro-Deval Abrasion values. The model formerly developed by Canadian Pacific Railroads was adapted to predict possible loads expressed in cumulated tonnes. Different ballast aggregate mixtures were tested in the laboratory including dolomite and granite. Calculated potential gross tonnage (expressed in Million Gross Tonnes) of the railway per lifetime for each different aggregate type presented. The outcome of this research is established classification system of railway ballast aggregate and defined Los Angeles Abrasion and Micro-Deval Abrasion values of aggregate dependently on required lifetime.

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25

Russell, Peter A. "The Far-from-Dry Debates: Dry Farming on the Canadian Prairies and the American Great Plains." Agricultural History 81, no. 4 (October 1, 2007): 493–521. http://dx.doi.org/10.1215/00021482-81.4.493.

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Abstract The absence of dry farming techniques is the key element that many Canadian scholars use to explain the decade of delay in the agricultural development of the prairie region after the completion of the Canadian Pacific Railway in 1885. They have assumed that American farmers had developed an unproblematic set of techniques, the presence of which was essential before large-scale European settlement of the Prairies could begin. American historians of Great Plains agriculture present a far different picture of those American farmers. Dry farming in the United States did not designate an agreed-upon set of techniques, but a lively field of debate that remained unresolved for decades. Summer fallow comprised the essential practice on the driest Canadian Prairies for the conservation of moisture. Americans neither pioneered nor promoted it first; summer fallow only became general practice on the northern Great Plains after Canadian farmers had demonstrated how it could be practicably done. The flow of this agricultural innovation turns out to have been the opposite of what most Canadian scholars had assumed.

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Alvarenga, Camila, Haji Abdulrazagh Parisa, and T. Hendry Michael. "Moisture and soil strength monitoring of a railway embankment remediated with wicking geotextile." MATEC Web of Conferences 337 (2021): 03001. http://dx.doi.org/10.1051/matecconf/202133703001.

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A 45 m section of a railway embankment located at Fort Saskatchewan County in Alberta, Canada, was remediated as a part of the Canadian Pacific Railway’s (CP) Grade Stabilization/Remediation Plan. The embankment materials were replaced while a 4.6 m wide reinforcing geotextile (Mirafi® RS580i) and a 7.3 m wide wicking geotextile (Mirafi® H2Ri) were installed in the ballast and sub-ballast interface and between the subgrade and sub-ballast, respectively, aiming to address issues such as poor drainage and moisture retention. The studied site consists of an instrumented track including a remediated and an adjacent control section that provided the opportunity to measure volumetric water content (VWC) within the sub-ballast and clayey subgrade at both configurations. The VWC variation with seasonal weather change is continuously monitored by nine moisture sensors, and an antecedent precipitation index (API) model was developed to evaluate the influence of precipitation events on the VWC in both sections and to interpret the impact of the in situ VWC on the unsaturated strength of the soil according to the soil-water characteristic curve (SWCC) results. An initial evaluation of the moisture-suction relationship has shown that the subgrade soil strength is improving within the remediated section; nonetheless, these trends are anticipated to be more consistent with long-term observation.

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Bittle, Steven, and Jasmine Hébert. "Corporate violence at the conjuncture: criminal liability and the deaths of three Canadian Pacific railway workers." Studies in Political Economy 103, no. 2 (May 4, 2022): 153–72. http://dx.doi.org/10.1080/07078552.2022.2096786.

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28

Dennis, Gregory. "Investigation of whistle noise impacting a residential subdivision." Journal of the Acoustical Society of America 155, no. 3_Supplement (March 1, 2024): A301. http://dx.doi.org/10.1121/10.0027580.

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There have been complaints from residences within a residential subdivision in New Tecumseth, Ontario, of train noise from the Canadian Pacific Railway (CPR) line that passes directly east of the development. The complaints relate to sound levels experienced within the dwellings during train pass-bys, most notably from the use of whistles at the grade level crossing southeast of the site. Sound level measurements were completed to quantify the indoor and outdoor sound levels at several dwellings closest to the rail line. The measured sound levels were compared to predictions made using the Ministry of the Environment, Conservation and Parks (MECP) noise model Sound from Trains Environmental Analysis Method (STEAM). This investigation discusses shortfalls in STEAM, which resulted in the sound levels (from whistle noise) being under predicted at the dwellings. The study also compares the sound levels predicted using the Federal Railway Administration (FRA) horn noise model to those measured on site and predicted using STEAM.

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29

Lutz, John. "Losing Steam: The Boiler and Engine Industry as an Index of British Columbia’s Deindustrialization, 1880‑1915." Historical Papers 23, no. 1 (April 26, 2006): 168–208. http://dx.doi.org/10.7202/030986ar.

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Abstract This paper examines the process whereby the resource industries on the British Columbia frontier were disconnected from the local secondary manufacturing industries and coupled to the growing manufacturing economies of southern Ontario, the United States, and Great Britain between 1860 and 1915. The resource extractive industries were closely linked, in British Columbia, to the boiler and engine-making industry and prior to 1900 both sectors grew apace. After 1900 the growing demand for boilers and engines was met by producers in Ontario, the United States, and Britain while the British Columbia industry went into decline. An examination of both the costs of production and the social determinants of those costs reveals that the main causes of this displacement were the linking of the high-wage British Columbia economy to the lower wage east by the Canadian Pacific Railway; the railway's discriminatory rate structure; and a shift towards nonlocal ownership of the main components in the economy which was accompanied by new purchasing patterns that favoured nonlocal secondary manufacturers.

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Lachapelle, G., M. Dennler, D. Neufeldt, and R. Tanaka. "Positioning of the cp rail mount macdonald tunnel." CISM journal 42, no. 1 (January 1988): 7–16. http://dx.doi.org/10.1139/geomat-1988-0001.

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A brief description is presented of the Rogers Pass area where the 9-mile Mount MacDonald Tunnel is being built by the Canadian Pacific Railway. The two phases of the positioning task, which were conducted by Nortech Surveys (Canada) Incorporated, are described. The first phase consisted of the establishment of a surface control network, and was carried out in the summer of 1983. The exceptional positioning problems of this phase, due to the ruggedness of the area, are described together with the methods used for their solutions. The second phase consisted of the underground horizontal and vertical positioning, and was conducted during the period 1984-1987. The vertical positioning was performed using special order leveling techniques. The horizontal positioning was performed using a combination of distance, direction, and precise gyrotheodolite measurements. Related problems encountered, ranging from gyrotheodolite malfunctioning to the presence of unexpectedly large systematic errors during the last few miles of excavation, are described. The results of a post-breakthrough horizontal survey, conducted to further analyze the underground traverses, are described.

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Vervoort, P. "Lakehead terminal elevators: aspects of their engineering history." Canadian Journal of Civil Engineering 17, no. 3 (June 1, 1990): 404–12. http://dx.doi.org/10.1139/l90-044.

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Massive grain elevators have been a dominant feature of the waterfront at Thunder Bay since 1883 when the first terminal was under construction. The earliest terminal elevators built by the Canadian Pacific Railway were constructed in the wooden crib technique on a pile foundation. By the turn of the century, the inadequacies of the crib terminals forced engineers to experiment with new materials and new design concepts for terminal elevators. Steel, tile, and reinforced concrete all came into use for terminal elevator construction between 1898 and 1903. By 1910, the plan of the elevator had evolved from a single building into four separate structures. The appearance of the typical Lakehead terminal elevator today is the result of these engineering experiments which occurred at the end of the nineteenth century and in the early years of the twentieth. Key words: grain elevators, concrete construction, slip forms, formwork, bins, silos, timber construction, crib walls, cribs, steel construction.

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Williams, Trevor. "Foot of Carrall: The Historical Maritime Gateway of Gastown." Northern Mariner / Le marin du nord 31, no. 4 (July 19, 2022): 409–30. http://dx.doi.org/10.25071/2561-5467.915.

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The arrival of the Canadian Pacific Railway in Coal Harbour in 1887 challenged the traditional public water access to the Burrard Inlet, as the street-end location at the foot of Carrall Street was the longstanding water access to the preceding community of Gastown. Vancouver City Wharf, the would-be public dock, shared this favoured location with boatbuilder Andrew Linton. City Wharf was sold to Union Steamships in 1889, which was a company that understood the meaning of being at this critical historical node. This article explores the history of this maritime gateway, explaining how the company heritage of Union Steamships is conjoined with that of Gastown at the foot of Carrall. L’arrivée de la Compagnie de chemin de fer du Canadien Pacifique en 1887 a remis en question l’accès public traditionnel à la baie Burrard, étant donné que l’emplacement de Coal Harbour au pied de la rue Carrall avait servi pendant longtemps d’accès à l’eau pour la communauté de Gastown. Le quai de Vancouver, l’éventuel quai public, partageait cet emplacement privilégié avec le constructeur d’embarcations Andrew Linton. En 1889, le quai de Vancouver a été vendu à l’entreprise Union Steamships, qui comprenait bien l’importance d’occuper ce lieu historiquement dominant. Le présent article étudie l’histoire de cette porte d’entrée maritime et explique comment l’héritage de l’entreprise Union Steamships est lié à celui de Gastown au pied de la rue Carrall.

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Manz, David H., Robert E. Loov, and Jim Webber. "Brooks Aqueduct." Canadian Journal of Civil Engineering 16, no. 5 (October 1, 1989): 684–92. http://dx.doi.org/10.1139/l89-102.

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The Brooks Aqueduct is a very large elevated flume commissioned in 1914 by the Canadian Pacific Railway (CPR) to carry water at the rate of 25.5 m3/s over a valley 3.2 km wide and 20 m deep. Construction of the aqueduct permitted the irrigation of a 50 000 ha block of land within a region now known as the Eastern Irrigation District in southern Alberta. The flume is 6.5 m wide and 2.5 m deep with a curved cross section. It is supported by 1030 columns. A 3000 mm diameter inverted syphon near the outlet of the flume permitted the crossing of the CPR main line through the valley. All components of the aqueduct, including the shell of the flume, columns, syphon, and inlet and outlet structures, were constructed of reinforced concrete. The Brooks Aqueduct was abandoned in 1979 with the completion of its earth-fill replacement. Except for a 122 m section, removed to permit the construction of a county road, the old aqueduct still stands. It serves to remind us of the significant engineering accomplishments of the pioneer civil engineers who helped to realize ambitions to irrigate the vast plains of southern Alberta at the turn of the century. On May 28, 1988, the Brooks Aqueduct was named a National Historic Civil Engineering Site by the Canadian Society for Civil Engineering. Key words: Brooks Aqueduct, history.

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Cruden, D. M., and O. Hungr. "The debris of the Frank Slide and theories of rockslide–avalanche mobility." Canadian Journal of Earth Sciences 23, no. 3 (March 1, 1986): 425–32. http://dx.doi.org/10.1139/e86-044.

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The Frank Slide, a 30 × 106 m3 rockslide–avalanche of Palaeozoic limestone, occurred in April 1903 from the east face of Turtle Mountain in the Crowsnest Pass region of southwestern Alberta, Canada.The reconstruction of the Canadian Pacific Railway (CPR) line created a cut up to 16 m high across the deposit, giving a unique cross section nearly the depth of the debris. The debris shows vertical sorting. The base material is crushed limestone, mainly of sand and gravel size, and contains rounded pebbles from till or alluvial deposits on the surface of separation. The upper surface of the debris is an accumulation of large, predominantly angular boulders. Grain-size analyses by sieving and by "area-by-number" counts demonstrate a gradual increase in grain size with height above the base of the cut. Such inverse grading with fines concentrated at the base of the debris indicates that the landslide was not fluidized by gas pore pressures.The base material has run ahead of the coarse debris of the slide, which usually forms a second distinct scarp up to 300 m from the edge of the slide debris. Lateral ridges and distal rims have formed at only three places on the slide's margins, all close to crests of steep slopes the debris has run up. The Frank Slide then is not a slide of Shreve's Blackhawk type. Support for boulders in the debris probably came from dispersive forces and motion-induced vibration.

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Mouat, Jeremy. "Creating a New Staple: Capital, Technology, and Monopoly in British Columbia’s Resource Sector, 1901-1925." Victoria 1990 1, no. 1 (February 9, 2006): 215–37. http://dx.doi.org/10.7202/031017ar.

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Abstract This paper examines the mining industry of British Columbia, the province's leading staple during the period when the region was brought within the network of world trade. Specifically, it describes the emergence of zinc production as the most profitable sector of the industry, from the early 1900s through to the mid-1920s. A good deal of importance was attached to discovering some means of treating zinc ore in the early 1900s. Increasing amounts of zinc were being found in the silver-lead ore of eastern British Columbia. Zinc was seen as a contaminant, and smelters penalised mine-owners who shipped ore that was over 10 per cent zinc. The presence of zinc rendered relatively valuable ore (in terms of its silver and lead content) uneconomical. Concern over “the zinc problem” was such that, by 1905, the federal government, responding to the lobbying efforts of mine-owners, appointed a commission “to Investigate the Zinc Resources of British Columbia and the Conditions Affecting Their Exploitation”. During the next twenty years, mining companies in the Kootenays explored a number of different ways to overcome zinc's unfortunate impact upon the mining industry. These efforts to discover an adequate means to treat zinc ore illustrate the way in which technology and capital became the key ingredients of a distinctively new mining industry. The paper argues that the emergence of zinc mining reflected a fundamental restructuring of the industry, as the focus shifted from the discovery and exploitation of bonanza deposits of gold and silver to the less spectacular production of copper, lead, and zinc. Technology, economies of scale, and substantial capital investment were the hallmarks of the new industry. Not only was the industry profoundly altered — experiencing what other scholars have described as the second industrial revolution — but new vertically integrated companies displaced the traditional mining company. The paper describes the clearest example of this trend, outlining the early career of the Consolidated Mining and Smelting Company of Canada [Cominco], a subsidiary of the Canadian Pacific Railway. Cominco was able to put in place the necessary technology to tap its enormous lead-zinc deposit at Kimberley, and successfully treat zinc at its Trail refinery. Within two decades, and largely as a result of its ability to treat zinc, Cominco became the most profitable mining company ever to operate in British Columbia. The conclusion suggests some consequences of Cominco's ascendancy.

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GUD’, Ilya D. "URBAN PLANNING TRANSFORMATION OF FUNCTIONAL PLANNING STRUCTURE OF SUBURBAN ZONES AND BELTS OF MEGAPOLIS. FOREIGN EXPERIENCE." Urban construction and architecture 10, no. 3 (December 15, 2020): 137–48. http://dx.doi.org/10.17673/vestnik.2020.03.17.

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The article considers the features of the functional planning structure transformation of North American megalopolises in the context of the construction of inland railways. The subject of inquiry is the territories of the sett lement system formation in North America from the beginning of colonial invasions, where the interests of Great Britain, France and Spain intersected to the current stage of megacities. There is investigated the infl uence of railway transport on the development of megacities in North America. The subject of research is the Canadian Pacifi c Railroad and the US Transcontinental Railroad, which contributed to the countries urbanization and industrialization. The prerequisites for the transformation of suburban areas were the intensity of labor, cultural, household and industrial links between the center and the periphery in the meridional and latitudinal directions, formation of new kind of scientifi c and industrial complexes, multi-nodes, its infl uence on the functional planning structure of suburban areas and outskirts of megacities. The article introduces the concept of “multi-node”. Multi-nodes are multifunctional urban development complexes with transport infrastructure and engineering facilities which form a complex of terminals for goods transshipment and passengers transferring from one kind of transport to another, as well as public spaces integrated into the urban environment, scientifi c and innovative enterprises with full autonomy and communication that provides the megalopolis with energy resources. Multi-node complexes are located closely to each other and form an integral group, most often around the near-airport territories. This group may not have clear planning boundaries in the form of streets, driveways, fences, and so on. The purpose of the research is to study the sequence of the functional and planning structure formation of the city in dynamics. At the initial stage, from the linear structure of the city along the railway to a more complex ray system, and in the future - the formation of the ring type planning structures, that provide switching of traffi c fl ows on all azimuths directions. It is planning to be constructed a theoretical model of interaction between subcentres and multi-nodes in the suburban zones of intracontinental megacities.

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Evenden, Matthew. "Precarious foundations: irrigation, environment, and social change in the Canadian Pacific Railway's Eastern Section, 1900–1930." Journal of Historical Geography 32, no. 1 (January 2006): 74–95. http://dx.doi.org/10.1016/j.jhg.2005.01.019.

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Hacker, Barton C. "White Man's War, Coloured Man's Labour. Working for the British Army on the Western Front." Itinerario 38, no. 3 (December 2014): 27–44. http://dx.doi.org/10.1017/s0165115314000515.

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The Great War was indeed a world war. Imperial powers like Great Britain drew on their far-flung empires not only for resources but also for manpower. This essay examines one important (though still inadequately studied) aspect of British wartime exigency, the voluntary and coerced participation of the British Empire's coloured subjects and allies in military operations on the Western Front. With the exception of the Indian Army in the first year of the war, that participation did not include combat. Instead coloured troops, later joined by contract labourers, played major roles behind the lines. From 1916 onwards, well over a quarter million Chinese, Egyptians, Indians, South Africans, West Indians, New Zealand Maoris, Black Canadians, and Pacific Islanders worked the docks, built roads and railways, maintained equipment, produced munitions, dug trenches, and even buried the dead. Only in recent years has the magnitude of their contribution to Allied victory begun to be more fully acknowledged. Yet the greatest impact of British labour policies in France might lie elsewhere entirely. Chinese workers seem likely to have carried the virus that caused the Great Flu pandemic of 1918-19, which may have killed more people around the world than the war itself.

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Black, J. L. "The Canadian Pacific Railway as a model for the Trans-Siberian Railway." Sibirica 4, no. 2 (January 1, 2004). http://dx.doi.org/10.1080/13617360500150210.

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"The Canadian Pacific Railway and the development of Western Canada, 1896-1914." Choice Reviews Online 27, no. 04 (December 1, 1989): 27–2288. http://dx.doi.org/10.5860/choice.27-2288.

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Chen, Yanyou. "The Canadian Pacific – Kansas City Southern Railway Merger and the Optimal Railroad Network." SSRN Electronic Journal, 2021. http://dx.doi.org/10.2139/ssrn.3945128.

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Viswanathan, Leela, and Scott L. Morgensen. "Contested Histories of Racialization and the Legacies of Sir John A Macdonald." Journal of Critical Race Inquiry 3, no. 1 (February 20, 2017). http://dx.doi.org/10.24908/jcri.v3i1.6358.

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The year 2015 marked the bicentenary of Sir John A. Macdonald’s birth and sparked renewed interest in his legacies and the contested histories of race and racialization in Canada. One version of a monolithic history of Canada venerates Sir John A. Macdonald for his role as Canada’s first Prime Minister, a paternal figure of Confederation, and a nation builder who implemented projects of infrastructure and industrial development (i.e., Canadian Pacific Railway) and systems of land tenure and ownership. This dominating story of Macdonald’s legacies reflects a historical canon of biographies, dramatic plays, musicals, guided tours and monuments such that Macdonald’s history is conflated with a founding history of Canada. By contrast, diverse and different stories about human erasure, physical and cultural displacement, and assimilation—notably, of Black, Asian, and Indigenous peoples—are made marginal by the dominating discourse of so-called Canadian national progress. The essays presented in this issue of the Journal of Critical Race Inquiry (JCRI) (Volume 3, Number 1) contest dominant interpretations of the legacies of Sir John A. Macdonald by offering theoretical, performative, and experiential analyses of Canadian history, race, colonialism, and Indigenous cultural resurgence.

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Tam, Michelle. "Perverse Aliens: On Chinese Indentured Labour, Sodomy, and Canadian Nation-Building." TOPIA: Canadian Journal of Cultural Studies, August 30, 2022. http://dx.doi.org/10.3138/topia-2021-0017.

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Although the socio-political histories of the Opium Wars (1839–1842 and 1856–1860), Canadian Pacific Railway, and 1885 Royal Commission on Chinese Immigration have been studied, they have not often been interconnected. This article examines these socio-political histories at the intersection of sexual and race subject-making, alongside Canadian nation-building. I investigate Chinese coolie labour, the opium trade, and sexuality by analyzing historical records from both the British and Canadian Houses of Commons. The indexing of sodomy in the 1885 Royal Commission of Chinese Immigration: Report and Evidence illustrates the simultaneous racialization and sexualization of Chinese bachelor communities. I argue that the deeming of practices and desires as perverse was used to justify the alienation and exclusion of full citizen-subjects. In this examination of these histories of racialization, abstraction of labour, and the perverse alienation of bodies in settler colonial territory, I offer the term “perverse aliens” to nuance early Chinese migration.

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Guenther, Alan M. "Seeking Employment in the British Empire: Three Letters from Rajah Gobind Ram Bahadur." Fontanus 12 (January 1, 2010). http://dx.doi.org/10.26443/fo.v12i.194.

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Three short 18th century Persian language letters in the manuscript collection of the Division of Rare Books and Special Collections, McLennan Library, along with the story of how they came to McGill University, provide a fascinating window on the British Empire and the efforts of imperial subjects to obtain employment. The story begins in Bengal where a rising civil servant, Raja Gobind Ram, at a difficult time in his life, petitions his friend David Anderson for assistance. Gobind Ram achieves success, holding eventually posts of considerable responsibility in nascent British India. When, in the late 19th century, the letters come to Canada, the story introduces a young Scottish entrepreneur and immigrant, J. K. Oswald, and his pursuit of employment—first in the financial world of Montreal and later in public service at the then small settlement of Calgary—during the years when the Canadian Pacific Railway was opening up Western Canada, and Louis Riel was leading the Northwest Rebellion of 1885.ResuméUn coup d’œil fascinant sur l’empire britannique et sur les efforts déployés par ses sujets pour trouver du travail est offert par trois courtes lettres en langue perse datant du 18e siècle et par l’histoire du cheminement par lequel elles sont parvenues à l’Université McGill, où elles résident présentement à la Division des livres rares et des collections spéciales de la Bibliothèque McLennan. L’histoire débute au Bengale, avec la demande d’aide adressée par le fonctionnaire Raja Gobind Ram lors d’un moment difficile de sa vie à son ami David Anderson. Gobind Ram accéda éventuellement à des postes d’importance considérable en Inde à l’aube de l’époque d’administration britannique. Ces lettres sont parvenue au Canada vers la fin du 19e siècle, et c’est à cette étape du récit que nous rencontrons James Kidd Oswald, un jeune entrepreneur et immigrant écossais. Nous le suivons alors qu’il cherche du travail—d’abord dans le monde financier de Montréal, puis à titre de fonctionnaire dans ce qui était alors la petite ville de Calgary—au cours des années qui ont vu la compagnie de chemins de fer Canadian Pacific ouvrir les portes de l’ouest canadien et Louis Riel mener la rébellion de 1885.

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Spraakman, Gary, and Stephan Fafatas. "Tobin's Q at the Canadian Pacific Railway, 1890-2016: An Historical Examination of the Efficacy of Strategy." SSRN Electronic Journal, 2018. http://dx.doi.org/10.2139/ssrn.3103010.

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Wheeler, Lauren. "“We Want Pictures so Kodak as You Go”: Promoting Winter Recreation in Banff in the 1920s." Past Imperfect 15 (September 4, 2009). http://dx.doi.org/10.21971/p7hc7d.

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In February 1917 the residents of Banff, Alberta hosted the first Banff Winter Carnival. Aimed at a regional middle class market, the winter carnival became the base of local efforts to get people to visit the Rocky Mountains at a time of year when external promoters, like the Canadian Pacific Railway (CPR), were not interested in bringing tourists to the region. Local boosters used the established representation of Banff as a wilderness area and incorporated photographs into promotional text to create a different image of place informed by the experience of living in a national park. A careful examination of the 1920 promotional booklet, Banff Winter Sports: Banff Canada’s National Park in Winter, Canada’s Winter Playground, illustrates how Banff boosters used winter recreation and a visual emphasis on people at play in the mountains to make the town a place worth visiting in the winter months.

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Wheeler, Lauren. "Nuptse & Lhotse Go to the Rockies by J. Asnong." Deakin Review of Children's Literature 5, no. 3 (January 29, 2016). http://dx.doi.org/10.20361/g21w2p.

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Asnong, Jocey. Nuptse & Lhotse Go to the Rockies. Victoria, BC: Rocky Mountain Books, 2014. Print.Nuptse & Lhotse are sibling cats with a sense of adventure. Finding inspiration in the Canadian Rockies, author and illustrator Jocey Asnong sends the cats on an adventure through the Canadian Rockies to help Mrs. Jasper find her missing cubs, Yoho and Kootenay. The cats along with Mrs. Jasper travel through the scenic highlights of Mountain Parks, from the Valley of the Ten Peaks to Lake Louise, along the Canadian Pacific Railway tracks to the Spiral Tunnels and up to the Columbia Icefields, with a stop to ski along the way.The story is straightforward, with simple language that works for beginner readers or reading aloud. A map at the beginning situates the events of the story, a comparison of a teddy bear to a grizzly bear is lighthearted and informative, and a maze illustration works with the plot of finding the lost cubs and is a fun activity while reading. It is the illustrations that bring the story to life by combining pencil crayon drawings with collage to create a layered visual experience leaving something new to be discovered with each read. Seamlessly incorporated into the text and illustrations are aspects of mountain geography and culture. This includes an explanation of the blue-green colour of the mountain lakes that is part of the cats’ stop in Lake Louise and homage to legendary mountain photographer Byron Harmon. These details make good entry points for further classroom learning and connect to a number of curriculum areas.The publisher, Rocky Mountain Books, is known for publications that celebrate mountain culture and Nuptse & Lhotse Go to the Rockies is an excellent addition to their growing catalogue for young readers. Highly recommended: 4 out of 4 starsReviewer: Lauren WheelerLauren Wheeler is a Program Lead at the Alberta Museums Association. When not assisting museums across Alberta, Lauren likes to explore and relax in her hometown of Canmore.

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"john a. eagle. The Canadian Pacific Railway and the Development of Western Canada, 1896–1914. Buffalo: McGill-Queen's University Press. 1989. Pp. xvi, 325. $34.95." American Historical Review, February 1991. http://dx.doi.org/10.1086/ahr/96.1.293.

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Antonie, Luiza, Peter Baskerville, Gary Grewal, and Benjamin Turcotte. "Population Analysis of the Settlement Movement in Western Canada." International Journal of Population Data Science 3, no. 4 (September 5, 2018). http://dx.doi.org/10.23889/ijpds.v3i4.866.

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IntroductionThe Canadian settlement of the west, via granting free homesteads, is perhaps one of the largest public policy undertakings in the nation's history. However, little is known about the homesteaders themselves, where they came from, how long they stayed and the settlement environment that was created at the time. Objectives and ApproachThis research adopts a detailed population analysis of the settlement movement in Western Canada. In addition to outlining the social and economic characteristics of the homesteaders, the project answers the following central question: Did it create a stable society of settlers or did it create a field for speculative investment? The data consist of machine readable individual level databases containing detailed information on and stories from circa 170,000 Alberta homesteaders. These homesteaders will be individually linked to three twentieth century Canadian censuses and the Canadian Pacific Railway's land records to provide an unprecedented holistic analysis of Alberta's early European population. ResultsWe report on the linkage methodology used to integrate all these data sources. In addition, we discuss any particular issues we encountered given the nature of the historical data. We describe the data cleaning and standardization that was undertaken to facilitate the linkage process. We present and discuss the linkage results obtained, how much of the population was linked and what are the characteristics of those we couldn’t link. We expect that this research will shed new light on persistence rates, trajectories of family composition, nature of labour market adjustment, degrees of social/gender inequality and impacts on regional development. The results will challenge many myths concerning homesteaders and their impact on western Canada and in the process provoke renewed discussion of western Canadian history. Conclusion/ImplicationsThe research will inform and be informed by work currently being undertaken on migration patterns at the international level. Finally the research has implications for understanding the legacies of rapid population movements, state formation, public policy and national identities in the present.

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Nakayama, Don K. "Chinese Railroad Workers, the Transcontinental Railroad, and the Indispensability of Immigration to America." American Surgeon™, July 24, 2023. http://dx.doi.org/10.1177/00031348231191453.

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Asian migration to America began with Chinese railroad workers on the transcontinental railroad (1862-1869). Their labor saved the foundering Central Pacific Railroad, challenged by building a rail line through the Sierra Nevada. By mid-1864 only 50 miles of track had been laid, grueling work that dissuaded its white workforce from going any further. To save the railroad 50 Cantonese workers were hired in early 1864 from neighboring mines to lay rail through forests, canyons, and granite mountains. High explosives, rockslides, cave-ins, and winter avalanches were constant dangers. The trial worked so well that thousands of Chinese joined the effort, many from the rural districts surrounding Guangzhou (Canton). The wages, less than half of that paid to white workers, were beyond the imaginations of subsistence farmers escaping abject poverty, plague, and famine. A good proportion of their earnings were remitted to families back home. As many as 20,000 may have worked on the railway. The death toll was staggering, estimated in the thousands. After Promontory Summit in 1869, Chinese were in great demand, building scores of rail lines throughout the country and Canada. Just 13 years later rising anti-Asian sentiment led to the passage of the Chinese Restriction Act of 1882 that for the first time barred a racial group from American shores. But they opened America to Asian immigrants that includes today’s Asian surgical community, which owes its present-day success to the hardworking forebears that created a global country with ribbons of steel rail.

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Journal articles on the topic 'Canadian Pacific Railway'

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