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Lower slopes carpeted in sweet-smelling pine and spruce, the upper slopes of barren rock sheltering drifts of snow in shady defiles even at the height of summer. Beaty in (University of Lethbridge, Lethbridge, 1975), the Rockies are known as the “ Front Ranges,” the “ Eastern Slopes” that feed streams which eventually debouche their waters into Hudson’s Bay.

Adds Beaty, “… Rocky Mountain geomorphology is a reflection of the extensive alpine glaciation operating in a tectonically-produced structural landscape…the generally linear, tilted masses of sedimentary rocks and the intervening valleys [being] created, in the main, by thrust-faulting from the west and southwest on a massive scale[,]” sculpted over the millennia by glacial ice, running water, extremes in temperature causing stress fracturing, and gravity pulling down slides, slumps and scree.

For a five-cent fare and a twenty-year franchise exempted from taxation, he and his backers proposed to provide 18 hours a day of 30-minute end-to-end service.

Talk, however, is cheap, and no agreement could be reached before Labour’s “big strike” of 1911 scuttled the plans. He priced the project at a quarter-million dollars, with shops, offices and power generating facilities to be built in Blairmore, the area’s biggest town.

By invoking the statute Ottawa extended the charter of the proposed British Columbia Southern Railway from the Great Divide eastward into the District of Alberta to the CP’s “ Calgary and Macleod Railway” and onward to Lethbridge, permitted the CPR to lease it and gifted the line with an ,000 per mile subsidy.

However, in the time-honoured tradition of quid pro quo, Ottawa required concessions from the Railway.

enacted the statute of Canada clause in the British North America Act which allows it to appropriate jurisdiction for itself over provincial railways” by declaring that a proposed railroad would be to the nation’s benefit.

In 1912, though, the project was resuscitated by the locally-influential W. This scheme attracted the backing of Blairmore’s major employer, West Canadian Collieries, Limited, and with rumours of English capital drifting through conversations, minor merchants from up and down the eastern pass hurried to subscribe.

On February 16th, 1912 the Crow’s Nest Pass Street Railway Company was provincially incorporated, but the flight of capital back to Europe postponed plans, and World War One and its attendant economic decline shredded them.

Running Rails into the Pass Since the head of the Government Railway Exploration Survey, Sanford Fleming, pronounced it so in 1872, engineers had appreciated that the Crowsnest Pass was the ideal railway corridor through the Canadian Rockies. President James Monroe’s old doctrine of “manifest destiny” still rumbled from the United States, and only 55 miles as the crow flies up the Great Divide from the Boundary, the Crowsnest Pass was judged too vulnerable to host Canada’s major east-west artery.

Low in elevation, fairly open, with gentle grades, the Pass begged a railroad. Fleming’s second favourite, the Yellowhead Pass, was chosen for the Mainline. was in danger of being stripped of its metallic wealth by American industry that Canada was willing to risk pushing a line of railroad through the Crowsnest.