|
Post by Low Light Mike on Aug 23, 2012 6:37:00 GMT -8
It's actually the Princess Mary, as originally built. The funnel was very distinctive and was modified when she was stretched in 1914. Here is a scan out of one of my Robert Turner books for a comparison. Cheers! Thanks for the correction and explanation. Much appreciated.
|
|
|
Post by Dane on Sept 10, 2012 19:49:57 GMT -8
Go to the 7 minute mark:
|
|
|
Post by Low Light Mike on Sept 10, 2012 19:59:29 GMT -8
....and the Chinook is at the 15-minute mark.
|
|
|
Post by lmtengs on Sept 10, 2012 21:12:07 GMT -8
All these historic views of places are great! The Capilano Suspension Bridge at 5:38, Lions Gate Bridge at 6:00 (it doesn't look bad in red!), views of old Vancouver all through from 6 to 7 minutes, the CPR steam terminal at 7:00, the Legislature in Victoria at 9:40, Empress at 10:20, and more!
|
|
|
Post by Northern Exploration on Sept 11, 2012 11:01:17 GMT -8
Interesting to see the original Ivar's Fish Bar in the first half of the movie. This got me started and I was linked to a bunch of videos and time lapse stuff. Driving through Cowichan Bay when I have relatives, Cherry Point time lapse, where I often took my grandmother for a picnic, etc. etc. You cost me a bunch of time .
|
|
|
Post by Low Light Mike on Sept 28, 2012 8:14:53 GMT -8
Painting of CPR BCCS's Charmer, done by "L. Everett" - seen in the Powell River museum by me on Sept.20, 2012. - one local connection is that this vessel called at Texada Island (I've seen photos on the Texada historical society website of this) Charmer (ex Premier) was built in 1887 in San Francisco. She was one of the Canadian Pacific Navigation Company ships that went to CPR in the 1901 sale of CPN to CPR. - she was scrapped in 1935 (info from Robert Turners great book "The Pacific Princesses").
|
|
|
Post by Variable Pitch on Feb 23, 2013 7:36:28 GMT -8
A couple real photo postcards of the SS Charmer recently added to my collection In the First Narrows.. And my favorite, after the collision with the liner Tartar in 1907, at the mouth of the Fraser River..
|
|
Neil
Voyager
Posts: 7,175
|
Post by Neil on Feb 23, 2013 9:34:53 GMT -8
The CPR Station, with the Princess Charlotte at dock, circa 1910. I was curious as to where this photograph would have been taken from, as Vancouver didn't have any tall buildings back then. Vancouver Public Library photo. Canadian Pacifc Docks where Granville Square (Pacific Press) is now. The current Sinclair Centre would be to your left behind. This is near where the Seabus Terminal and The Station (what you see is the first CPR Railway station that was replaced with the larger one that exists today). The archway faces Granville Street. A ship can be seen in the background docked at Pier BC (which is now Canada Place Cruise Ship terminal. In the background is Brockton Point I know what the picture is of, I was asking where it was taken from, as it appears to be from a considerable height.
|
|
|
Post by WettCoast on Feb 23, 2013 23:09:37 GMT -8
This is near where the Seabus Terminal and The Station (what you see is the first CPR Railway station that was replaced with the larger one that exists today). The archway faces Granville Street. A ship can be seen in the background docked at Pier BC (which is now Canada Place Cruise Ship terminal. In the background is Brockton Point I just wanted to point out that the CPR station shown in that photo is in fact the second CPR Vancouver station. It was built in 1899. The original one from the 1880's was short lived and made of wood. The current station that now goes by the name 'Waterfront Station', is CPR station #3. en.wikipedia.org/wiki/Waterfront_Station_%28Vancouver%29Also, CPR's Pier B-C did not exist at the time of this photo either. It dates from 1927, and was removed in the early 1980's to make way for Canada Place. en.wikipedia.org/wiki/CPR_Pier_B_and_C
|
|
|
Post by WettCoast on Feb 24, 2013 16:31:54 GMT -8
Yes, it is my understanding that they only removed the structures on Pier B-C. Canada Place was built on the old pier, though it was reinforced with additional pilings, I believe.
Now, CPR piers A & D:
I believe that pier A is/was located just west of pier B-C (toward Stanley Park), and it is where you can see CPR vessels such as the Princess Pat & the Carrier Princess in those air photos that you linked, Paul.
Pier D was at one time used by the CPR coastal vessels while pier B-C was used primarily by the Empress liners and other trans-Pacific passenger vessels. Pier D was completely gutted by fire in 1938 and not rebuilt. After that time the CPR coastal fleet moved to Pier B-C. I gather that Pier D was located where (or very near to) the current SeaBus floating terminal.
|
|
|
Post by Mike C on Feb 24, 2013 17:43:48 GMT -8
Paul, thanks for posting those photos.
Not to get off topic, but those photos reminded me of a question I have been trying to find the answer for for a while: when were those CPR ferry berths removed? I know they were removed to make way for the Seawall and ultimately the new convention center, but I haven't been able to pin-point a date.
|
|
|
Post by Low Light Mike on Nov 11, 2013 18:17:34 GMT -8
Here is a photo of Charmer, displayed at Butchart Gardens in Saanich BC - seen by me in October 2013. The photo caption says this is 1907, and so this is when she was under CPR BC Coast Service ownership & operation. - she was originally part of Canadian Pacific Navigation Company, which CPR purchased in 1901. She was originally known as Premier, and was renamed after being salvaged after an accident.
|
|
|
Post by explorenorth on Dec 15, 2013 10:16:00 GMT -8
I received a collection of 1971 BC/Yukon/Alaska tourist brochures from a friend in Australia a few days ago, and among the material was this fold-out ( 9 3/4 x 6 1/2 inches, double-sided) from CP Rail Ferry Services. Great to get some more details about the Princess Marguerite, Princess Patricia and Princess of Vancouver in that era -
|
|
dave2
Chief Steward
Deckhand!: Todo: Introduction post (I was born less than 100 feet from the ocean. The tide was...)
Posts: 155
|
Post by dave2 on Dec 23, 2013 18:17:21 GMT -8
CPR advertisement 1959. Black Ball: No need to reserve CPR: Reserve: No need to wait. Black Ball: Fast Crossing CPR: No tedious suburban driving. My dad (in mid/late 60_. Leave Crofton , arrive Departure Bay and catch 2nd departure of the day, breakfast in the coffee shop (not self serve in the 60s)... tedious suburban driving to Hope, then the Canyon or the Hope Princeton.
|
|
dave2
Chief Steward
Deckhand!: Todo: Introduction post (I was born less than 100 feet from the ocean. The tide was...)
Posts: 155
|
Post by dave2 on Jan 10, 2014 23:36:34 GMT -8
Stumbled on this today. February 1, 1955 Two new Steam Ships for Nanaimo, take a bus over the 'hat. The old 'hat.
|
|
|
Post by Low Light Mike on Jan 11, 2014 8:23:08 GMT -8
Oh my, the CPR in 1955 said that there wouldn't be enough traffic that would justify doing a service from Saanich Peninsula to the Mainland. ...if they could have seen 5-10 years into the future.
|
|
|
Post by Taxman on Jan 11, 2014 10:43:52 GMT -8
Oh my, the CPR in 1955 said that there wouldn't be enough traffic that would justify doing a service from Saanich Peninsula to the Mainland. ...if they could have seen 5-10 years into the future. Wow... CPR may have really missed the boat on that one.
|
|
|
Post by WettCoast on Jan 11, 2014 21:29:26 GMT -8
Oh my, the CPR in 1955 said that there wouldn't be enough traffic that would justify doing a service from Saanich Peninsula to the Mainland. ...if they could have seen 5-10 years into the future. Wow... CPR may have really missed the boat on that one. No kidding!!!
|
|
Neil
Voyager
Posts: 7,175
|
Post by Neil on Jan 11, 2014 22:27:16 GMT -8
Before we second guess the CPR too harshly on this count...
The proposal was for some sort of Saanich Inlet to the mainland crossing- clearly not to downtown Vancouver. The province chose to get into the ferry business circa 1959, and constructed the Tsawwassen causeway and the ferry terminal, with accompanying highway through south Delta, and expanded the existing Swartz Bay terminal, again, with highway improvements. Could we possibly expect the CPR to undertake such a massive infrastructure project? Maybe, if the province had agreed to pay for most of it, as long as the CPR ran the service, but we don't know that that option was ever offered to CP.
What we now refer to as 'route one', the Tsawwassen to Swartz Bay route, is hugely profitable, but I don't know how many years it took for it to become so. In 1955, it might have been a very reasonable decision for the CPR to say that they weren't prepared to invest the massive amount of money to create a shorter crossing of Georgia Strait, connecting the Victoria area to the lower mainland. They had tried, many years previous, with their Sidney to Steveston route, but abandoned it presumably because it didn't make money.
It's a valid criticism, though, to say that they didn't even try to upgrade their service. They had zero vision. It's incredible now to think that in '55, Victoria was connected to the mainland only by a slow overnight steamer, and one in the day time. Our provincial capitol may as well have been Timbuktu.
|
|
|
Post by Starsteward on Jan 12, 2014 13:46:23 GMT -8
The CPR most likely crunched the numbers and figured that at $ 5.00 a pop,( yes kids, that's all it took to take your car onto one of Bennett's Navy ships of the day), the infrastructure expenditures to which Neil referenced, must have driven CPR's business planners to the madhouse.
|
|
dave2
Chief Steward
Deckhand!: Todo: Introduction post (I was born less than 100 feet from the ocean. The tide was...)
Posts: 155
|
Post by dave2 on Jan 13, 2014 0:02:18 GMT -8
The CPR most likely crunched the numbers and figured that at $ 5.00 a pop,( yes kids, that's all it took to take your car onto one of Bennett's Navy ships of the day), the infrastructure expenditures to which Neil referenced, must have driven CPR's business planners to the madhouse. And they had other things to spend money on in the late 50s.... I saw a schedule in 1955 touting several CPR sailings from Vancouver to Victoria. The catch? Via Nanaimo. and a bus. Over the 1911 Malahat.
|
|
|
Post by WettCoast on Jan 13, 2014 9:52:44 GMT -8
During the 1950's, the CPR (like all other railways) was spending big $$'s to diesel-ize their locomotive fleet, going from all steam in 1950 to all diesel by 1960. They also spent a considerable amount upgrading their passenger equipment (i.e. the 100% Budd stainless steel coaches that comprised the train they named The Canadian). They had hoped to stem the loss of passenger traffic to private automobiles and air travel, but the hope was in vain, as it turned out.
The CPR just might have acted on a new & short Saanich Peninsula to the mainland service in the mid 1950's if the BC government had promised to construct (at their cost) improved connecting highways & terminals as was done a few years later when BC Ferries was created.
|
|
|
Post by Taxman on Jan 13, 2014 13:00:24 GMT -8
Before we second guess the CPR too harshly on this count...
The proposal was for some sort of Saanich Inlet to the mainland crossing- clearly not to downtown Vancouver. The province chose to get into the ferry business circa 1959, and constructed the Tsawwassen causeway and the ferry terminal, with accompanying highway through south Delta, and expanded the existing Swartz Bay terminal, again, with highway improvements. Could we possibly expect the CPR to undertake such a massive infrastructure project? Maybe, if the province had agreed to pay for most of it, as long as the CPR ran the service, but we don't know that that option was ever offered to CP.
What we now refer to as 'route one', the Tsawwassen to Swartz Bay route, is hugely profitable, but I don't know how many years it took for it to become so. In 1955, it might have been a very reasonable decision for the CPR to say that they weren't prepared to invest the massive amount of money to create a shorter crossing of Georgia Strait, connecting the Victoria area to the lower mainland. They had tried, many years previous, with their Sidney to Steveston route, but abandoned it presumably because it didn't make money.
It's a valid criticism, though, to say that they didn't even try to upgrade their service. They had zero vision. It's incredible now to think that in '55, Victoria was connected to the mainland only by a slow overnight steamer, and one in the day time. Our provincial capitol may as well have been Timbuktu.
I'll be honest, my "criticism" was just so I could get a cheap pun at CPR's expense. I am not sure when it all was taking place, but CPR was also in the air business. It says they expected that air travel to Victoria to eat away at steamer service, in the 50s that was likely reasonable assumption.
|
|
|
Post by stingray on Jan 13, 2014 14:24:16 GMT -8
Before we second guess the CPR too harshly on this count...
The proposal was for some sort of Saanich Inlet to the mainland crossing- clearly not to downtown Vancouver. The province chose to get into the ferry business circa 1959, and constructed the Tsawwassen causeway and the ferry terminal, with accompanying highway through south Delta, and expanded the existing Swartz Bay terminal, again, with highway improvements. Could we possibly expect the CPR to undertake such a massive infrastructure project? Maybe, if the province had agreed to pay for most of it, as long as the CPR ran the service, but we don't know that that option was ever offered to CP.
What we now refer to as 'route one', the Tsawwassen to Swartz Bay route, is hugely profitable, but I don't know how many years it took for it to become so. In 1955, it might have been a very reasonable decision for the CPR to say that they weren't prepared to invest the massive amount of money to create a shorter crossing of Georgia Strait, connecting the Victoria area to the lower mainland. They had tried, many years previous, with their Sidney to Steveston route, but abandoned it presumably because it didn't make money.
It's a valid criticism, though, to say that they didn't even try to upgrade their service. They had zero vision. It's incredible now to think that in '55, Victoria was connected to the mainland only by a slow overnight steamer, and one in the day time. Our provincial capitol may as well have been Timbuktu.
I'll be honest, my "criticism" was just so I could get a cheap pun at CPR's expense. I am not sure when it all was taking place, but CPR was also in the air business. It says they expected that air travel to Victoria to eat away at steamer service, in the 50s that was likely reasonable assumption. That's true that Canadian Pacific owned an airline, but it didn't start flying into Victorian until 1982. The airline that was raking in the money was Trans-Canada Airlines that operated 15 flights each weekday between Vancouver and Victoria airports as well as 6 to Sea-Tac.
|
|
mrdot
Voyager
Mr. DOT
Posts: 1,252
|
Post by mrdot on Jan 13, 2014 15:20:57 GMT -8
:)Journing back to 1959-60 and the start-up of Bennet's navy, the real total transportation package and roadways would have to be on a grand scale, and that was the boldness of Wacy, and perhaps the way he and his highways minister plowed ahead was visionary, and they had the gov't revenues to accomplish this! of course there is no way gov't can operate this way today! mrdot.
|
|