BC Rail - Revision history

Catfurball: More references needed.

2024-10-04T20:22:49Z

More references needed.

← Previous revision		Revision as of 20:22, 4 October 2024
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	{{Short description\|Railway company in British Columbia, Canada}}		{{Short description\|Railway company in British Columbia, Canada}}
			{{more references needed\|date=October 2024}}
	{{Infobox rail		{{Infobox rail
	\|railroad_name = British Columbia Railway Company		\|railroad_name = British Columbia Railway Company

Whoop whoop pull up: /* 1990–2003 */

2024-09-28T05:18:47Z

1990–2003

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	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 [[EMD FP7\|FP7A]] diesel locomotive #4069 that it had leased from the [[West Coast Railway Association]] in [[Squamish, British Columbia\|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 [[EMD FP7\|FP7A]] diesel locomotive #4069 that it had leased from the [[West Coast Railway Association]] in [[Squamish, British Columbia\|Squamish]].

	[[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 Car]]s (RDC), which were becoming increasingly expensive to keep in service. 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, British Columbia\|Squamish]])		[[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 Car]]s (RDC), which were becoming increasingly expensive to keep in service. 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, British Columbia\|Squamish]].

	Service between [[Seton Portage]] and [[Lillooet, British Columbia\|Lillooet]] was replaced by a [[railbus]]. As well, around this time BC Rail ended its [[intermodal freight transport\|intermodal]] service.{{Sfn\|Schmidt\|2003}}		Service between [[Seton Portage]] and [[Lillooet, British Columbia\|Lillooet]] was replaced by a [[railbus]]. As well, around this time BC Rail ended its [[intermodal freight transport\|intermodal]] service.{{Sfn\|Schmidt\|2003}}

GreenC bot: Rescued 1 archive link; Move 1 url. Wayback Medic 2.5 per WP:URLREQ#www.cbc.ca/redirects

2024-09-03T02:57:57Z

Rescued 1 archive link; Move 1 url. Wayback Medic 2.5 per WP:URLREQ#www.cbc.ca/redirects

← Previous revision		Revision as of 02:57, 3 September 2024
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	===Lease to CN===		===Lease to CN===

	On May 13, 2003, BC Premier [[Gordon Campbell (Canadian politician)\|Gordon Campbell]] announced that the government would sell the operations of the railway (including all assets other than the rail right-of-way).{{Sfn\|Schmidt\|2003}} During the previous election, he had promised not to sell the railway, and said 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, [[Canadian National]]'s (CN) bid of $1 billion was accepted over those of several other companies, including the Canadian Pacific Railway, the [[BNSF Railway]], and [[OmniTRAX]].<ref>{{Cite news \|last=Tieleman \|first=Bill \|author-link=Bill Tieleman \|date=27 December 2011 \|title=How BC Rail Was Made to Disappear \|work=[[The Tyee]] \|department=Opinion \|url=https://thetyee.ca/Opinion/2011/12/27/BCRail/}}</ref> The transaction was closed on July 15, 2004.<ref name="Partnership" /> The lease of the rail right-of-way is for 60 years with a 30-year option to renew. At the renewal date, the BC government will have the option of buying back all the assets from CN.<ref>{{Cite web \|title=Province of British Columbia Public Accounts 2004/05 \|url=http://www.fin.gov.bc.ca/ocg/pa/04_05/PA_2005_Summ.pdf \|access-date=12 May 2005 \|page=66~~}}{{dead link\|date=November 2023~~}}</ref> Conversely, as of July 15, 2009, the fifth anniversary of the contract, CN has the right to decommission any part of the line, but upon doing so the land reverts to the Crown, though the Crown can sell it back to CN for one dollar.<ref name=":0" />		On May 13, 2003, BC Premier [[Gordon Campbell (Canadian politician)\|Gordon Campbell]] announced that the government would sell the operations of the railway (including all assets other than the rail right-of-way).{{Sfn\|Schmidt\|2003}} During the previous election, he had promised not to sell the railway, and said 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, [[Canadian National]]'s (CN) bid of $1 billion was accepted over those of several other companies, including the Canadian Pacific Railway, the [[BNSF Railway]], and [[OmniTRAX]].<ref>{{Cite news \|last=Tieleman \|first=Bill \|author-link=Bill Tieleman \|date=27 December 2011 \|title=How BC Rail Was Made to Disappear \|work=[[The Tyee]] \|department=Opinion \|url=https://thetyee.ca/Opinion/2011/12/27/BCRail/}}</ref> The transaction was closed on July 15, 2004.<ref name="Partnership" /> The lease of the rail right-of-way is for 60 years with a 30-year option to renew. At the renewal date, the BC government will have the option of buying back all the assets from CN.<ref>{{Cite web \|title=Province of British Columbia Public Accounts 2004/05 \|url=http://www.fin.gov.bc.ca/ocg/pa/04_05/PA_2005_Summ.pdf \|archive-url=https://web.archive.org/web/20060811043027/http://www.fin.gov.bc.ca/ocg/pa/04_05/PA_2005_Summ.pdf \|url-status=dead \|archive-date=August 11, 2006 \|access-date=12 May 2005 \|page=66}}</ref> Conversely, as of July 15, 2009, the fifth anniversary of the contract, CN has the right to decommission any part of the line, but upon doing so the land reverts to the Crown, though the Crown can sell it back to CN for one dollar.<ref name=":0" />

	The one portion of the BC Rail line not included in the sale was the Port Subdivision from Roberts Bank connecting to the main CN, CPR and BNSF lines. Originally the operation of this line was to be sold separately. However, irregularities 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 charge Basi. Another irregularity was that CPR withdrew their bid because CN had access to secret government information, including confidential information on their own corporate operations. The sale of the spur line was cancelled, and the remnants of BC Rail Company continues to operate and maintain this line.		The one portion of the BC Rail line not included in the sale was the Port Subdivision from Roberts Bank connecting to the main CN, CPR and BNSF lines. Originally the operation of this line was to be sold separately. However, irregularities 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 charge Basi. Another irregularity was that CPR withdrew their bid because CN had access to secret government information, including confidential information on their own corporate operations. The sale of the spur line was cancelled, and the remnants of BC Rail Company continues to operate and maintain this line.
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	===CN era (2004–present)===		===CN era (2004–present)===
	On August 5, 2005, a 144-car CN train heading inland from [[Brackendale, British Columbia\|Brackendale]], derailed spilling eight empty lumber flat cars and one tank car of [[sodium hydroxide]]. The tank car [[Cheakamus River derailment\|spilled sodium hydroxide into the Cheakamus River]], killing most of its fish.<ref>{{Cite news \|date=2006-02-07 \|title=B.C. river's recovery from spill could take decades \|work=[[CBC News]] \|publisher=[[Canadian Broadcasting Corporation]] \|url=~~http~~://www.cbc.ca/canada/~~story/2006/02/07/cheakamus~~-~~report060207~~.~~html~~ \|access-date=2006-07-19~~}}{{dead link\|date=November 2023~~}}</ref>		On August 5, 2005, a 144-car CN train heading inland from [[Brackendale, British Columbia\|Brackendale]], derailed spilling eight empty lumber flat cars and one tank car of [[sodium hydroxide]]. The tank car [[Cheakamus River derailment\|spilled sodium hydroxide into the Cheakamus River]], killing most of its fish.<ref>{{Cite news \|date=2006-02-07 \|title=B.C. river's recovery from spill could take decades \|work=[[CBC News]] \|publisher=[[Canadian Broadcasting Corporation]] \|url=https://www.cbc.ca/news/canada/b-c-river-s-recovery-from-spill-could-take-decades-1.578776 \|access-date=2006-07-19}}</ref>

	Moran is a railway point on the BC Rail line north of [[Pavilion, British Columbia]].<ref>{{Cite bcgnis\|id=7181\|title=Moran}}</ref> The location, which is high on the side of the stretch of the [[Fraser Canyon]] known as Moran Canyon, is notable as the site of the proposed [[Moran Dam]]. At Moran, on June 29, 2006, a diesel locomotive hauling one flatcar of lumber down the steep Pavilion grade {{cvt\|18\|mi\|order=flip}} north of [[Lillooet]] had its air brakes fail. The train gathered speed until it derailed over a steep gravelly slope; two of the three crew members were killed.<ref>{{Cite news \|date=2006-06-30 \|title=Runaway locomotive may have triggered train derailment, RCMP says \|work=[[CBC News]] \|publisher=[[Canadian Broadcasting Corporation]] \|url=https://www.cbc.ca/news/canada/british-columbia/runaway-locomotive-may-have-triggered-train-derailment-rcmp-says-1.591580 \|url-status=live \|access-date=2006-07-19 \|archive-url=https://web.archive.org/web/20060704001553/https://www.cbc.ca/news/canada/british-columbia/runaway-locomotive-may-have-triggered-train-derailment-rcmp-says-1.591580 \|archive-date=4 July 2006}}</ref>		Moran is a railway point on the BC Rail line north of [[Pavilion, British Columbia]].<ref>{{Cite bcgnis\|id=7181\|title=Moran}}</ref> The location, which is high on the side of the stretch of the [[Fraser Canyon]] known as Moran Canyon, is notable as the site of the proposed [[Moran Dam]]. At Moran, on June 29, 2006, a diesel locomotive hauling one flatcar of lumber down the steep Pavilion grade {{cvt\|18\|mi\|order=flip}} north of [[Lillooet]] had its air brakes fail. The train gathered speed until it derailed over a steep gravelly slope; two of the three crew members were killed.<ref>{{Cite news \|date=2006-06-30 \|title=Runaway locomotive may have triggered train derailment, RCMP says \|work=[[CBC News]] \|publisher=[[Canadian Broadcasting Corporation]] \|url=https://www.cbc.ca/news/canada/british-columbia/runaway-locomotive-may-have-triggered-train-derailment-rcmp-says-1.591580 \|url-status=live \|access-date=2006-07-19 \|archive-url=https://web.archive.org/web/20060704001553/https://www.cbc.ca/news/canada/british-columbia/runaway-locomotive-may-have-triggered-train-derailment-rcmp-says-1.591580 \|archive-date=4 July 2006}}</ref>

Indefatigable: /* 1972–1989 */ clean up, replaced: 55°33' → 55°33′ (10)

2024-08-14T03:31:28Z

1972–1989: clean up, replaced: 55°33' → 55°33′ (10)

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	In 1973, the British Columbia government acquired and restored an ex-[[Canadian Pacific Railway]] [[4-6-4]] [[steam locomotive]] of the type known as "[[Royal Hudson]]s", a name that [[George VI of the United Kingdom\|King George VI]] permitted the class to be called after the 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, along with ex-Canadian Pacific [[2-8-0]] #3716 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 from 1974 to 2001. During this time, the Royal Hudson Steam Train was the only regularly scheduled, mainline steam operation on a Class 1 railroad in North America.		In 1973, the British Columbia government acquired and restored an ex-[[Canadian Pacific Railway]] [[4-6-4]] [[steam locomotive]] of the type known as "[[Royal Hudson]]s", a name that [[George VI of the United Kingdom\|King George VI]] permitted the class to be called after the 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, along with ex-Canadian Pacific [[2-8-0]] #3716 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 from 1974 to 2001. During this time, the Royal Hudson Steam Train was the only regularly scheduled, mainline steam operation on a Class 1 railroad in North America.
	[[File:BC Rail map.png\|thumb\|left\|240px\|Map of the British Columbia Railway]]		[[File:BC Rail map.png\|thumb\|left\|240px\|Map of the British Columbia Railway]]
	In the 1960s, a new line had been projected to run northwest from Fort St. James to [[Dease Lake]], {{convert\|412\|mi\|km\|order=flip}} away. On October 15, 1973, the first {{convert\|125\|mi\|km\|order=flip}} of the extension to Lovell (lat 55°~~33'~~, long 126°~~02'~~) 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.		In the 1960s, a new line had been projected to run northwest from Fort St. James to [[Dease Lake]], {{convert\|412\|mi\|km\|order=flip}} away. On October 15, 1973, the first {{convert\|125\|mi\|km\|order=flip}} of the extension to Lovell (lat 55°33′, long 126°2′) 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.

	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 [[Stewart–Cassiar Highway\|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 Creek, British Columbia\|Jackson Creek]] (lat 56°50, long 128°~~12'~~), {{convert\|263\|mi\|km\|order=flip}} past Fort St. James, and clearing and grading were in progress on the rest of the extension. It had cost [[Canadian dollar\|$]]168 million to that point, well over twice the initial estimate. The trackbed can be seen on Google Earth all the way to Dease Lake, via the small towns of [[Leo Creek, British Columbia\|Leo Creek]] (lat 55°~~03'~~, long 125°~~33'~~) and [[Takla Landing]] (lat 55°~~29'~~, long 125°~~58'~~).		The Dease Lake line was starting to appear increasingly uneconomical. There was a world decline in the demand for [[asbestos]] and [[copper]], two main commodities that would be hauled over the line. As well, the [[Stewart–Cassiar Highway\|Cassiar Highway]] that already served Dease Lake had recently been upgraded. Combined with the increasing construction costs, the Dease Lake line could no longer be justified. Construction stopped on April 5, 1977. Track had been laid to [[Jackson Creek, British Columbia\|Jackson Creek]] (lat 56°50, long 128°12′), {{convert\|263\|mi\|km\|order=flip}} past Fort St. James, and clearing and grading were in progress on the rest of the extension. It had cost [[Canadian dollar\|$]]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, British Columbia\|Leo Creek]] (lat 55°3′, long 125°33′) and [[Takla Landing]] (lat 55°29′, long 125°58′).

	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.<ref>{{Cite book \|last1=Ruppenthal \|first1=Karl M. \|title=The British Columbia Railway--A Railway Derailed \|last2=Keast \|first2=Thomas \|publisher=Centre for Transportation Studies \|year=1979}} {{Listed Invalid ISBN\|0919804141}}<!--ISBN listed as invalid at lccn.loc.gov--></ref> It recommended that construction not continue on the {{convert\|149\|mi\|km\|order=flip}} of roadbed between Dease Lake and the current end of track, and that trains be terminated at [[Driftwood, British Columbia\|Driftwood]] (approx. lat 55°42, long 126°~~15'~~), {{convert\|20\|mi\|km\|order=flip}} past [[Lovell, British Columbia\|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 Creek, British Columbia]] (lat 56°~~20'~~, long 127°~~17'~~), still over {{convert\|175\|mi\|km\|order=flip}} south of Dease Lake. Many of the commission's other recommendations, including the abandonment of the [[Fort Nelson, British Columbia\|Fort Nelson]] line, and discontinuation of uneconomic operations such as passenger services, were not followed.{{Sfn\|Horton\|1988\|p=2}}		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.<ref>{{Cite book \|last1=Ruppenthal \|first1=Karl M. \|title=The British Columbia Railway--A Railway Derailed \|last2=Keast \|first2=Thomas \|publisher=Centre for Transportation Studies \|year=1979}} {{Listed Invalid ISBN\|0919804141}}<!--ISBN listed as invalid at lccn.loc.gov--></ref> It recommended that construction not continue on the {{convert\|149\|mi\|km\|order=flip}} of roadbed between Dease Lake and the current end of track, and that trains be terminated at [[Driftwood, British Columbia\|Driftwood]] (approx. lat 55°42, long 126°15′), {{convert\|20\|mi\|km\|order=flip}} past [[Lovell, British Columbia\|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 Creek, British Columbia]] (lat 56°20′, long 127°17′), still over {{convert\|175\|mi\|km\|order=flip}} south of Dease Lake. Many of the commission's other recommendations, including the abandonment of the [[Fort Nelson, British Columbia\|Fort Nelson]] line, and discontinuation of uneconomic operations such as passenger services, were not followed.{{Sfn\|Horton\|1988\|p=2}}

	[[File:BCRAIL 6002 at Table, BC on September 18, 1987 (22446392399).jpg\|thumb\|right\|Two [[GMD GF6C]] electric locomotives lead a coal train on the Tumbler Ridge Subdivision in 1987.]]		[[File:BCRAIL 6002 at Table, BC on September 18, 1987 (22446392399).jpg\|thumb\|right\|Two [[GMD GF6C]] electric locomotives lead a coal train on the Tumbler Ridge Subdivision in 1987.]]

Gcapp1959: /* 1912–1948 */

2024-08-03T20:07:06Z

1912–1948

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	The Pacific Great Eastern Railway (PGE) was incorporated on February 27, 1912, to build a line from [[Vancouver]] north to a connection with the [[Grand Trunk Pacific Railway]] (GTP) at [[Prince George, British Columbia\|Prince George]]. Although independent from the GTP, the PGE had agreed that the GTP, whose western terminus was at the remote northern port of [[Prince Rupert, British Columbia\|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 (financier)\|Patrick Welch]], and [[John Stewart (financier)\|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 {{convert\|9\|mi\|km\|order=flip}} of track north of [[Squamish, British Columbia\|Squamish]].{{Sfn\|Andreae\|1997}} 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.{{Sfn\|Sanford\|1981\|p=60}}{{Sfn\|Andreae\|1997\|p=194}}		The Pacific Great Eastern Railway (PGE) was incorporated on February 27, 1912, to build a line from [[Vancouver]] north to a connection with the [[Grand Trunk Pacific Railway]] (GTP) at [[Prince George, British Columbia\|Prince George]]. Although independent from the GTP, the PGE had agreed that the GTP, whose western terminus was at the remote northern port of [[Prince Rupert, British Columbia\|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 (financier)\|Patrick Welch]], and [[John Stewart (financier)\|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 {{convert\|9\|mi\|km\|order=flip}} of track north of [[Squamish, British Columbia\|Squamish]].{{Sfn\|Andreae\|1997}} 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.{{Sfn\|Sanford\|1981\|p=60}}{{Sfn\|Andreae\|1997\|p=194}}

	By 1915, the line was opened from Squamish {{convert\|176\|mi\|km\|order=flip}} north to [[Chasm, British Columbia\|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 British Columbia general election\|1916 provincial election]] campaign, the [[British Columbia Liberal Party\|Liberal Party]] alleged that some of the money advanced to the railway for bond guarantee payments had instead gone into [[Conservative Party of British Columbia\|Conservative Party]] campaign funds. In the election, the Conservatives, who had won ~~every~~ ~~seat~~ in the legislature in [[1912 British Columbia general election\|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.{{Sfn\|Sanford\|1981\|p=72}}{{Sfn\|Andreae\|1997\|p=195}}		By 1915, the line was opened from Squamish {{convert\|176\|mi\|km\|order=flip}} north to [[Chasm, British Columbia\|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 British Columbia general election\|1916 provincial election]] campaign, the [[British Columbia Liberal Party\|Liberal Party]] alleged that some of the money advanced to the railway for bond guarantee payments had instead gone into [[Conservative Party of British Columbia\|Conservative Party]] campaign funds. In the election, the Conservatives, who had won 40 of 42 seats in the legislature in [[1912 British Columbia general election\|the 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.{{Sfn\|Sanford\|1981\|p=72}}{{Sfn\|Andreae\|1997\|p=195}}

	When the government took over the railway, two separate sections of trackage had been completed: A small {{convert\|20\|mi\|km\|adj=on\|order=flip}} section between [[North Vancouver (city)\|North Vancouver]] and [[Horseshoe Bay, West Vancouver\|Horseshoe Bay]], and one between Squamish and [[Clinton, British Columbia\|Clinton]]. By 1921, the provincial government had extended the railway to a point {{convert\|15\|mi\|km\|order=flip}} north of [[Quesnel, British Columbia\|Quesnel]], still {{convert\|80\|mi\|km\|order=flip}} south of a connection to Prince George, but it was not extended further. The track north of Quesnel was later removed. Construction of the line between Horseshoe Bay and Squamish was given a low priority because there was already a [[Car float\|barge]] in operation between Squamish and [[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.{{Sfn\|Sanford\|1981\|p=72}}		When the government took over the railway, two separate sections of trackage had been completed: A small {{convert\|20\|mi\|km\|adj=on\|order=flip}} section between [[North Vancouver (city)\|North Vancouver]] and [[Horseshoe Bay, West Vancouver\|Horseshoe Bay]], and one between Squamish and [[Clinton, British Columbia\|Clinton]]. By 1921, the provincial government had extended the railway to a point {{convert\|15\|mi\|km\|order=flip}} north of [[Quesnel, British Columbia\|Quesnel]], still {{convert\|80\|mi\|km\|order=flip}} south of a connection to Prince George, but it was not extended further. The track north of Quesnel was later removed. Construction of the line between Horseshoe Bay and Squamish was given a low priority because there was already a [[Car float\|barge]] in operation between Squamish and [[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.{{Sfn\|Sanford\|1981\|p=72}}

Hike395: rm image URL

2024-07-28T17:59:46Z

rm image URL

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	\|logo_size = 200		\|logo_size = 200
	\|logo_alt =		\|logo_alt =
	\|system_map =~~https://www.american-rails.com/images/british-columbia-railway-map.jpg~~		\|system_map =
	\|map_caption =		\|map_caption =
	\|map_size =		\|map_size =

RA0808: added Category:Crown corporations of British Columbia using HotCat

2024-07-22T14:39:26Z

added Category:Crown corporations of British Columbia using HotCat

← Previous revision		Revision as of 14:39, 22 July 2024
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	[[Category:1912 establishments in British Columbia]]		[[Category:1912 establishments in British Columbia]]
	[[Category:Government-owned railway companies]]		[[Category:Government-owned railway companies]]
			[[Category:Crown corporations of British Columbia]]

RA0808: Reordering paragraphs, adding company's full name, clarifying ownership

2024-07-21T21:43:15Z

Reordering paragraphs, adding company's full name, clarifying ownership

← Previous revision		Revision as of 21:43, 21 July 2024
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	{{Short description\|Railway company in British Columbia, Canada}}		{{Short description\|Railway company in British Columbia, Canada}}
	{{Infobox rail		{{Infobox rail
	\|railroad_name = BC ~~Rail~~		\|railroad_name = British Columbia Railway Company
			\|other_name = BC Rail
	\|logo = BC Rail logo.svg		\|logo = BC Rail logo.svg
	\|logo_size = 200		\|logo_size = 200
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	\|length = {{cvt\|2,320\|km\|mi}}		\|length = {{cvt\|2,320\|km\|mi}}
	\|hq_city = [[North Vancouver (city)\|North Vancouver, British Columbia]]		\|hq_city = [[North Vancouver (city)\|North Vancouver, British Columbia]]
			\| parent_company = BC Transportation Financing Authority ([[Government of British Columbia]])
	\|website = https://www.bcrco.com/		\|website = https://www.bcrco.com/
	}}		}}
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	{{Pacific Great Eastern}}		{{Pacific Great Eastern}}

	'''BC ~~Rail~~''' {{Reporting marks\|BCOL, BCIT}} is a [[railway]] in the [[Canadian province]] of [[British Columbia]].		The '''British Columbia Railway Company''' {{Reporting marks\|BCOL, BCIT}}, commonly known as '''BC Rail''', is a [[railway]] in the [[Canadian province]] of [[British Columbia]].

	Chartered as a private company in 1912 as the '''Pacific Great Eastern Railway''' ('''PGE'''), it was acquired by the provincial government in 1918. In 1972 it was renamed to the '''British Columbia Railway''', and in 1984 it took on ~~its~~ ~~present~~ ~~name~~ of BC Rail.		Chartered as a private company in 1912 as the '''Pacific Great Eastern Railway''' ('''PGE'''), it was acquired by the provincial government in 1918. In 1972 it was renamed to the '''British Columbia Railway''', and in 1984 it took on the BC Rail branding. From 1978 to 2000, BC Rail was highly profitable, posting profits in every year throughout that period.<ref>{{Cite news \|last=McMartin \|first=Will \|date=2010-05-24 \|title=How Libs Made BC Rail's True Value a Fake Train Wreck \|language=en \|website=[[The Tyee]] \|department=Opinion \|url=http://thetyee.ca/Opinion/2010/05/24/LibsBCRailSale/ \|access-date=2019-06-25}}</ref>

	Until 2004 it operated as the third-largest railway in Canada, providing [[Rail freight transport\|freight]], [[Rail transport\|passenger]], and [[Excursion train\|excursion]] rail services throughout BC on {{cvt\|2,320\|km\|mi}} of mainline [[Railway track\|track]]~~. It was designated a Class II Railway until 2004, and remains a [[Crown corporations of Canada\|Crown corporation]] today~~. It also ran the [[Royal Hudson]] services, as well as the premier's private train.		Until 2004 it operated as the third-largest railway in Canada, providing [[Rail freight transport\|freight]], [[Rail transport\|passenger]], and [[Excursion train\|excursion]] rail services throughout BC on {{cvt\|2,320\|km\|mi}} of mainline [[Railway track\|track]]. It also ran the ''[[Royal Hudson]]'' services, as well as the premier of British Columbia's private train.

	In 2004, the freight operations (including a vast amount of land, buildings, and all rolling stock) of BC Rail were leased to [[Canadian National Railway]] (CN) for an initial period of 60 years, with the exception of the Deltaport Spur, for the price of $550 million.<ref name="canada.com">{{cite news \|title= \|work=The [[Vancouver Sun]] \|url=http://www.canada.com/vancouversun/news/westcoastnews/story.html?id=106ef17b-3f69-4946-8132-4ce69f85d065&k=60220 }}{{dead link\|date=November 2023}}</ref>		It was designated a Class II Railway until 2004. In 2004, the freight operations (including a vast amount of land, buildings, and all rolling stock) of BC Rail were leased to [[Canadian National Railway]] (CN) for an initial period of 60 years, with the exception of the Deltaport Spur, for the price of $550 million.<ref name="canada.com">{{cite news \|title= \|work=The [[Vancouver Sun]] \|url=http://www.canada.com/vancouversun/news/westcoastnews/story.html?id=106ef17b-3f69-4946-8132-4ce69f85d065&k=60220 }}{{dead link\|date=November 2023}}</ref>

	BC Rail remains an operating Crown corporation today. It retains ownership of the entire rail bed stretching from [[Prince George, British Columbia\|Prince George]] to [[North Vancouver (city)\|North Vancouver]], as well as ownership of ~~other~~ assets leased to CN.<ref name=":0">{{Cite web \|date=9 July 2004 \|title=Revitilization Agreement Between British Columbia Railway and the BC Rail Partnership \|url=http://www.th.gov.bc.ca/bcrail/BCRail_revitalization.pdf \|url-status=dead \|archive-url=https://web.archive.org/web/20120305163934/http://www.th.gov.bc.ca/bcrail/BCRail_revitalization.pdf \|archive-date=2012-03-05 \|access-date=2010-12-29}}</ref> BC Rail retains significant [[real estate investment]]s throughout BC, and a {{cvt\|40\|km\|mi}} stretch of track from [[Roberts Bank Superport]] in Delta to [[Langley, British Columbia (city)\|Langley]].<ref name=":0" /> The planned sale of this {{cvt\|40\|km\|mi}} stretch was cancelled after the initial [[British Columbia Legislature raids\|BC Rail scandal]].		BC Rail remains an operating Crown corporation today. It retains ownership of the entire rail bed stretching from [[Prince George, British Columbia\|Prince George]] to [[North Vancouver (city)\|North Vancouver]], as well as ownership of all assets leased to CN.<ref name=":0">{{Cite web \|date=9 July 2004 \|title=Revitilization Agreement Between British Columbia Railway and the BC Rail Partnership \|url=http://www.th.gov.bc.ca/bcrail/BCRail_revitalization.pdf \|url-status=dead \|archive-url=https://web.archive.org/web/20120305163934/http://www.th.gov.bc.ca/bcrail/BCRail_revitalization.pdf \|archive-date=2012-03-05 \|access-date=2010-12-29}}</ref> BC Rail retains significant [[real estate investment]]s throughout BC, and a {{cvt\|40\|km\|mi}} stretch of track from [[Roberts Bank Superport]] in Delta to [[Langley, British Columbia (city)\|Langley]].<ref name=":0" /> The planned sale of this {{cvt\|40\|km\|mi}} stretch was cancelled after the initial [[British Columbia Legislature raids\|BC Rail scandal]].

	From 1978 to 2000, BC Rail was highly profitable, posting profits in every year throughout that period.<ref>{{Cite news \|last=McMartin \|first=Will \|date=2010-05-24 \|title=How Libs Made BC Rail's True Value a Fake Train Wreck \|language=en \|website=[[The Tyee]] \|department=Opinion \|url=http://thetyee.ca/Opinion/2010/05/24/LibsBCRailSale/ \|access-date=2019-06-25}}</ref>

	==History==		==History==

RA0808: Not a subsidiary of CN; removed Category:Canadian National Railway subsidiaries using HotCat

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Not a subsidiary of CN; removed Category:Canadian National Railway subsidiaries using HotCat

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	{{DEFAULTSORT:Bc Rail}}		{{DEFAULTSORT:Bc Rail}}
	[[Category:Canadian National Railway subsidiaries]]
	[[Category:Rail transport in British Columbia]]		[[Category:Rail transport in British Columbia]]
	[[Category:Railway companies established in 1912]]		[[Category:Railway companies established in 1912]]

RA0808: Per article body it "remains a Crown corporation today";removed Category:Former Crown corporations of Canada using HotCat

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Per article body it "remains a Crown corporation today";removed Category:Former Crown corporations of Canada using HotCat

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	[[Category:Rail transport in British Columbia]]		[[Category:Rail transport in British Columbia]]
	[[Category:Railway companies established in 1912]]		[[Category:Railway companies established in 1912]]
	[[Category:Former Crown corporations of Canada]]
	[[Category:British Columbia railways]]		[[Category:British Columbia railways]]
	[[Category:Companies based in North Vancouver]]		[[Category:Companies based in North Vancouver]]

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	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 [[EMD FP7\|FP7A]] diesel locomotive #4069 that it had leased from the [[West Coast Railway Association]] in [[Squamish, British Columbia\|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 [[EMD FP7\|FP7A]] diesel locomotive #4069 that it had leased from the [[West Coast Railway Association]] in [[Squamish, British Columbia\|Squamish]].

	[[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 Car]]s (RDC), which were becoming increasingly expensive to keep in service. 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, British Columbia\|Squamish]])		[[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 Car]]s (RDC), which were becoming increasingly expensive to keep in service. 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, British Columbia\|Squamish]].

	Service between [[Seton Portage]] and [[Lillooet, British Columbia\|Lillooet]] was replaced by a [[railbus]]. As well, around this time BC Rail ended its [[intermodal freight transport\|intermodal]] service.{{Sfn\|Schmidt\|2003}}		Service between [[Seton Portage]] and [[Lillooet, British Columbia\|Lillooet]] was replaced by a [[railbus]]. As well, around this time BC Rail ended its [[intermodal freight transport\|intermodal]] service.{{Sfn\|Schmidt\|2003}}

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	In 1973, the British Columbia government acquired and restored an ex-[[Canadian Pacific Railway]] [[4-6-4]] [[steam locomotive]] of the type known as "[[Royal Hudson]]s", a name that [[George VI of the United Kingdom\|King George VI]] permitted the class to be called after the 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, along with ex-Canadian Pacific [[2-8-0]] #3716 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 from 1974 to 2001. During this time, the Royal Hudson Steam Train was the only regularly scheduled, mainline steam operation on a Class 1 railroad in North America.		In 1973, the British Columbia government acquired and restored an ex-[[Canadian Pacific Railway]] [[4-6-4]] [[steam locomotive]] of the type known as "[[Royal Hudson]]s", a name that [[George VI of the United Kingdom\|King George VI]] permitted the class to be called after the 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, along with ex-Canadian Pacific [[2-8-0]] #3716 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 from 1974 to 2001. During this time, the Royal Hudson Steam Train was the only regularly scheduled, mainline steam operation on a Class 1 railroad in North America.
	[[File:BC Rail map.png\|thumb\|left\|240px\|Map of the British Columbia Railway]]		[[File:BC Rail map.png\|thumb\|left\|240px\|Map of the British Columbia Railway]]
	In the 1960s, a new line had been projected to run northwest from Fort St. James to [[Dease Lake]], {{convert\|412\|mi\|km\|order=flip}} away. On October 15, 1973, the first {{convert\|125\|mi\|km\|order=flip}} of the extension to Lovell (lat 55°~~33'~~, long 126°~~02'~~) 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.		In the 1960s, a new line had been projected to run northwest from Fort St. James to [[Dease Lake]], {{convert\|412\|mi\|km\|order=flip}} away. On October 15, 1973, the first {{convert\|125\|mi\|km\|order=flip}} of the extension to Lovell (lat 55°33′, long 126°2′) 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.

	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 [[Stewart–Cassiar Highway\|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 Creek, British Columbia\|Jackson Creek]] (lat 56°50, long 128°~~12'~~), {{convert\|263\|mi\|km\|order=flip}} past Fort St. James, and clearing and grading were in progress on the rest of the extension. It had cost [[Canadian dollar\|$]]168 million to that point, well over twice the initial estimate. The trackbed can be seen on Google Earth all the way to Dease Lake, via the small towns of [[Leo Creek, British Columbia\|Leo Creek]] (lat 55°~~03'~~, long 125°~~33'~~) and [[Takla Landing]] (lat 55°~~29'~~, long 125°~~58'~~).		The Dease Lake line was starting to appear increasingly uneconomical. There was a world decline in the demand for [[asbestos]] and [[copper]], two main commodities that would be hauled over the line. As well, the [[Stewart–Cassiar Highway\|Cassiar Highway]] that already served Dease Lake had recently been upgraded. Combined with the increasing construction costs, the Dease Lake line could no longer be justified. Construction stopped on April 5, 1977. Track had been laid to [[Jackson Creek, British Columbia\|Jackson Creek]] (lat 56°50, long 128°12′), {{convert\|263\|mi\|km\|order=flip}} past Fort St. James, and clearing and grading were in progress on the rest of the extension. It had cost [[Canadian dollar\|$]]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, British Columbia\|Leo Creek]] (lat 55°3′, long 125°33′) and [[Takla Landing]] (lat 55°29′, long 125°58′).

	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.<ref>{{Cite book \|last1=Ruppenthal \|first1=Karl M. \|title=The British Columbia Railway--A Railway Derailed \|last2=Keast \|first2=Thomas \|publisher=Centre for Transportation Studies \|year=1979}} {{Listed Invalid ISBN\|0919804141}}<!--ISBN listed as invalid at lccn.loc.gov--></ref> It recommended that construction not continue on the {{convert\|149\|mi\|km\|order=flip}} of roadbed between Dease Lake and the current end of track, and that trains be terminated at [[Driftwood, British Columbia\|Driftwood]] (approx. lat 55°42, long 126°~~15'~~), {{convert\|20\|mi\|km\|order=flip}} past [[Lovell, British Columbia\|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 Creek, British Columbia]] (lat 56°~~20'~~, long 127°~~17'~~), still over {{convert\|175\|mi\|km\|order=flip}} south of Dease Lake. Many of the commission's other recommendations, including the abandonment of the [[Fort Nelson, British Columbia\|Fort Nelson]] line, and discontinuation of uneconomic operations such as passenger services, were not followed.{{Sfn\|Horton\|1988\|p=2}}		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.<ref>{{Cite book \|last1=Ruppenthal \|first1=Karl M. \|title=The British Columbia Railway--A Railway Derailed \|last2=Keast \|first2=Thomas \|publisher=Centre for Transportation Studies \|year=1979}} {{Listed Invalid ISBN\|0919804141}}<!--ISBN listed as invalid at lccn.loc.gov--></ref> It recommended that construction not continue on the {{convert\|149\|mi\|km\|order=flip}} of roadbed between Dease Lake and the current end of track, and that trains be terminated at [[Driftwood, British Columbia\|Driftwood]] (approx. lat 55°42, long 126°15′), {{convert\|20\|mi\|km\|order=flip}} past [[Lovell, British Columbia\|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 Creek, British Columbia]] (lat 56°20′, long 127°17′), still over {{convert\|175\|mi\|km\|order=flip}} south of Dease Lake. Many of the commission's other recommendations, including the abandonment of the [[Fort Nelson, British Columbia\|Fort Nelson]] line, and discontinuation of uneconomic operations such as passenger services, were not followed.{{Sfn\|Horton\|1988\|p=2}}

	[[File:BCRAIL 6002 at Table, BC on September 18, 1987 (22446392399).jpg\|thumb\|right\|Two [[GMD GF6C]] electric locomotives lead a coal train on the Tumbler Ridge Subdivision in 1987.]]		[[File:BCRAIL 6002 at Table, BC on September 18, 1987 (22446392399).jpg\|thumb\|right\|Two [[GMD GF6C]] electric locomotives lead a coal train on the Tumbler Ridge Subdivision in 1987.]]

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	The Pacific Great Eastern Railway (PGE) was incorporated on February 27, 1912, to build a line from [[Vancouver]] north to a connection with the [[Grand Trunk Pacific Railway]] (GTP) at [[Prince George, British Columbia\|Prince George]]. Although independent from the GTP, the PGE had agreed that the GTP, whose western terminus was at the remote northern port of [[Prince Rupert, British Columbia\|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 (financier)\|Patrick Welch]], and [[John Stewart (financier)\|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 {{convert\|9\|mi\|km\|order=flip}} of track north of [[Squamish, British Columbia\|Squamish]].{{Sfn\|Andreae\|1997}} 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.{{Sfn\|Sanford\|1981\|p=60}}{{Sfn\|Andreae\|1997\|p=194}}		The Pacific Great Eastern Railway (PGE) was incorporated on February 27, 1912, to build a line from [[Vancouver]] north to a connection with the [[Grand Trunk Pacific Railway]] (GTP) at [[Prince George, British Columbia\|Prince George]]. Although independent from the GTP, the PGE had agreed that the GTP, whose western terminus was at the remote northern port of [[Prince Rupert, British Columbia\|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 (financier)\|Patrick Welch]], and [[John Stewart (financier)\|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 {{convert\|9\|mi\|km\|order=flip}} of track north of [[Squamish, British Columbia\|Squamish]].{{Sfn\|Andreae\|1997}} 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.{{Sfn\|Sanford\|1981\|p=60}}{{Sfn\|Andreae\|1997\|p=194}}

	By 1915, the line was opened from Squamish {{convert\|176\|mi\|km\|order=flip}} north to [[Chasm, British Columbia\|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 British Columbia general election\|1916 provincial election]] campaign, the [[British Columbia Liberal Party\|Liberal Party]] alleged that some of the money advanced to the railway for bond guarantee payments had instead gone into [[Conservative Party of British Columbia\|Conservative Party]] campaign funds. In the election, the Conservatives, who had won ~~every~~ ~~seat~~ in the legislature in [[1912 British Columbia general election\|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.{{Sfn\|Sanford\|1981\|p=72}}{{Sfn\|Andreae\|1997\|p=195}}		By 1915, the line was opened from Squamish {{convert\|176\|mi\|km\|order=flip}} north to [[Chasm, British Columbia\|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 British Columbia general election\|1916 provincial election]] campaign, the [[British Columbia Liberal Party\|Liberal Party]] alleged that some of the money advanced to the railway for bond guarantee payments had instead gone into [[Conservative Party of British Columbia\|Conservative Party]] campaign funds. In the election, the Conservatives, who had won 40 of 42 seats in the legislature in [[1912 British Columbia general election\|the 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.{{Sfn\|Sanford\|1981\|p=72}}{{Sfn\|Andreae\|1997\|p=195}}

	When the government took over the railway, two separate sections of trackage had been completed: A small {{convert\|20\|mi\|km\|adj=on\|order=flip}} section between [[North Vancouver (city)\|North Vancouver]] and [[Horseshoe Bay, West Vancouver\|Horseshoe Bay]], and one between Squamish and [[Clinton, British Columbia\|Clinton]]. By 1921, the provincial government had extended the railway to a point {{convert\|15\|mi\|km\|order=flip}} north of [[Quesnel, British Columbia\|Quesnel]], still {{convert\|80\|mi\|km\|order=flip}} south of a connection to Prince George, but it was not extended further. The track north of Quesnel was later removed. Construction of the line between Horseshoe Bay and Squamish was given a low priority because there was already a [[Car float\|barge]] in operation between Squamish and [[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.{{Sfn\|Sanford\|1981\|p=72}}		When the government took over the railway, two separate sections of trackage had been completed: A small {{convert\|20\|mi\|km\|adj=on\|order=flip}} section between [[North Vancouver (city)\|North Vancouver]] and [[Horseshoe Bay, West Vancouver\|Horseshoe Bay]], and one between Squamish and [[Clinton, British Columbia\|Clinton]]. By 1921, the provincial government had extended the railway to a point {{convert\|15\|mi\|km\|order=flip}} north of [[Quesnel, British Columbia\|Quesnel]], still {{convert\|80\|mi\|km\|order=flip}} south of a connection to Prince George, but it was not extended further. The track north of Quesnel was later removed. Construction of the line between Horseshoe Bay and Squamish was given a low priority because there was already a [[Car float\|barge]] in operation between Squamish and [[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.{{Sfn\|Sanford\|1981\|p=72}}