152-170 120820
11/1/04
2:53 PM
Page 152
Chapter
11 The Steel Ribbon
The Last Spike
The official photograph of the last spike
ceremony.
The workers’ last spike ceremony,
moments later.
It is a misty, dull morning at 9:22 a.m. on 7 place. Smith drove in the new spike with careNovember 1885. High in the Eagle Pass at ful taps. The workers gave a rousing cheer.
When the officials had gone, the workers
Craigellachie, British Columbia, a short ceremony is taking place. A group of railway offi- had a last spike ceremony of their own. The
cials arrive in overcoats and silk hats. Behind photo of that ceremony shows some of the
them stand a party of workers. They are there 10 000 workers who laboured on the rails and
to celebrate the last spike of the Canadian made it a success. They included Aboriginal
Pacific Railway. After years of hard labour, a people, Canadians, Americans, Chinese, and
ribbon of steel links Canada’s east and west Europeans. It was hard and dangerous work.
Lives were lost as the workers battled with
coasts!
The official photograph of that ceremony the obstacles in their path.
is one of the most famous photos in Canadian history. The
Reflecting/Predicting
1. Compare the two photos of the last spike
bearded man in the centre is
ceremony.Why do you think it is important that
Donald Smith, head of the
people see both of these photos?
Canadian Pacific Railway
2.
Describe
the obstacles you think the workers had
Company. The story goes that
to
face
as
they built the railway. How do you think
when Smith first lifted the
they
overcame
these obstacles?
hammer to drive the spike into
3. Imagine you are one of the workers in the
the ground, he bent it. Another
photograph. Describe your thoughts, feelings, and
spike had to be put in its
memories at that moment.
152
152-170 120820
11/1/04
2:53 PM
Page 153
Chapter 11: The Steel Ribbon
The Dream of a Railway
British Columbia had joined Canada on
Macdonald’s promise that a railway would be
built within ten years. If British Columbia did
not get a rail link to the East, there was a good
chance it might join the United States. Sir John
A. was also determined to fill the fertile plains
of the West with settlers. A railway would move
settlers west and bring their farm products to
eastern markets. Only when the east coast was
linked to the west coast would the dream of a
union “from sea to sea” come true.
After the election of 1872, Macdonald and
the Conservatives turned their attention to railway building. A group of business people under
Sir Hugh Allan formed the Canadian Pacific
Railway Company to do the job. Allan was
rumoured to be the richest person in Canada.
But the plan soon came crashing down and left
John A. Macdonald in a lot of political trouble.
153
The Liberals had never been very enthusiastic
about building a railway. They called it one of
Sir John A.’s wild schemes. The Liberals
thought it was far too expensive for such a
young country as Canada. Their government
decided to build the railway bit by bit when the
country could afford it.
During the Mackenzie years, a great economic depression set in. The hard times were
felt not only in Canada, but throughout the
world. Crops were attacked by insects such as
weevils and grasshoppers. Many small
Canadian businesses ran out of money. They
could not compete with cheaper goods brought
in from the United States. When people are
unhappy because crops and businesses are
poor, they often blame the government.
The Pacific Scandal
Some papers were stolen from Sir Hugh Allan
by a former employee. The papers were turned
over to the opposition Liberal party. The
Liberals said these secret papers proved that
Allan and his friends had given large amounts
of money to Macdonald’s government. It looked
as if Allan had bought the right for his company
to build the railway. Had Macdonald’s government accepted a bribe?
The Conservatives admitted that Allan had
given their party $350 000 during the election
campaign of 1872. However, they claimed that it
was a custom for all political parties to get gifts
of money from their friends. Many Canadians
were not convinced. The event became known
as the Pacific Scandal. The scandal forced
Macdonald and the Conservatives to resign. It
seemed the hopes of the railway company were
ruined. It also looked as if Sir John A.
Macdonald, a Father of Confederation, would
end his career in disgrace.
For the next five years, Alexander
Mackenzie was the prime minister. The
Liberal party was the government of Canada.
This cartoon appeared in 1873 in the middle
of the Pacific Scandal.What details do you
notice? What impression does the cartoon
give of John A. Macdonald’s dealings? What is
happening to Canada?
152-170 120820
154
11/1/04
2:53 PM
Page 154
Unit 2: The Development of Western Canada
The National Policy
Macdonald had another chance in the election
of 1878. He put forward a National Policy to
solve the country’s problems. The policy aimed
to encourage the development of Canadian
industries and boost the Canadian economy.
His plan was basically this:
• Keep cheaper American goods out of
Canada.
• Encourage Canadians to buy goods made
by other Canadians.
• Fill the rich prairie lands with settlers.
• Have the settlers buy manufactured
goods made in eastern Canada. Let
them sell their agricultural products
to eastern Canadians. Encourage
them to do all this by building an
east-west railway.
The people of Canada supported the idea of
the National Policy. Macdonald was re-elected.
The railway project was on again!
The Canadian Pacific
Railway Company
In 1880, George Stephen and Donald A. Smith
formed a new company to build the railroad.
This new company was also called the
Canadian Pacific Railway Company. Stephen
and Smith worked out a deal with the
Conservative government.
CONTRACT
This contract is a formal agreement binding
THE GOVERNMENT OF CANADA
and
THE CANADIAN PACIFIC RAILWAY COMPANY
to build a transcontinental railway,
hereafter to be called
THE CANADIAN PACIFIC RAILWAY
An election poster supporting
Macdonald’s National Policy.
Compare the two panels of the
poster.What differences do you
notice? What is the main message of
this poster?
Some Terms of the CPR Contract
• in return for building a railway line, the company will
own and operate it
• the government gives the company 10 million ha of
land; this land may be sold later to settlers to raise
money for the company
• the 1100 km of railway lines already finished are
transferred to the company
• the government grants the company a 20-year monopoly
(this means that the company will have complete
control of all east-west rail traffic in the southern part of
the prairies for 20 years)
• all materials, such as steel tracks and spikes, can be
brought into Canada free of taxes; all Canadian Pacific
stations, sidings, and lands will be tax-free forever
• the company will complete the line to British Columbia
within ten years (about 3040 km of track are yet to be
built)
152-170 120820
11/1/04
2:53 PM
Page 155
Chapter 11: The Steel Ribbon
155
Profile
William Cornelius Van Horne
T
he Canadian Pacific
Railway hired a remarkable railroader to supervise the
whole construction process. He
was William Van Horne. Van
Horne was an American
who began his railway
career at 14 years old
working in an office.
Within a year, he had
mastered Morse
Code and become a
telegraph operator.
At 21, he was a
ticket agent; at 24,
a train dispatcher;
at 25, a superintendent of telegraphs;
and at 28, the general superintendent
of the railway. He
achieved his success by
ambition, hard work, and
ability. People said that Van
Horne knew more about railroading than anyone else in
America.
When Van Horne arrived in
Winnipeg, he boasted that they
would put down 800 km of
track in the first season. People
laughed at him, but soon
changed their minds. Despite
spring floods that first year, 671
km of main track and 161 km of
branch lines had been laid!
Van Horne’s idea was to
start work at different places.
One team started to build the
railway in northern Ontario and
worked toward Winnipeg. Other
gangs started building from the
Pacific coast, and from
Winnipeg toward the mountains. In the mountains, teams
were building both eastward
and westward. Van Horne had
set the remarkable construction
process on its way.
1. Imagine you could interview
William Van Horne at the
time he was hired to supervise the railway building.
What questions would you
ask him?
2. Why do you think Van Horne
decided to start work on the
railway at different places?
What might the advantages of
this plan be? What problems
might occur?
152-170 120820
156
11/1/04
2:53 PM
Page 156
Unit 2: The Development of Western Canada
Tech
Link
Building the Railroad
Surveying the Route
n April 1871, the engineer
Sandford Fleming was put in
charge of planning a route for
the railway. The distance to the
Pacific was over 4000 km! The
surveyors’ job was to map the
ground over which the railway
would travel.
Engineers walked or canoed
along the route to determine
how easy it would be to lay
track there. Rocks would have
to be blasted away, swamps
filled, trees cut down, rivers
bridged, and steep slopes conquered. Railways move by contact of a smooth wheel on a
I
smooth track. The rise in elevation could be no more than 1 m
up for every 50 m forward.
When all factors were considered, they decided on the route.
Laying the Track
The whole operation of laying
the track was carried out by
well-organized groups of workers. One group laid the ties.
Another distributed the spikes
and bolts. A third gang adjusted
the rails to make sure they were
in the exact place. This gang
was followed by a group called
spikers who hammered in the
steel spikes. Then the section of
track was
laid!
DETAIL OF TRACK
steel rail
steel fishplate
ballast
ties
spikes
Preparing a level roadbed was the first step.Workers with picks
and shovels spread stones in a layer about 1 m deep. Horses pulled
a giant scraper along the roadbed to flatten it.Then steel rails were
placed on wooden planks called ties. Finally, the rails were
anchored with steel fishplates and spikes.
152-170 120820
11/1/04
2:53 PM
Page 157
157
Chapter 11: The Steel Ribbon
Steam
Whistle
Smokestack
Firebox
Sand
Dome
Boiler
Bell
Tender Car: carries
fuel for the firebox
Headlight
Bogie
Wheels
Pilot
(Cowcatcher)
Drive Wheels
Inside view
Blast Pipe: forces used
steam and gases from
the flue pipes up the
smokestack and into
the outside air
Boiler Flue Tubes: carry
hot gases through the
boiler to heat the water
Piston: steam pushes
against it, making the
wheels turn
Wood, coal, or oil were used to produce a fire in a locomotive’s firebox.The fire heated water in
the boiler to produce steam.The steam moved the pistons back and forth and made the wheels
turn. Used smoke and steam then rushed out of the smokestack causing a big puff and a loud
“swhooosh.”
The Steam Locomotives
It was the age of the great steam locomotives.
The earliest trains produced a very rough
ride. But by the late 1800s, rail travel was
becoming more comfortable. Coaches were
painted in bright colours. First-class parlour
cars had paintings on the walls, plush carpets
on the floors, and rich draperies on the
windows. Some coaches were lighted by
electricity and heated with steam. A few even
had air conditioning—fans blowing over
blocks of ice.
1. Compare the steam locomotives of the
1880s to locomotives today. Consider power
(fuel), design (parts), speed, crew, and quality
of the ride. Use photos, diagrams, models,
and descriptions.
2. The crew on a steam locomotive included
a fireman, engineer, brakeman, conductor,
and flagman.What do you think the duties
of each was? Do some investigating to
check your answers.
3. Imagine you are a member of a survey
crew, a train passenger, or a member of the
crew on a train.Write a journal entry
describing your experiences.
152-170 120820
11/1/04
158
2:53 PM
Page 158
Unit 2: The Development of Western Canada
Skill Building: Working in Co-operative Groups
Have you ever been in a situation where the only
way you could get something done was by working together in a group? You couldn’t organize a
school dance completely on your own, for example. Large projects are often handled best when
you can draw on the skill and resources of many
people.The key, though, is to co-operate.
Members of the group have to be willing to
work together and help each other.
One of the keys to co-operative group work
is to have the right attitude and to be organized.
Everyone needs to know his or her task and be
willing to contribute. If your class were to organize a Valentine’s Day dance, for example, you
might decide that there are four main tasks to be
planned—music, food, decorations, and clean up.
You divide into groups. Each group has a specific
task to accomplish. Each member of the group
has something to contribute. If everybody works
together and all the groups do their jobs, the
dance is a great success!
You can apply the same strategy to investigate the building of the transcontinental railway
across Canada. Here are some sub-topics:
a) building the railway across the prairies
b) the effects of the railway on the
Aboriginal peoples
c) building the railway in northern Ontario
d) building the railway through the
mountains
e) the role of Chinese workers
f) a day in the life of a railway navvy
Getting Organized
Home Groups
1.
2.
3.
4.
Organize your class into home groups of no more than five people.
Consider the topic for study and how it divides into sub-topics.
Assign each group member a sub-topic.
Have each member responsible for a sub-topic meet with the others in the
class working on the same sub-topic.
Expert Groups
This new group of people working on the same sub-topic becomes the expert group.
5. In your expert groups:
• review what the text and other resources say about your sub-topic
• talk together about what you have read
• decide what the most important ideas are
• summarize the most important ideas in an organizer which you will use when
you return to your home group
• co-operatively decide how you will teach your home group what you have
learned about your sub-topic
• prepare whatever materials you need to make your presentation to your
home group interesting and informative.
Teaching Your Home Group
6. Return to your home group.Teach your sub-topic to the other members of the
group. Check their understanding by asking and answering questions. Have them
evaluate how well you communicated your information.
152-170 120820
11/1/04
2:53 PM
Page 159
159
Chapter 11: The Steel Ribbon
Building Problems
Canadian geography presented gigantic problems for railroad builders. On the flat, open
prairies it was fairly easy to lay the track. But
in northern Ontario and in the mountains, it
was quite a different matter!
Northern Ontario
When Van Horne first saw the region north of
Lake Superior, he called it “two hundred miles
of engineering impossibility.” His workers had
to cut down hills, fill in swamps, blast through
very hard granite, and lower lake levels. In one
very swampy area, sections of track sunk in
seven times and three locomotives were swallowed up. To make matters worse, day and
night the workers were driven mad by mosquitoes and blackflies.
Northern Ontario rock was a major challenge. It took $7.5 million worth of dynamite to
move the Ontario granite. Another explosive,
nitroglycerine, explodes with the slightest
movement. It was so dangerous it could not be
carried in wagons. People had to carry it in bottles strapped to their backs. A stumble or a fall
meant certain death.
North of Lake
Superior, nitroglycerine was used
daily to blast some
of the hardest rock
in the world. In one
stretch of 80 km,
more than 30
labourers lost their
lives! They were
killed by explosions
or falling rocks.
This was the
human cost of
building a transcontinental railway.
Fast Forward
Railway Museums
Across the country, there are several parks
and museums which have preserved items
from our railway history. These include railway
cars and locomotives, small-scale models,
works of art, drawings, old photographs, documents, and stories about the people, events,
and the period. At the Canadian Railway
Museum in Québec, you can see the oldest
surviving Canadian-built steam locomotive and
the largest steam locomotive built in Canada.
There are also over 700 small-scale models and a
completely restored century-old station. At the
National Museum of Science and Technology’s
railroad collection, you can learn more about how
the locomotives worked, railway operations, and
the amazing engineering and mechanical feats of
Canada’s railways.
Visit these museums on the Internet at
www.exporail.org (Canadian Railway Museum)
and www.science-tech.nmstc.ca/.
152-170 120820
160
11/1/04
2:53 PM
Page 160
Unit 2: The Development of Western Canada
Crossing the Prairies
In the summer of 1882, William Van Horne was
everywhere on the prairies. From the end of
the track, he would ride ahead on horseback
supervising everything. The pace was frantic.
Van Horne was always urging the workers on.
He fired anyone who said something could not
be done.
The railroad building operation was run as
efficiently as an army. As soon as the workers
laid a bit of track, a train was sent over it carrying supplies to end-of-steel. Each work train
carried the materials required for 0.8 km of railway. It dumped off the exact number of rails,
ties, spikes, metal plates, and telegraph poles.
The train then moved back to the nearest siding where it was immediately reloaded. No
time was lost. Almost 1500 km of steel were
laid on the prairies in 15 months.
Stations sprang up along the route. The first
gang of workers put up the frame of the building. They were followed by a second gang who
added the floor, sides, and roof. A third gang
did the plastering and painting.
As the railway stretched across the prairies, a lot
of people hoped to get rich quickly. Everyone
began to go crazy buying land—wherever they
thought the railway might build a station. Prices
of land doubled overnight. But the land boom
ended as quickly as it began. Sometimes the railway decided to build its stations in different
places.The people who had bought land along
the proposed line could no longer sell it.They
lost everything.
A train crosses the prairies.
While laying the tracks on the
prairies was easier and faster
than in other areas of the country, the area was not without
hazards. Sparks from the locomotives sometimes started fires
in the dry grasses.
152-170 120820
11/1/04
2:53 PM
Page 161
161
Chapter 11: The Steel Ribbon
The Mountains
The British Columbia section of the line was
the most difficult and dangerous. The mountains had to be crossed. Wooden trestles had to
be built over deep river canyons. A trestle is a
framework used as a bridge to support the railway tracks.
In places, the railway was forced to creep
along the edges of cliffs. Below, torrents and
rapids roared. One of the most terrifying
stretches of trail was a narrow ledge, less than
60 cm wide. All supplies had to be brought
along that trail. It was so frightening that the
labourers used to hang onto the tails of their
pack horses to get across. Some kept their eyes
shut until they passed the most dangerous
places. One worker had a horrible moment
when he met two people coming from the
The Mountain Creek trestle looked so fragile
opposite direction with a pack horse. Since it
that one engineer refused to drive his engine
over it.The story goes that Van Horne threatwas impossible to turn around, they simply had
ened to take over the controls himself.The
to push the poor animal over the cliff.
red-faced engineer then replied, “If you ain’t
In many places, workers had to blast a way
afraid of getting killed Mr.Van Horne, with all
for the tracks through the rocks. They had to be
your money, I ain’t afraid either.” Van Horne
lowered on ropes down the slippery canyon walls.
answered, “We’ll have a double funeral—at
They were barefoot so they could keep their balmy expense of course.” The engine passed
ance better. They drilled holes in the rock for the
over the trestle safely.
dynamite charges. Then they were hauled back up
to the surface and everyone
ran for cover.
Yukon
Many railroaders died
Territory
or were injured by pieces
Northwest
Nunavut
Territories
of flying rock. The work
was so dangerous that
some claimed “every kiloBritish
metre of tunnel and track
Columbia
Hudson Bay
Alberta
was stained with blood
ie
along the British Columbia
ch
y
Saskatchewan
Manitoba
lla
od
e
f
o1885
g
nf
ai
M
section of the line.”
y
at
Ba
rt
ar
Cr
H
lg
Po
1884
When the railway was
completed in 1885, it
stretched from Montréal
to Port Moody, British
Columbia. Montréal was
linked to the Atlantic
coast by already existing
Maritime railway lines.
Ca
1884
1883
ne
ici
ed
M
t
en
rr
Cu ina
t
g
if
Sw Re
1882
Québec
e
iri
ra
P
La
Ontario
n
g
do ge
pe
an ta
ni ra
Br Por
in eno
W K
1881
United States
1881
ay
rB
1875-82
Th
u
e
nd
1883-84
l
1884-85
S
THE BUILDING OF THE CPR
Toronto
Present Provincial Boundaries
0
250
1875
500
Windsor
N
a
y
y
ré
ur Ba
a ont
h
w
t
a
or Ott M
N
b
ud
1881-83
1884
152-170 120820
162
11/1/04
2:53 PM
Page 162
Unit 2: The Development of Western Canada
Culture
Link
The Railway Navvies
he workers on the railway
were called navvies. They
came from all over the world to
build the CPR. Irish,
English, Scots, Italians,
Americans, Swedes,
A Navvy Camp Song
Chinese, Canadians, and
For some of us are tramps, for
many others had parts to
whom work has no charms,
play in the project. Below are
And some of us are farmers,
the stories of three navvies
aworking for our farms,
who worked on the railway.
But all are jolly fellows who came
from here and far,
Wasyl Hryholczuk
To work up in the Rockies on the
Wasyl Hryholczuk came to
CPR.
Canada from the Ukraine.
He had little money. By the
time he travelled from Halifax
to his new farm on the prairies,
his cash was almost gone. He
built a one-room shack, and
then left his homestead in the
care of his wife and children.
T
He set off to look for a job on
the railroad.
Wasyl earned $1.50 a day as
an unskilled labourer. He had to
take the roughest jobs, which
were usually given to immigrant
workers who could not speak
English. But Wasyl was thrifty
and saved almost every penny
he earned. In four months, he
saved enough to go back to his
farm. He walked the 160 km
because it cost too much to hire
a wagon. With the money he
had saved, he bought a cow, two
windows for his crude hut, and
hinges for the door. Like many
settlers, he was thankful for
the chance to make a few extra
dollars building the railroad.
Lars Petersen
Lars was a Finnish railway
worker. He had worked on
almost every major railway construction gang across America.
He was one of the best “spikers”
in the business. When Van Horne
had a contest to see which team
could put down the most track
in one day, Lars was chosen
to be a member of a team.
A typical day on a construction gang began early and ended late. One worker, Stephen Pardoe, wrote:
“Early dawn brought the cry of ‘Roll out,’ and by the time the men had shaken themselves out
of their blankets, the horses had been driven in ready to be caught and given their feed of oats and
water.Then breakfast, followed by the cry of ‘Hook up’ from the foreman, and the whole force
would commence its first five-hour stretch of work. ‘Unhook,’ at noon, and dinner; another five
hours’ work before supper; and then the blankets, till the morning of a new day. . . .”
152-170 120820
11/1/04
2:53 PM
Page 163
Chapter 11: The Steel Ribbon
163
Sometimes construction went ahead so quickly, there was no time for the workers to set up
camps.Then they usually lived in boarding cars two storeys high.They slept in the upper storey.
In the lower storey, they ate their meals.There were also office cars, cooking cars, freight cars,
shops-on-wheels and, sometimes, the private railway car of Van Horne himself.
His team broke all records. In ten hours, they
laid 10.3 km of track—8400 hammer blows per
person!
Lars planned to retire some day and live in
southern Manitoba. There were already a number of Finnish people living on farms there. But
for now, Lars was taking part in the adventure
of seeing the ribbon of steel leap ahead toward
the Pacific.
Harry Nash
Harry Nash was one of the most important men
in the camp. He was a cook. He was known to
everyone by the nickname “Montana Pete.”
Since the work gangs had little to look forward
to, meals were a big event. Montana Pete could
rustle up a huge meal in no time. There was not
much variety in the menus. Ham or beef stew,
pork and beans, fresh-baked bread or biscuits
covered with maple syrup were served three
times a day. All this was washed down with
lots of strong tea or black coffee.
Sometimes the navvies would go out onto
the prairie to shoot wild partridge. Others
would hunt for wild duck eggs or berries. When
they brought these treasures back to the camp,
Montana Pete could fix a feast fit for royalty.
1. Often, we remember the names and contributions of people who have become famous in
our history.Why do you think it is important
to remember people such as these navvies?
2. Imagine that in your attic you have discovered
the diary of an ancestor who worked as a
navvy on the CPR. Write several entries from
this diary describing your ancestor’s life and
work, hopes and fears.
3. The railway navvies were all men. Discuss why
this was the case.What roles did women have
while men were working on the railroad?
152-170 120820
164
11/1/04
2:53 PM
Page 164
Unit 2: The Development of Western Canada
Chinese Workers
Andrew Onderdonk was the contractor in
charge of building the British Columbia stretch
of railroad. To keep costs down, Onderdonk
brought in several thousand Chinese workers.
Only men came. They had to leave their wives
and children behind in China. Most of the
Chinese workers had one major goal. It was to
save enough money to return someday to China
and buy a small plot of land. They were willing
to work hard for half the wages that other
workers expected.
Unfortunately, the Chinese were often badly
treated in British Columbia. But without them,
British Columbia would not have had a railway.
It was said that they took jobs away from other
workers. But Onderdonk could never find
enough workers who were willing to do the
backbreaking railway work for such low wages.
Some people objected to the Chinese
because they appeared different. Their clothing,
language, queue hairstyle (which Canadians
called “pigtails”), customs, and skin colour set
them apart. Railroad officials and citizens of
British Columbia often treated the Chinese
harshly. It is not a proud chapter in Canadian
history.
On occasion, it seemed that Chinese workers were given the most dangerous jobs.
Sometimes hundreds of Chinese pulled on
cables to move supplies up the treacherous
Fraser River. Many men fell to their deaths.
Others lost their lives in blasting accidents and
rock slides.
Few of the Chinese workers ever saved
enough to return to their families in China.
Though each Chinese worker was paid about
$25 a month, expenses were taken from that
amount. The company insisted that the worker
buy his work clothes, tools, and other necessary items from the company store. Here the
prices were higher than anywhere else. Also,
he was charged $4.50 a week for room and
meals.
When construction jobs on the Canadian
Pacific Railway ended, most Chinese had no
choice but to stay in Canada. They faced a grim
future in a country where they seemed
unwanted. To survive, many took low-paying
jobs that most people found disagreeable. They
worked as servants, in canning factories, and in
laundries.
Over the years, Chinese people have contributed to Canada’s growth. As well as their
work on the railway, they
started a market garden industry in British Columbia and
have built thousands of businesses all across the country.
Many Chinese Canadians have
become important members of
the community.
Unrest Among
Aboriginal
Peoples
Separate camps were set up for the Chinese workers. Rice,
salmon, and tea were the main items in their diets. Many
became sick from scurvy, a disease caused by the lack of
fresh vegetables. Since there were no doctors to help them,
some died. Almost 200 Chinese were buried in the little
graveyard at Yale, British Columbia.
The path of the railroad
caused another problem—
unrest among Aboriginal peoples. One of the most serious
incidents occurred on the
Blackfoot (Siksika) reserve.
152-170 120820
11/1/04
2:53 PM
Page 165
Chapter 11: The Steel Ribbon
When they signed Treaty Number 7, the
Blackfoot had been promised that the reserve
lands belonged to them forever. They were told
that no other people could trespass on the
reserves. The railroad was already bringing carloads of settlers into the West. Now it looked as
if the railroad was going to pass right through
the reserve.
Many Blackfoot had had enough of these
changes. They urged Crowfoot to let them drive
the trespassers out. Crowfoot himself felt angry
and insulted that he had not been warned of
the railway’s plans.
Father Lacombe, a missionary, hurried to
the Bow River. He understood that the
Blackfoot were upset at not being consulted.
They felt that they were being tricked by the
government and the railroad company.
Lacombe called the Blackfoot to council. He
advised them that they could not win if they
went to war against the railroad and the government. He urged the Council to allow the railway to use a small piece of their land. Although
he did not have the power to do so, he
promised that in return the government would
give them extra land. The Blackfoot listened to
Lacombe’s advice and the crisis passed.
Money Problems
By 1885, the Canadian Pacific Railway was facing some serious problems. Sections of track
still had to be completed in northern Ontario
and British Columbia. But more important was
the shortage of money. Costs of laying the track
through these very difficult areas had skyrocketed. People with money to invest did not want
to risk pouring more money into the project.
The Opposition members of Parliament were
against the government lending any more
money to the CPR. They said they doubted that
the railway would even earn enough money to
pay for its axle grease.
There was no money left to pay the construction crews. Workers at the Beaver River
camp of British Columbia refused to work any
more until they were paid. Three hundred
165
Father Lacombe was a close friend of
Crowfoot and helped to defuse the conflict
over the railway crossing onto the Blackfoot
(Siksika) reserve. Other Aboriginal people
were also angry that they could no longer
hunt or travel over the plains.The Cree
Chief Piapot and a group of his people set up
camp on a line of track and held up construction.The North-West Mounted Police
were called in. Eventually the tents were
taken down and no shots were fired.
armed strikers brought all work to a halt. They
attacked railway property. The North-West
Mounted Police had to be called. The crowd
was in an ugly mood. Superintendent Sam
Steele and eight Mounties held off the crowd.
Steele warned, “I will shoot the first one of you
who makes a hostile movement.” Steele stood
his ground and the grumbling mob slowly
broke up and went back to work.
152-170 120820
166
11/1/04
2:53 PM
Page 166
Unit 2: The Development of Western Canada
Sandford Fleming was the chief engineer of the CPR. He was also concerned with how to
schedule the trains efficiently. In the 1800s, it could be 12:15 p.m. in Toronto and 12:05 p.m. in
Hamilton at exactly the same moment.To solve this problem, Fleming invented a system of
standard time. He divided the world into 24 time zones with standard time in each zone.This
painting shows him presenting his system in 1879.
In the meantime, George Stephen and Donald
Smith were able to gather together $1 million of
their own personal fortunes. This would keep
the railway going for another three weeks.
After that, they did not know where to turn.
At the crucial moment, Macdonald acted.
He reminded Parliament that the railway had
already proved its value. During the Red River
Resistance in 1870, troops took three months to
get to the West from Ottawa. Just that spring, in
1885, trouble had arisen again in the West. This
time it had taken only nine days to get the necessary troops to the West. This was the difference that the railway made. For this reason, the
railway did get one more government loan. It
was enough to finish the line of steel.
In Business at Last!
The 28th of June 1886 was “red letter” day. At
8:00 p.m., the Pacific Express Number One
steamed out of Montréal on the way to the
Pacific. It was the first scheduled through passenger train. After a long trip of 139 hours, it
chugged into Port Moody, British Columbia, on
4 July 1886. The Pacific Express was only one
minute late.
The first trains consisted of a baggage car, a
luxurious first-class day car and sleeper, the
dining car, and the colonist car. The colonist
cars would be the most important to the future
development and settlement of Canada. They
would bring almost a million settlers from all
over the world to western Canada.
152-170 120820
11/1/04
2:53 PM
Page 167
Chapter 11: The Steel Ribbon
The Mounties showed that
their concern for law and
order also applied to the new
railway. Once a trio of bandits
stopped the train at gunpoint
near Kamloops. The Mounties
quickly formed a posse and
set out on horseback after
them. After two days, the gang
was spotted. A short gunfight
took place and all the robbers
were captured. This was a
strict warning to others who
may have considered holding
up the trains.
In the next few years, Van
Horne worked hard to promote the railway. He advertised the comforts and
pleasure of travel by train.
CPR hotels, such as the
Château Frontenac in Québec
City, were built in major cities
close to the stations. A luxury
resort hotel was built at Banff,
Alberta, so that tourists could
enjoy the breathtaking views
of the mountains. Artists were
invited to paint pictures of the
glorious scenery. Their paintings were sent around the
world as Canadian Pacific
advertising.
167
From the windows of the colonist car, the settlers got their
first look at their new homeland.The car was set up with
pairs of seats facing one another.These seats could be pulled
out into hard wooden beds. Above the seats, another hard
wooden bed swung down from the wall like a shelf. Every car
had a cooking area as well as washbasins and drinking water.
The colonists had to supply their own pots and pans and
bring all the food they would eat during the journey.There
were no toilets in the cars, but the train made regular stops
at stations along the way.
What did the completion of the CPR mean for Canada?
• One of British Columbia’s conditions for joining Confederation had been honoured.
Now the province was linked to Canada.The United States could not take over the
whole Pacific Coast.
• Settlers could more easily reach western Canada. As farm populations increased, communities would grow around them.
• Movement was now faster and easier between the west and east coasts.This would
encourage trade within the country, rather than with the United States.
152-170 120820
168
11/1/04
2:53 PM
Page 168
Unit 2: The Development of Western Canada
Fast Forward
Canadian Railroad Trilogy
Gordon Lightfoot is one of Canada’s most gifted
singers and songwriters. In 1967 he wrote one of his
most famous hits, “The Canadian Railroad Trilogy.”
How does this ballad present scenes and images
from our history? What is its main message?
There was a time in this fair land when the railroads did not run
When the wild majestic mountains stood alone
against the sun
And long before the white man and long before the
wheel
When the green forest was too silent to be real
But time has no beginning and hist’ry has no
bounds
As to this verdant country they came from all
around
They sailed upon her waterways and they walked
the forests tall
And built the mines, the mills, and the factories for
the good of us all
And when the young man’s fancy was turning to the
spring
The railroad men grew restless for to hear the hammers ring
Their minds were overflowing with the visions of
the day
With many a fortune won and lost and many a debt
to pay
For they looked in the future and what did they see
They saw an iron road runnin’ from the sea to the
sea
Bringin’ the goods to a young growin’ land
All up from the seaports and into their hands
Look away said they, across this mighty land
From the eastern shore to the western strand
Bring in the workers and bring up the rails
We’ve gotta lay down the tracks and tear up the
trails
Open ‘er heart, let the lifeblood flow
Gotta get on our way cause we’re moving too slow
[Repeat verse]
Behind the blue Rockies the sun is declinin’
The stars they come stealin’ at the close of the day
Across the wide prairie our loved ones lie sleeping
Beyond the dark oceans in a place far away
We are the navvies who work upon the railway
Swingin’ our hammers in the bright mornin’ sun
Livin’ on stew and drinking bad whisky
Bendin’ our backs til the long days are done . . .
[Repeat verse]
So over the mountains and over the plains
Into the muskeg and into the rain
Up the St. Lawrence all the way to Gaspé
Swingin’ our hammers and drawin’ our pay
Drivin’ ‘em in and tyin’ ‘em down
Away to the bunkhouse and into the town
A dollar a day and a place for my head
A drink to the livin’, a toast to the dead
Oh the song of the future has been sung
All the battles have been won
On the mountain tops we stand
All the world at our command
We have opened up this soil with our teardrops...
and our toil...
For there was a time in this fair land when the
railroads did not run
When the wild majestic mountains stood alone
against the sun
And long before the white man and long before the
wheel
When the green dark forest was too silent to be real
When the green dark forest was too silent to be real
And many are the dead men... too silent... to be real
152-170 120820
11/1/04
2:53 PM
Page 169
Chapter 11: The Steel Ribbon
Activities
Understanding Concepts
1. Add these new terms to your Factfile.
Canadian Pacific
Railway Company
bribe
Pacific Scandal
National Policy
spikers
trestle
navvies
colonist car
2. How were the railroad policies of John A. Macdonald and Alexander Mackenzie
different? Explain.
3. a) Why did Macdonald introduce the National Policy? What did he claim it
would do?
b) What were the three elements of the National Policy? How was each part
supposed to contribute to the overall plan of growth and prosperity for
Canada?
c) How did Canadians react to the National Policy?
4. Why were Crowfoot and the Blackfoot (Siksika) upset over the railway?
5. Describe the problems of building the railroad through northern Ontario and
British Columbia.What were the solutions to these problems? What were the
costs?
Digging Deeper
6. WEB DIAGRAM Copy and complete this web diagram to explain how each of
the factors affected the building of the railroad.
Physical features
of the land
Climate
BUILDING OF THE CPR
Money
Personalities:
Van Horne
Stephen
Macdonald
Labourers
169
152-170 120820
170
11/1/04
2:53 PM
Page 170
Unit 2: The Development of Western Canada
7. THINK/DISCUSS The violation of Treaty Number 7 by the builders of the CPR
caused problems for the Blackfoot (Siksika).
a) Do you think the Blackfoot would have fought for their rights if Father
Lacombe hadn’t intervened? Why or why not?
b) Why do you think the Canadian government failed to negotiate with the
Blackfoot for the land they needed for the CPR?
c) What does this incident tell you about the relations between Aboriginal
peoples and non-Aboriginal peoples in the early days of the West?
8. CREATE List some of the difficulties that Chinese railroad workers faced in
Canada.Why were they not treated as well as workers who came from other
countries? Create a stamp, memorial, coin, song, or poster to remember the
contribution of these workers to the railroad.
9. LISTEN/WRITE Listen to a recording of Gordon Lightfoot’s “Railroad Trilogy.”
What mood does the music create? Write another verse to add to the song.
10. MULTI-MEDIA DISPLAY Create a multi-media display to record the building of
the CPR. Consider using photos, illustrations, maps, charts, audio and visual
clips (songs, testimonials), brochures or posters to attract passengers, etc.You
could include these sub-topics:
•
•
•
•
•
•
the process of laying track
the political and company personalities
the workers
problems faced
the route
impact of the CPR
Making New Connections
11. INTERVIEW/MEDIA Work in groups. Stage a talk show with guests who will
debate this statement: “The completion of the CPR was as important an event
in Canadian history as Confederation.” The guests should come prepared to
discuss the impact of the CPR versus Confederation, the problems overcome,
the people involved, and the consequences if the event had not happened.
12. INVESTIGATE Find out if you could take a train across Canada today (Contact
VIA Rail by phone or visit their web site at www.viarail.ca). Keep a record of
how long it would take, how much it would cost, what kind of train you would
be travelling on, sleeping and dining arrangements, and stops along the way.
Compare your findings to what you know about train travel in the 1800s.