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BC Rail

BC Rail
Reporting mark BCOL, BCIT (formerly PGE)
Locale British Columbia
Dates of operation 1912–2004
Successor Canadian National Railway (99 years lease)
Track gauge 4 ft 8 12 in (1,435 mm) standard gauge
Headquarters North Vancouver, British Columbia

BC Rail (reporting mark BCOL, BCIT), known as the British Columbia Railway between 1972 and 1984 and as the Pacific Great Eastern Railway (PGE) before 1972, was a railway that operated in the Canadian province of British Columbia between 1912 and 2004. It was a class II regional railway and the third-largest in Canada, operating 2,320 km (1,440 mi) of mainline track. Its operations were owned by the public as a crown corporation from 1918 until 2004, when the provincial government leased operations for 99 years to CN.[1][2] The track and other assets, including a marine division and stevedoring subsidiary as well as large tracts of real estate, remain under public ownership. 40 km of track serving the Roberts Bank Superport that were scheduled to be sold to OmniTRAX remain under BC Rail management due to that sale being cancelled because of the transaction being tainted by an influence-peddling and bribery scandal resulting in convictions in 2010. The provincial government, which promised when originally elected to never sell the railway, has announced that the crown corporation and its remaining operations and assets would be "wound down" and taken over by various departments of the Ministry of Transportation The details of the sale/lease to CN, which are related to the OmniTRAX affair, have become the subject of protracted public inquiry as part of the proceedings of the trial surrounding a scandal known as the British Columbia Legislature Raids Affair, or "Railgate". Government leaders and civil servants involved with the arrangements to CN have refused to comment on the deal because the matter "is before the courts".

Chartered in 1912, the railway was acquired by the provincial government in 1918 after running into financial difficulties. A railway that ran "from nowhere, to nowhere" for over 30 years, neither passing through any major city nor interchanging with any other railway, its southern terminus was at

  • West Coast Railway Association, focused on preserving "British Columbia's Railway heritage"
  • November 2003 Announcement of the selection of CN, from the B.C. government website
  • Points in the controversial sale, a November 14, 2003 article from TheTyee.com website

External links

  • Andreae, Christopher (1997). Lines of country: an atlas of railway and waterway history in Canada. Boston Mills Press, Erin, Ontario.  
  • Garden, J.F. (August 1995). British Columbia Railway.  This 450 page hard cover book covers the history of the PGE to the formation of BC Rail to British Columbia Railway and has hundreds of color prints.
  • Garrett, Colin and Max Wade (1997). Locomotives: A complete history of the world's great locomotives and fabulous train journeys. London: Arness Publishing Limited.  
  • Horton, Timothy J. (1988). The British Columbia Railway (Volume One). B.R.M.N.A., Calgary, Alberta.  
  • Sanford, Barrie (1981). The Pictorial History of Railroading in British Columbia. Whitecap Books, Vancouver, British Columbia.  
  • Schmidt, Paul (May 2003). "British Columbia seeks new BC Rail operator, retains right-of-way". Trains: p.11. 

References

  1. ^ , June 10, 2010Vancouver Sun, Neal Hall, Premier's chief of staff tells court he did not recall BC Rail making profits before sale
  2. ^ About BC Rail: Facts & Figures. BC Rail. Retrieved on December 6, 2002.
  3. ^ , March 29, 2010The Tyee, Will McMartin, Liberals, Stop Lying about BC Rail
  4. ^ Andreae
  5. ^ Sanford, p.60, Andreae, p. 194.
  6. ^ Sanford p.72, Andreae, p. 195.
  7. ^ Sanford, p.72.
  8. ^ Railway Magazine March 1958 pp. 166-169 David Sibley: The Pacific Great Eastern Railway
  9. ^ Horton, p.2.
  10. ^ a b c "$1-Billion BC Rail Investment Partnership moves forward". Province of British Columbia press releases. Archived from the original on 9 April 2005. Retrieved May 14, 2005. 
  11. ^ a b c The Legislature Raids
  12. ^ Schmidt.
  13. ^ Schmidt
  14. ^ Province of British Columbia Public Accounts 2004/05, p. 66. Retrieved 2005/05/12.
  15. ^ http://www.th.gov.bc.ca/bcrail/BCRail_revitalization.pdf
  16. ^ "Elections BC, Online Political Contributions System"
  17. ^ "B.C. river's recovery from spill could take decades". CBC News. 2006-02-07. Retrieved 2006-07-19. 
  18. ^ "Runaway locomotive may have triggered train derailment, RCMP says". CBC News. 2006-06-30. Archived from the original on 4 July 2006. Retrieved 2006-07-19. 
  19. ^ a b c Horton, p.16.
  20. ^ Wade
  21. ^ Zimmermann, Karl R. (2007). The GrandLuxe Express: Traveling in High Style. Bloomington, IN:  
  22. ^ "Rocky Mountaineer makes route changes ahead of 2016 season". Pique (Pique Publishing Inc.). Retrieved 12 October 2015. 

Notes

The BCR also used some historic locomotives for its Royal Hudson excursion service. The primary steam locomotive for the Royal Hudson excursion train was Canadian Pacific Railway No. 2860, a class H1 Queen Elizabeth's royal train in 1939. After the tour, the King gave the CPR permission to use the term "Royal Hudson" for the class of locomotives. Between 1940 and 1956 it hauled transcontinental passenger trains between Revelstoke and Vancouver. Damaged in a derailment in 1956, it was refurbished and transferred to Winnipeg in 1957 for service on the prairies. It was withdrawn from service in May 1959, replaced by diesel locomotives. It was sold to the Vancouver Railway Museum Association in 1964 and was stored in Vancouver until 1973, when the British Columbia government acquired the locomotive from Joe. W. Hussey, who had purchased it three years earlier. It was restored and then leased to the British Columbia Railway, who used it in excursion service between 1973 and 2000. It was out of service during the 2001 tourist season, needing extensive repairs. The backup for No. 2860 was Canadian Pacific Railway No. 3716, a 2-8-0 built by MLW in 1912. During the 2001 season, when both steam locomotives were out of service, BC Rail leased No. 4069, a restored Canadian Pacific Railway FP7A diesel locomotive.

Royal Hudson with CP 3716 at Squamish (1986)
Royal Hudson locomotive No. 2860 at North Vancouver station before departure to Squamish in June 1996

For passenger service, the PGE purchased seven Budd Rail Diesel Cars (RDC) in 1956. Starting in the 1970s, the BCR started to purchase some used RDCs.[19] The RDCs were retired in 2002, when BC Rail ended its passenger services.

The railway also leased seven GF6C electric locomotives made by GMD for use on the electrified Tumbler Ridge Subdivision from 1983 until electrification was removed in 2000. In 2004, the Paul D. Roy family purchased engine 6001 and they donated it to the British Columbia Railway & Forest Industry Museum in Prince George; the remaining six were scrapped.

A former BC Rail electric locomotive being dismantled at CEECO Rail Services in Tacoma, Washington.

In 1970, the railway started using remote controlled mid-train locomotives, allowing longer and heavier trains to be operated through the steep grades of the Coast Mountains. It initially used separate remote control cars to control the mid-train locomotives, but in 1975 it received eight M-420B locomotives from MLW. These locomotives were specially designed for mid-train operation. They contained remote control stations, and were cabless.[19]

The railway received its first diesel locomotive in June 1948, a General Electric 65-ton locomotive. Over the next two years the railway acquired six GE 70-ton locomotives. In the 1950s, the railway bought RS-3, RS-10, and RS-18 locomotives from the Montreal Locomotive Works (MLW). The railway had fully dieselized by 1956, and by the end of the decade had nearly 40 diesel locomotives. The railway would purchase new locomotives exclusively from MLW until 1980. During the 1970s, the railway also purchased several used locomotives, mostly American Locomotive Company (ALCO) models from American railways. In the 1980s, the railway acquired new SD40-2 locomotives made by General Motors Diesel (GMD), as well as used SD40–2s originally made by General Motors Electro-Motive Division (EMD). In the 1990s and early 2000s, a number of locomotives were purchased from General Electric. Purchased new from GE were 27 C40-8Ms and 14 C44-9Ws. Older, secondhand GE locomotives in the form of B36-7s, C36-7MEs, and B39-8Es were also purchased.

CN train with BC Rail locomotive at East Edmonton Junction

Until the late 1940s, most motive power on the PGE was provided by steam locomotives. The majority of the railway's locomotives were of the 2-6-2, 2-8-0 and 2-8-2 (Whyte notation) wheel configurations. In addition, the railway also used a handful of gasoline cars, notably on a flatcar automobile ferry between Shalalth and Lillooet known simply as the Gas Car, once a vital lifeline for the communities of the upper Bridge River basin before the completion of a road from there to Lillooet.

Locomotives

While BC Rail no longer operates the Excursion services, it did lease out its line to Jasper. Both services are exclusively tourist-oriented and do not make local stops nor accept local-area travellers with fares significantly higher than former BCR passenger service rates. The West Coast Railway Association also returned the Royal Hudson #2860 to service during 2006.

A series of lodges of varying quality grew up along the railway, drawing on weekend tourist excursions from Vancouver via the MV Brittania steamer service to Squamish. The most famous of these was Rainbow Lodge at Whistler, then called Alta Lake, but others were at Birken Lake, Whispering Falls, D'Arcy, Ponderosa, McGillivray Falls, Seton Portage, the Bridge River townsite (where there was a first-class hotel serving mining and hydro executives and their guests), Shalalth, Retaskit and at Craig Lodge near Lillooet. The last-named was a swank tennis resort, its attraction being the extremely arid, sunny climate and the waters of Seton Lake.

Historically, and discontinued in the 1960s, the railway at one time operated open-top observation cars all the way from North Vancouver to Lillooet and sometimes beyond.

Two other excursion services were introduced by BC Rail in 1997 and 2001. In 1997, BC Rail introduced the Pacific Starlight dinner train, which ran in evenings between May and October between North Vancouver and dome cars built by Colorado Railcar.[21] Both services were discontinued at the end of the 2002 season along with BC Rail's passenger service.

The railway's best-known excursion service was its Royal Hudson excursion service, which was the only regularly scheduled steam excursion service on mainline trackage in North America. Excursion service started on June 20, 1974, running between North Vancouver and Squamish. By the end of the first season 47,295 passengers had been carried. The Royal Hudson would become one of British Columbia's primary tourist attractions. It operated between May and October. It was cancelled at the end of the 2001 tourist season.[20]

The Whistler Northwind.

Excursion services

Passenger service ended on October 31, 2002. BC Rail replaced the service between Lillooet and nearby Seton Portage and D'Arcy with a pair of railbuses, called "track units" by the railway. The railbus or the Kaoham Shuttle makes at least one round trip between Seton Portage and Lillooet daily, and also serves D'Arcy if there is sufficient demand. The Seton Lake Indian Band manages ticket sales, marketing, and customer service for the Kaoham Shuttle service.

[19] Since the line opened, the PGE had provided passenger service between Squamish and Quesnel (as well as between North Vancouver and Horseshoe Bay until operations were discontinued there in 1928). When the PGE reached Prince George and North Vancouver, daily service was extended to these cities. Service between Lillooet and Prince George was cut back to three times weekly in the 1960s. In 1978, the McKenzie Royal Commission recommended that the BCR eliminate its passenger services, which were losing over $1 million per year, unless it received government funding for them, but the BCR did not do so. However, facing large losses and an ageing fleet of

Cariboo Dayliner Lillooet
BC Rail Budd Rail Diesel Car (RDC)

Passenger services

Reporting marks are a system intended to help keep track of rolling stock and financial transactions between railways. The Pacific Great Eastern Railway used the reporting mark PGE. It later adopted the reporting mark PGER in 1971 for freight cars in international service. When the railway was renamed to the British Columbia Railway, it adopted the reporting mark BCOL. Initially, there was a distinction made between cars intended for local usage only (BCOL BC On Line) and cars intended to be interchanged with other railways (BCIT = BC Interchange Traffic). Some cars, intended for use on the Northeast Coal connection were given BCNE.

BCIT 871027 in interchange service on the BN in 1992.

Reporting marks

For many years the PGE owned and leased tugs to move boxcars: it had PGE Transfer No. 2, and PGE Transfer No. 3. It chartered tugs Lilloet, Dola, Prestige II and Squamish Chief. The PGE owned its own steam tug, the Point Ellice. The PGE also chartered CPR tugs and barges and moved boxcars to Coal Harbour and Seattle.

Between 1928 and 1952, the PGE interchanges were difficult—at Squamish there was a Northern Alberta Railways (acquired by CN in 1981) at Dawson Creek. CN's line between Dawson Creek, British Columbia, and Hythe, Alberta, fell into disuse in 1998, but CN agreed to reopen it as a condition of purchasing BC Rail.[10] However, as of 2010 the line between Dawson Creek and Hythe is still disused.

Interchanges

From the 1920s to the 1960s, the railway also carried gold concentrate and bullion from the Bridge River goldfield towns of Bralorne and Pioneer Mine, which were trucked out of the goldfield area over the 3,500-foot (1,100 m) high Mission Pass to the railway at Shalalth. The main freight company operating out of Shalalth was Evans Transportation Co., which grew to be one of the biggest transportation companies in the province. In addition to gold concentrate and ore, Evans and other companies based in Shalalth carried passengers, heavy equipment, and supplies of all kinds over the Mission Pass.

Starting in the 1960s, the PGE operated an intermodal service that transported grain from the Peace River District, serving grain elevators at Dawson Creek, Buick, Fort St. John, and Taylor. With an amendment to the Western Grain Transportation Act in 1985 that included the railway in the Act, it became economical for the railway to transport grain, and it also carried grain from Northern Alberta bound for Prince Rupert, interchanging with CN at Dawson Creek and Prince George.

The railway transported a wide variety of products, from resource traffic to intermodal freight. Japan. The Quintette mine, the larger-producing of the two, closed in 2000 and the Teck mine closed in 2003.

Freight services

On June 29, 2006, a diesel locomotive hauling one flatcar of lumber down the steep Pavilion grade 18 miles (29 km) north of Lillooet had its air brakes fail at Moran. The train gathered speed, until it derailed over a steep gravelly slope; two of the three crew members were killed.[18] Due to inaction by transportation safety authorities in taking CN to task, the Teamsters have launched a civil suit on behalf of the victims' families against CN for damages resulting from criminal negligence.[11]

On August 5, 2005, a long CN train heading inland from Brackendale, derailed spilling 8 empty lumber flat cars and one tank car of sodium hydroxide. The tank car spilled its contents into the Cheakamus River, killing most of its fish.[17]

CN era (2004– )

See also BC Legislature Raids

The one portion of the BC Rail line not included in this sale was the Port Subdivision from Roberts Bank connecting to the main CN, CP and Burlington Northern Sante Fe Lines. Originally the operation of this line was to be sold off separately. However, there were a number of irregularities that came up during the sale process including a government employee, David Basi being accused of accepting a bribe from a lobbyist, Erik Bornmann, working on behalf of OmniTRAX who turned Crown witness in exchange for conditional amnesty, which enabled the RCMP to press charges against Basi. Another irregularity that surfaced in pre-trial hearings was that CP withdrew their bid because Canadian National had access to secret government information, including confidential information on their own corporate operations. The sale of the spur line was canceled and the remnants of BC Rail Company continues to operate and maintain this line.

Since the sale (as of January 2013), Canadian National Railway has contributed $220,910.00 to the B.C. Liberal party.[16]

On May 13, 2003, British Columbia Premier Gordon Campbell announced that the government would sell the operations of the railway (including all of the assets other than the rail right-of-way).[13] During the previous election, he had specifically promised not to sell the railway and he maintained that he was keeping this promise, by retaining ownership of the right-of-way and only leasing the land to the operator. On November 25, 2003, it was announced that Canadian National's (CN) bid of $1 billion would be accepted over those of several other companies. The transaction was closed on July 15, 2004.[10] The original lease of the rail right of way was for 60 years with a 30-year option to renew. However, it has been reported that there are another fifteen 60 year options to renew the lease in the contract documents and CN would not have to pay anything additional to keep operating for 990 years. At each of these renew dates, the BC government would have the option of buying back all of the assets from CN.[14] Conversely, as of July 15, 2009, the fifth anniversary of the contract, CN has the right to decommission any part of the line it wishes but upon doing so the land reverts to the Crown though the Crown can sell it back to CN for one dollar if it wants to.[11][15]

Lease to CN

Service between Seton Portage and Lillooet was replaced by a railbus. As well, around this time BC Rail ended its intermodal service.[12]

Passenger train service, which consisted of the Budd-RDC operated Cariboo Prospector and Whistler Northwind (Pacific starlight dinner train) trains, ended October 31, 2002. The service was unprofitable, allegedly owing to BC Rail's heavy dependence on their fleet of aging Budd Rail Diesel Cars (RDC), which were becoming increasingly expensive to keep in service. Critics of the closure, which seriously harmed tourism and community life in communities along the line, maintain that the service was deliberately underfunded and mismanaged so as to lead to cancellation and pave the way for privatization.[11] The RDCs have since been sold to various museums and operators around North America, (such as the Wilton Scenic Railroad in New Hampshire and the West Coast Railway Association in Squamish)

Several other services were also discontinued around this time. The Royal Hudson steam train excursion was discontinued at the end of the 2001 excursion season. The 2860 was out of service in 2000, needing extensive repairs. The backup steam locomotive, a 2-8-0 locomotive built for the Canadian Pacific Railway in 1912, broke down in May 2001, and for the rest of the season BC Rail used a former Canadian Pacific Railway FP7A diesel locomotive #4069 that it had leased from the West Coast Railway Association in Squamish.

On August 19, 2000, the Quintette mine closed, and the portion of the Tumbler Ridge Subdivision between Prince George Railway and Forestry Museum in Prince George where it is being preserved.

In the 1990s, BC Rail branched out into shipping operations, acquiring terminal operator Vancouver Wharves in 1993 and Canadian Stevedoring and its subsidiary, Casco Terminals, in 1998. In 1999 these operations became the three operating divisions of a new entity, BCR Marine. BCR Group became the parent company of both BCR Marine and BC Rail. In early 2003, attempting to reduce the railway's large debt, BCR Group sold its BCR Marine assets except for Vancouver Wharves (which was also not included in the subsequent sale of BC Rail to Canadian National, and remains a provincial Crown corporation).[10]

In the early 1990s, the provincial government reduced subsidies to BC Rail. As a result, BC Rail, burdened with several money-losing services that it was required to operate, saw its debtload grow more than sixfold between 1991 and 2001.

Two SD40-2s and a C44-9W at Pemberton in 1995.

1990–2003

In the early 1980s the railway built a new line and acquired another. The Tumbler Ridge Subdivision, an 82-mile (132 km) Japan. It has the lowest crossing of the Rocky Mountains by a railway, at 3,815 feet (1,163 m). There are two large tunnels under the mountains: The Table Tunnel, 5.6 miles (9.0 km) long, and the Wolverine Tunnel, 3.7 miles (6 km) long. Electrified owing to the long tunnels and close proximity to the W. A. C. Bennett Dam and transmission lines, it was one of the few electrified freight lines in North America. Although initially profitable, the traffic on the line was never as high as initially predicted, and by the 1990s was under one train per day. The railway had incurred much debt building the branch line, and the expensive, unprofitable operations on the branch line could not help to repay that debt. In 1984 BC Rail acquired the British Columbia Harbours Board Railway, a 23-mile (37 km) line that connects three class I railways with Roberts Bank, an ocean terminal that handles coal shipments. Since the line had been constructed in 1969, it had previously been leased to CPR, Burlington Northern Railroad, and Canadian National Railway in succession.

The management and operation of the railway had been called into question, and on February 7, 1977, the provincial government appointed a Royal Commission, the McKenzie Royal Commission, to investigate the railway. Its recommendations were released on August 25, 1978. It recommended that construction not continue on the 149 miles (240 km) of roadbed between Dease Lake and the current end of track, and that trains be terminated at Driftwood, 20 miles (32 km) past Lovell. The rest of the track would be left in place but not used. In 1983, after logging operations ceased at Driftwood and traffic declined sharply, the Dease Lake line was closed. However, it was reopened in 1991 and, as of 2005, extends to a point called Minaret, British Columbia, still over 175 miles (282 km) south of Dease Lake. Many of the Commission's other recommendations, including the abandonment of the Fort Nelson line, and discontinuation of uneconomic operations such as passenger services, were not followed.[9]

The Dease Lake line was starting to appear increasingly uneconomical. There was a world decline in the demand for asbestos and copper, two main commodities that would be hauled over the line. As well, the Cassiar Highway that already served Dease Lake had recently been upgraded. Combined with the increasing construction costs, the Dease Lake line could no longer be justified. Construction stopped on April 5, 1977. Track had been laid to Jackson, 263 miles (423 km) past Fort St. James, and clearing and grading were in progress on the rest of the extension. It had cost $168 million to that point, well over twice the initial estimate. The trackbed can be seen on Google Earth all the way to Dease Lake, via the small towns of Leo Creek and Takla Landing.

In the 1960s, a new line had been projected to run northwest from Fort St. James to Dease Lake, 412 miles (663 km) away. On October 15, 1973, the first 125 miles (201 km) of the extension to Lovell were opened. The cost of the line was significantly greater than what was estimated, however. Contractors working on the remainder of the line alleged that the railway had misled them regarding the amount of work required so that it could obtain low bids, and took the railway to court.

Map of the British Columbia Railway

In 1973, the British Columbia government acquired and restored an ex-Canadian Pacific Railway used one on the royal train in 1939. The locomotive that the government acquired, numbered 2860, was built in 1940 and was the first one built as a Royal Hudson. The government then leased it to the British Columbia Railway, which started excursion service with the locomotive between North Vancouver and Squamish on June 20, 1974. The train ran between June and September on Wednesdays through Sundays.

The railway underwent two changes of name during this time period. In 1972, the railway's name was changed to the British Columbia Railway (BCR). In 1984, the BCR was restructured. Under the new organization, BC Rail Ltd. was formed, owned jointly by the British Columbia Railway Company (BCRC) and by a BCRC subsidiary, BCR Properties Ltd. The rail operations became known as BC Rail.

British Columbia Railway logo (1972–1984)

1972–1989

In 1958, British Columbia Fort St. James. It was completed on August 1, 1968. The largest construction undertaken in the 1960s was to extend the mainline from Fort St. John 250 miles (400 km) north to Fort Nelson, less than 100 miles (160 km) away from the Yukon. The Fort Nelson Subdivision was opened by Premier Bennett on September 10, 1971. Unfortunately, the opening of the line was overshadowed by the inaugural train derailing south of Williams Lake, south of Prince George.

A 1964 PGE passenger timetable cover; Peace River at Taylor.

Starting in 1949, the Pacific Great Eastern began to expand. Track was laid north of Quesnel to a junction with the Fort St. John and Dawson Creek.[8]

Pacific Great Eastern Railway logo

1949–1971

For the next 20 years the railway would run from "nowhere to nowhere". It did not connect with any other railway, and there were no large urban centres on its route. It existed mainly to connect

When the government took over the railway, two separate sections of trackage had been completed: A small twenty mile section between Vancouver, and the railway wanted to discontinue operations on the North Vancouver-Horseshoe Bay line. However, the railway had an agreement with the municipality of West Vancouver to provide passenger service that it was unable to get out of until 1928, when they paid the city $140,000 in support of its road-building programme. The last trains on the line ran on November 29, 1928, and the line fell into disuse, but was never formally abandoned.[7]

By 1915, the line was opened from Squamish 176 miles (283 km) north to Chasm. The railway was starting to run out of money, however. In 1915 it failed to make an interest payment on its bonds, obliging the provincial government to make good on its bond guarantee. In the 1916 provincial election campaign, the Liberal Party alleged that some of the money advanced to the railway for bond guarantee payments had instead gone into Conservative Party campaign funds. In the election, the Conservatives, who had won every seat in the legislature in 1912 election, lost to the Liberals. The Liberals then took Foley, Welch, and Stewart to court to recover $5 million of allegedly unaccounted funds. In early 1918, the railway's backers agreed to pay the government $1.1 million and turn the railway over to the government.[6]

The Pacific Great Eastern Railway (PGE) was incorporated on February 27, 1912, to build a line from Prince Rupert, could use their line to gain access to Vancouver. The railway was given its name due to a loose association with England's Great Eastern Railway. Its financial backers were Timothy Foley, Patrick Welch, and John Stewart, whose construction firm of Foley, Welch and Stewart was among the leading railway contractors in North America. Upon incorporation, the PGE took over the Howe Sound and Northern Railway, which at that point had built nine miles (15 km) of track north of Squamish.[4] The British Columbia government gave the railway a guarantee of principal and 4% interest (later increased to 4.5% to make the bonds saleable) on the construction bonds of the railway.[5]

1912–1948

History

Contents

  • History 1
    • 1912–1948 1.1
    • 1949–1971 1.2
    • 1972–1989 1.3
    • 1990–2003 1.4
    • Lease to CN 1.5
    • CN era (2004– ) 1.6
  • Freight services 2
    • Interchanges 2.1
    • Reporting marks 2.2
  • Passenger services 3
  • Excursion services 4
  • Locomotives 5
  • Notes 6
  • References 7
  • External links 8

Other participants in the bidding process withdrew their bids, saying that CN had unfair access to confidential information about their own operations, provided by the government, and at least one bidder (Canadian Pacific) privately stated in since-released communications that the bid was "rigged". Controversy over CN's management of the line has focused on layoffs, toxic spills and other safety concerns, and cuts in service to some regions. The line has generated profits for CN in the range of $25 million per year since its takeover of the railway's operations. [3]

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