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T
he
G
rand
T
runk
P
acific
A Short
History
The busy Canadian National Railway line which passes through the
Municipality
of Daly carries both freight and passengers from coast to coast. The
re-introduction
/ or relocation of the passenger depot from Brandon North to the Town
of
Rivers has put that town back on the map of important railway
towns.
The line has its origins with the Grand Trunk Pacific, a wholly owned
subsidiary
of the Grand Trunk Railway which established the Town of Rivers as a
divisional
point on its new line in 1908.
At that point The Grand Trunk Railway was a well-established
successful
company,
it had completed a line between Montréal and Toronto in
1856,
then
expanded rapidly through takeovers and new construction. It built the
Victoria
Bridge over the St. Lawrence River at Montréal, a bridge
over
the
Niagara River and a tunnel under the St. Clair River at Sarnia. By the
1880s
it had lines from Chicago to the Atlantic coast, and ranked among the
largest
railway systems in the world.
As the twentieth century approached railway operations in western
Canada were under the control of the Canadian Pacific, which
in
1885 had
completed
its cross-country line; and by the Canadian Northern, which had begun
the
start
of a second transcontinental route. The Grand Trunk had missed an
opportunity
to
expand westward in the 1880's when the Canadian Government was actively
seeking
bid for the construction of a transcontinental line.
In 1903 the Grand Trunk established a subsidiary, the Grand Trunk
Pacific
Railway, to build a line from Winnipeg to the Pacific. This Canadian
company
was incorporated by act of the Dominion Parliament, 24 Oct. 1903 (The
National
Transcontinental Railway Act). It was a time of seemingly
endless
prosperity
and growth, and its creation was encouraged by the newly-elected
Liberal
government of Sir Wilfred Laurier at the urging of Sir Charles
Rivers-Wilson,
Chairman of the Grand Trunk Railway.
The line was constructed using loans provided by the Government of
Canada.
The company had a mandate to build west from Winnipeg, Manitoba to the
Pacific
coast at Prince Rupert, British Columbia. East of Winnipeg, the federal
government
would build the National Transcontinental Railway (NTR) across Northern
Ontario
and Quebec, crossing the St. Lawrence River at Quebec City and ending
at
Moncton, New Brunswick. The conceptual plan was to have GTR operate
both
GTPR and NTR as a single transcontinental railway, competing with the
Canadian
Northern Railway (CNR) and Canadian Pacific Railway (CPR).
This second Canadian transcontinental rail route would feature a
terminal
on the Pacific that would actually be nearer to Asia than was the
existing
terminus of the C.P.R. at Vancouver. It was to follow one of the routes
surveyed
by Sandford Fleming much earlier for the first transcontinental line
and
rejected. The original survey ran from Winnipeg to Port Simpson at the
end
of the Portland Canal, which formed part of the boundary between
British
Columbia
and Alaska. At the time, however, there was resentment in Canada over
the
recent (1903) Alaska boundary decision, which favoured US interests
after
a British commissioner sided with them. The result was that Alaska
retained
control of a strip of coastline alongside northern B.C. The resulting
of
clamour in Canada prompted US President Theodore Roosevelt to threaten
to
send an occupation force to nearby territory. Prime Minister Wilfred
Laurier
considered that a terminus at Prince Rupert would be more easily
defended
and there it went.[1]
Under
Charles M. Hays, the Grand Trunk's energetic general manager who
also
became Grand Trunk Pacific's president, the new company pushed its line
west.
Construction began on the Canadian Prairies in 1905, the year that the
provinces
of Alberta and Saskatchewan were established with the first sod turned
near
Carberry, Manitoba on August 29. Construction proceeded west to
Saskatoon,
Saskatchewan in 1907, Edmonton, Alberta in 1909, and through Jasper,
Alberta
into Yellowhead Pass crossing the Continental Divide in 1910-1911. The
last
spike ceremony heralding completion of the rail line across the
prairies,
and through the Rocky Mountains to the newly constructed seaport at
Prince
Rupert, British Columbia was held one mile east of Fort Fraser, British
Columbia
on April 7, 1914.
In 1910, the
company also built a dock in Seattle, the Grand Trunk
Pacific
dock, which was the largest dock on the west coast at the time it was
built.
On July 30, 1914, the dock was destroyed by fire.
Passenger service was inaugurated in 1910.
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In
Manitoba villages with either sidings or stations were created in
alphabetical
order, starting just west of Portage la Prairie with the siding known
as
Arona and continues with Bloom, Caye, Deer, Exira, Firdale, Gregg,
Harte,
Ingelow, Justice, Knox, Levine, Myra, Norman, Oakner, Pope, Quadra, Rea
and
Stenberg. The next two letters are reversed, so Uno comes before Treat,
while
Victor concludes the sequence in Manitoba.
Rivers was an exception and this was fitting in that it was just the
right
distance from Winnipeg to be designated as a divisional point. It would
require
a large station, a roundhouse and a host of storage, maintenance and
house
facilities.
The GTP proved to be controversial for Hays as he was criticized for
various
decisions, such as choosing Prince Rupert as the Pacific terminus,
underestimating
Mackenzie and Mann's competing CNR system, and committing the entire
Grand
Trunk company to the GTP project. Hays's zeal to pursue construction of
a
well-engineered mainline in lieu of developing a network of branch
lines
for feeding local traffic proved to be a considerable hurdle as well.
The railway, although located in a more northerly latitude than any of
the
existing transcontinental lines, passes through elevated territory in a
lower
altitude, considerably lessening the cost of operation, The line
crosses
the extensive region of the Canadian northwest, which is enormously
rich
in agricultural and mineral products.
Grand
Trunk Officials,
includeing Hays (second from the left), on the
platform at Rivers, Manitoba, during a tour of inspection, 1910.
(photo from the "The Beaver", Dec 1993)
As president of the Grand Trunk, Hays committed to
competing with the
CPR
in a number of other areas, namely shipping and hotels. In fact Hays
died
while returning from a visit to England to Canada where he was
scheduled
to attend the 26 April 1912, grand opening of the Château
Laurier
Hotel
in Ottawa, Ontario. Hays had chosen to return from England on the
maiden
voyage of the ocean liner RMS Titanic, which struck an iceberg south of
the
Grand Banks of Newfoundland the night of 14 April and sank.
Not long after Hays' death, the
Grand Trunk reneged on its agreement to
operate
the federally owned National Transcontinental system east of Winnipeg,
and
the Grand Trunk soon faced financial ruin over its decision to build
and
operate the GTP west of Winnipeg, particularly after the First World
War
caused traffic on the prairies to decline precipitously.
Despite some advantages the GTPR had not immediately realize the
traffic
potential that the GTR and the federal government had hoped for. The
CPR occupied
the
more populous southern route in the prairies through Regina,
Saskatchewan
and Calgary, Alberta to Vancouver, British Columbia and was using land
grants
provided by the federal government as well as government incentives to
draw
immigrants and businesses to settle along its route. GTR did not have a
coordinated
marketing plan, and efforts at settlement were disrupted by the First
World
War.
By 1919 it was obvious that the GTPR was not paying its way. The
financial
strain broke on March 7 when GTR defaulted on repayment of construction
loans
to the federal government, whereby the GTPR was nationalized and taken
over
by a Board of Management operating under the Department of Railways and
Canals
while legalities were resolved. On July 12, 1920 the GTPR was placed
under
the management of Crown corporation Canadian National Railways (CNR)
and
in 1923 was completely absorbed into the CNR.
The chateau-style hotels of the early 20th century remain iconic
Canadian
symbols. While the CPR quite rightly receives credit for many of the
early
hotels of this genre such as The Banff Springs Hotel, The Empress
(hotel)
in Victoria, The Royal York in Toronto, Hotel Vancouver, Quebec City's
Chateau
Frontenac and Chateau Lake Louise in The Rockies, it was the GTPR that
built
Ottawa's Chateau Laurier, The Fort Garry Hotel in Winnipeg, and The
Hotel
Macdonald in Edmonton. After the nationalization, this tradition
continued
with construction of The Bessborough Hotel in Saskatoon. The GTPR
chateau-style
hotels remain among the most impressive of these structu res in the
country.
While the
Grand Trunk Pacific may not have been successful as a
National
enterprise, locally it was an important stimulus to the economy, a
convenience
to the citizens, and an influential factor in the lifestyle of the
region.
The Town of Rivers owes not only its very existence to the railway, but
as
great deal it character and success came directly down those rails.
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