VV&E is the answer.
Hill was originally part of the CPR syndicate along with George Stephen and Donald Smith, but he ended up leaving (forced out, really) after disagreeing with Van Horne and the others over the proposed route. Hill never forgot this, and held a lasting hatred of the CPR and its upper management. The most obvious manifestation of this was a long drawn out 'railroad war' across southern B.C. through the 1890s and early 1900s, as GN fought the CPR for control of the region's rich mineral trade.
The VV&E was originally intended to build the long dreamed of 'Coast to Kootenay Railway', which the CPR end up doing in the form of the fabled Kettle Valley Railway. Hill acquired the VV&E's charter to build a competing route, and in doing so spite the CPR even further, but as construction dragged on and Hill aged GN's enthusiasm for its Canadian projects waned.
GN and CP signed what was known as the Coquihalla Agreement, which allowed both railways to share each other's track between Princeton and Hope. At the time of signing the route was not complete, and CP agreed to finish the line across Coquihalla Pass. GN/VV&E owned the track from Princeton to Brookmere, while CP/KVR owned the track from Brookmere to Hope. The terminal at Brookmere was laid out with space for both railways (including a double spouted water tower), but the VV&E never used their side.
GN/VV&E signed a separate agreement with Canadian Northern, obtaining running rights between Hope and Chilliwack in exchange for CNoR being granted running rights on GN's line through New Westminster and downtown Vancouver.
After the Coquihalla line was completed GN ran a single passenger train across it, an inspection/memorial special carrying their board of directors and executives in honour of Jim Hill, who had died shortly before. GN never ran another train across Coquihalla Pass.