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33-449: The following railroads have been called International Railroad or International Railway : International Railway of Maine International Railway (New York – Ontario) International Railway (Quebec) International Railroad (Texas) International Railway (New Brunswick) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

66-633: A Class I U.S. railroad (in 1950, railroads with operating revenues over $ 1 million). The company operated 234 miles in Maine. Its primary route formed the Canadian Pacific east–west main line between Montreal , Quebec , and Saint John, New Brunswick . From 1889 to 1974 part of the through route consisted of trackage rights over the Maine Central Railroad between Mattawamkeag, Maine , and Vanceboro, Maine . The Canadian Pacific Lines in Maine were

99-517: A JDI subsidiary, Eastern Maine Railway . West of Brownville to Montreal, the route was purchased by Iron Road Railways , the corporate owner of the Bangor and Aroostook Railroad. The bankruptcy of Iron Road in the early 2000s saw the western part of the system taken over by the newly organized Montreal, Maine and Atlantic Railway (which filed for bankruptcy protection in August 2013), while JDI continues at

132-467: A conglomeration of routes purchased or built by the Canadian Pacific prior to 1900. Its through route included trackage rights over a segment of line owned by the Maine Central Railroad , which was later purchased outright by the CP. Two major components of the route were: The European and North American Railway , which formed the easternmost connection from Vanceboro, Maine , with Saint John, New Brunswick , in

165-475: A new subsidiary called the Canadian Atlantic Railway (CAR). The CAR experiment was short-lived as its lines were still losing money, despite abandoning many of its small rural branch lines in western New Brunswick and northern Maine. CPR applied in 1993 to abandon the mainline from Montreal to Saint John but was refused by government regulators. In 1994 it applied again for abandonment and permission

198-646: A route constructed by the St. Lawrence and Atlantic Railroad which the GTR had purchased in the mid-1850s. The Delaware and Hudson Railway ran a feeder route down the valleys of Lake Champlain and the Hudson River to New York City. The Maine Central Railroad operated an arduous route over the White Mountains from St. Johnsbury, Vermont , to Portland. Looking 350 miles directly east from Montreal however, CPR surveyors saw

231-509: The 1860s. The Canadian portion of this line was absorbed by the New Brunswick Railway , which itself was purchased by the Canadian Pacific in 1890. The American portion of the line was purchased by the Maine Central Railroad (MEC) and operated by that company. The CP exercised trackage rights over the MEC portion of the route, and purchased the line outright from the MEC in 1974. The assets of

264-561: The Beauce River valley. The north-south oriented Bangor and Aroostook Railroad created an interchange with CPR at Brownville Junction, Maine , and had an earlier interchange where Bangor and Aroostook predecessor Bangor and Piscataquis Railroad reached the south end of Moosehead Lake at Greenville Junction . Bangor and Aroostook dismantled the Greenville branch in 1961. In addition to interchanging with CPR at Vanceboro and Mattawamkeag,

297-454: The CP lines in Maine, as well as a portion of Bangor & Aroostook lines spanning from Millinocket to Searsport . The reasoning for CP's return, according to their press release, was to (re)establish a port connection at Saint John, New Brunswick, via commercial rights over the NBR lines as well as a new connect to the port of Searsport. The International Railway of Maine was designed to connect

330-639: The CP's lines in Canada with the European and North American Railway at Mattawamkeag . Planning for the line started in 1871, and the route was purchased by CP subsidiary Atlantic and Northwest in 1886. The CP finished various uncompleted portions of the Montreal-Saint John through route under Chief Engineer James Ross in the late 1880s, opening the line in June 1889. In addition to the Montreal-Saint John through route,

363-455: The CPR line became infamous for being the sabotage target of a German army officer. The United States was still a neutral country at that point and CPR was not permitted to transport war material and troops across US soil on the way to Saint John; most war goods for Canada's war effort were transported entirely in Canada on the government-owned Intercolonial Railway route instead. However Imperial Germany

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396-471: The Canadian Pacific's lines in Maine included a branch in the Aroostook River valley from Fort Fairfield to Presque Isle (27 miles), where they connected with CP subsidiary Aroostook Valley Railroad and competitor Bangor and Aroostook Railroad , as well as a branch that connected Debec, New Brunswick , with Houlton, Maine (8 miles). In 1950, the freight income of Canadian Pacific Lines in Maine

429-524: The Canadian port of Saint John, New Brunswick, was underutilized and Saint John was accessible by a route across northern Maine which was less mountainous than other options for reaching the Atlantic coast. Some sections of a direct railway route between Montreal and Saint John already existed in the 1880s: A roughly 100 mile / 160 km gap between Mattawamkeag and Megantic required new construction to complete

462-528: The International Railway of Maine existing on paper for operating purposes, however the track and all operations became seamless in the CPR system. The Quebec Central Railway anticipated that the new CPR main line across Maine to its winter port of Saint John would result in traffic to Quebec City , thus the QCR built a line from the CPR at Megantic north to Tring Junction and thence on to Vallee Junction in

495-500: The International of Maine Division was extremely heavy and the railway was well-used. The 201 mile section of railway across the state of Maine was operated directly by CPR from 1889 to 1988. The opening of the St. Lawrence Seaway in 1958 and the provision of icebreaking services for the port of Montreal by the new Canadian Coast Guard after the 1960s saw the importance of a winter port at Saint John diminish. During World War I,

528-653: The Maine Central had an interchange with the CPR from 1906 to 1933 west of Greenville Junction where the Kineo branch crossed at Somerset Junction en route to Kineo Station connections with steamboats serving the Mount Kineo House. Two logging railroads also interchanged with the International of Maine Division. There was an interchange at Jackman with Jackman Lumber Company's Bald Mountain Railroad from 1915 to 1926, and with

561-592: The Maine–New Brunswick border was purchased by New Brunswick Southern Railway , a subsidiary of J. D. Irving Limited , an industrial conglomerate and major traffic source in Saint John. The section from the Maine-New Brunswick border west to Mattawamkeag (where it interchanges with Guilford Rail System ) and on to Brownville Junction (where it interchanges with Bangor and Aroostook Railroad) was also sold to

594-683: The Montreal-Saint John direct route. The CPR acquired the International Railway in the mid-1880s and surveyed a line running directly from Megantic to a point on the E&;NA (then leased by the Maine Central) at Mattawamkeag. This portion of new railway would cross the International Boundary between Megantic, Quebec and Jackman, Maine , thus the CPR organized two separate companies: Construction under Chief Engineer James Ross began in 1886–1887 and proceeded in both directions from various points on

627-511: The New Brunswick Railway was sold, minus the operating rail lines, to businessman K.C. Irving in 1941, who later turned it over to his forest operations subsidiary J.D. Irving Limited . In 1988, citing declining traffic, the CP set up a subsidiary to control its lines east of Montreal, the Canadian Atlantic Railway . Between 1988 and 1993, many CAR lines were abandoned. In December 1994 all remaining CAR assets were sold. Some portions of

660-634: The Ray Lumber Company (later Indian Lake Lumber Company) railroad at Ray Siding near Caribou Stream in Bowerbank Township from 1912 to 1929. The new route was served by CPR's passenger rail service between Windsor Station in Montreal and Union Station in Saint John, where passengers could continue on the Intercolonial Railway to Moncton and Halifax. Until the early 1960s, traffic on

693-482: The bridge. He was arrested and then jailed by the United States before eventually being extradited and jailed in Canada. A year after the armistice, 23 died in an Onawa train wreck when a freight train collided head on with the third of four passenger trains carrying immigrants recently arrived on a liner from Europe. The crew of the 26-car freight train became confused about the number of trains required to carry all

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726-526: The decades prior to the use of ice-breaking ships in the Gulf of St. Lawrence and St. Lawrence River , the port of Montreal was closed from December to May, limiting any advantage that the railway might have over its competitors. CPR's primary Canadian competitor, the Grand Trunk Railway (GTR), managed to avoid the winter ice problems in Montreal by using the ice-free port of Portland , Maine, accessed by

759-532: The eastern end of the route. Fortress Investment Group purchased the trackage owned by the Montreal Maine and Atlantic out of bankruptcy. This includes the portion of the International Railway of Maine from Brownville Junction to the west. Operations began in 2014 as the Central Maine and Quebec Railway. As of June 4, 2020, Canadian Pacific has purchased the entire Central Maine and Quebec Railway and has begun

792-789: The original New Brunswick Railway's rail lines were purchased by J.D. Irving Limited, which continues to operate them as the New Brunswick Southern Railway . Some former NBR trackage in Grand Falls is now owned and operated by the Canadian National Railway . In November 2019 Canadian Pacific announced the purchase of the Central Maine and Quebec Railway , the current owner of the former Canadian Pacific Lines in Maine from outside Montreal to Brownville Junction, Maine . This move thus returns ownership of approximately half of

825-571: The passengers. All were operating as sections of a single regularly scheduled passenger train, but the last was 8 hours late. In 1955, CPR created a limited stop express passenger train named The Atlantic Limited . This daily train operated overnight from Montreal to Saint John and vice versa, with full service diner, observation and coach/sleeper cars. Government investment in the 1970s for an intermodal container terminal and various improvements at Saint John resulted in some freight traffic increases and CPR invested in infrastructure improvements over

858-588: The process of integrating the former CM&Q lines. This includes the former Bangor and Aroostook lines owned by the Central Maine and Quebec which had no prior ties to Canadian Pacific. Canadian Pacific Lines in Maine The lines of the Canadian Pacific Railway operated in the State of Maine were set up as a separate company to comply with Interstate Commerce Commission regulations and were considered

891-468: The route, however by the 1980s, it was in severe decline as changes in shipping patterns and cargo logistics saw CPR make less and less return on the line. In 1978, Via Rail Canada took over operation of CPR passenger services and The Atlantic Limited was changed to become the Atlantic and service was extended east from Saint John to Halifax. Passenger traffic increased but government cutbacks in 1981 saw

924-425: The route. The new line opened in June 1889 and CPR obtained trackage rights over the Maine Central from Mattawamkeag to Vanceboro, and purchased the New Brunswick Railway to acquire control of the route from Vanceboro to Saint John, as well as a branch line network in western New Brunswick and northern Maine. The new CPR line across Maine to Saint John was the last link in creating a transcontinental railway, although

957-539: The section from Mattawamkeag to Vanceboro was operated under trackage rights. In 1955, the Maine Central purchased the E&NA shares for approximately $ 3 million USD and in 1974, CPR purchased the Mattawamkeag-Vanceboro portion from the Maine Central, finally securing ownership and operation of its entire transcontinental network. The CPR operated its new line across Maine as its International of Maine Division ( Canadian Pacific Lines in Maine ) for many years;

990-594: The title International Railroad . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=International_Railroad&oldid=1137625972 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages International Railway of Maine The CPR completed its route from Montreal , Quebec, to Vancouver , British Columbia , in 1885. In

1023-520: The train discontinued, removing passenger service from the Montreal-Saint John route for the first time since the route opened in 1889. The Atlantic was restored in 1985 and remained in daily service until 1990 and then tri-weekly service thereafter. In 1988, CPR organized all its lines east of Montreal into Maine and the Maritimes (including its Dominion Atlantic Railway subsidiary in Nova Scotia) under

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1056-480: Was convinced that CPR's route across Maine was being used for the war effort and sought to destroy the Saint Croix–Vanceboro Railway Bridge over the St. Croix River between Vanceboro, Maine , and St. Croix, New Brunswick . The officer travelled to Vanceboro on a Maine Central passenger train and stayed several nights in the local hotel, then laid explosives which detonated but did not destroy

1089-472: Was granted for the end of that year. Shippers and communities along the route were upset and urged CPR to sell the line, which it finally did in sections on January 1, 1995. In advance of the pending abandonment and later sale of the line, Via Rail discontinued passenger service with the Atlantic on December 17, 1994, and the line has not had dedicated passenger service since then. The section from Saint John to

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