&\oy Doc

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^ SESSIONAL PAPERS

volltmf; 11

FIRST SESSION OF THE ELEVENTH PARLIAMENT

OF THE

DOMINION OF CANADA

SESSION 1909

VOLUME XLIII

8-9 Edw. Vn.

Alphabetical Index to Sessional Papers.

A. 1909

See also Numerical List Page 5.

ALPHABETICAL INDEX

TO THE

SESSIONAL PAPERS

PARLIAMENT OF CANADA

FIRST SESSION, ELEVENTH PARLIAMENT, 1909

A

Adulteration of Food 11

Agriculture, Annxral Report 15

Alaska Boundary 81

Alberta Natural Kesources 81

All-lled Liue 47

Aluminum Exports and Imports 119

Armouries Erected Itl

Assiniboia Eiver 116

Astronomer, Chief, Report of 25a

Auditor General, Annual Report.. .. 1

Aylwin, Ei-ancis Percival 123

B

Balance Sheet of Canada 66

Banks, Chartered 6

Banks, Unpaid Balances in 7

Bill Miner 110

Bonaventure Riding 138

Bonds and Securities 55

Boring for Oil, &c 75

British Canadian Loan and Investment

Co 92

British Columbia:—

Eibmgtou, Thomas 148

Dominion Lands 59, 106d

Indian Reserves 122

British Fleet 114

Budget Speech, 189S 109

5654^1

C

Caledonia to Liverpool Railway 118

Canada and France Convention.. ..101, 102
Canadian Pacific Railway: —

Additional Stock 63, 63d

Business with Interior Department. 63a

Lands sold by 63c

Running Eights over Intercolo-
nial C3f), 63e

Canal Statistics.. 20a

Carillon and Granville Canals 98

Cash to Credit of Government 108

Cassels, Hon. Justice, Report of.. ..38, 38a

Chartered Banks 6

Chicoutimi Pier 184, 164a

Chinese Capitation Tax 162

Civil Service : —

Appointments and Promotions.. .. 58

Bill 49!/

Classifications 19 to 49e

Examiners 31

Insurance 42

List 30

Regulations of Commission 143

Re-organization 5Sa to 58;

Superannuations 41

Coal Oil 103

Colclaugh, F. W 116a

Cold Storage 133

8-9 Edw. Vn.

Alphabetical Index to Sessional Papers.

A. 1909

C

Costello, Thomas, Repprt of 87

Cotton Factoiies, Industrial Dispntes

iu 39

Criminal Statistics 17

D

Dairy and Cold Storage Commissioner. 15a

Disallowance of an Ontario Act 140

Dividends Unpaid in Banks 7

Dog-Fish Reduction 131

Dominion Lands 61, 70

Dominion Police 54

E

Elections, House of Commons, 1908.. .. 18

Electric Light, Inspection of 13

Estimates 3 to 5a

Exchequer Court Rules 48

Excise Revenue 12

Experimental Farms.. ., 16, 89

F

Farming in Canada, Report on 156

Fisheries, Annual Report 22

Fishermen's Union, Nova Scotia 167

Fishing Bounties 1656

Fishing Leases 125

'Fishing Vessels Seized 126

Foot and Mouth Disease 82, 82a

France and Canada Convention.. ..101, 102

Fresh Fish 83

G

Gas, Inspection of 13

General Election, 1908 18

Geodetic Service Bureau 145 to 145b

Geographic Board 21a

Geological Survey Report 26

Georgian Bay Ship Canal 19a

Government Savings Department 124, 124a

Governor General's Warrants 43

Grand Trunk Pacific Lands 69

Grand Trunk Railway in Ottawa.. .. 127

H

Half-breed Scrip 139

Hand Hills Post Office 128a

Harbour Commissioners 23

Hogs Killed 1G9

House of Commons: —

General Election, 1908 18

Employees Appointed 80

Internal Economy 52

Translation Branch 142

Hudson Bay Railway 93, 93a

Ice-breaking Steamers 115,

Immigration Agents ..129 to

Imperial General Staff

Imperial Naval Defence

Indian Affairs, Annual Report

Indian Reserves 100 to

"Industry", Dredge

Inland Revenue, Annual Report

Insurance, Abstract

Insurance, Annual Report

Intercolonial Railway : —

Board of Management

Branch Lines

Cap St. Ignace 67/,

Damages

Dismissals

Freight Clerks

Machinery Purchased

Open Accounts

Report of Privy Council

Under Railway Board

Wire Fencing

Interior, Annual Report

International Boundary Waters.. ..104,

161
129b

99
170

27
lOOe
134

12
9

67e

67
67g
85a'
67rf
67c
85
67b
67i
67/i
67a
25
104a

Jacobs, F. Macdonald 113

Justice, Annual Report 34

K

Kingston Barracks 112

Kingston Penitentiary 121

Kingston Veterinary Hospital 112a

Laberge, Alphonse 160

Labour Department, Annual Report.. 36

Lachute Mills Post Office 62

Lakes Simcoe and Couchiching 111b

Lake St. John Repatriation Society. .157, 166

Lands in various Provinces 106 to 106e

Laterriere Village 171

Liabilities of Government 105g, 109a

Library of Parliament, Annual Report. 33

List of Shipping 21b

Loans by Government 105 to lOog

Lobster Licenses 165a

Logberg Printing Co 132, 132a

M

Mail Contracts 149

Mail Deliveries 73, 73a

Manitoba Fisheries 116

Manitoba Post Offices 128

Marine and Fisheries, Patronage System 51

Marine, Annual Report 21

Measures, Inspection of 13

8-9 Edw. Vn.

Alphabetical Index to Sessional Papers.

A. 1909

M

Militia Council, Annual E«port. . . .35, 35a

Militia General Orders 74

Mines, Report of Department 2Gu

Mint, Koyal 71, 71a

Miscellaneous Revenue 72

Mounted Police 28

N

National Transcontinental Railway: —

Contract, Station 9370 to 9480 4Gb

Dominion Police Constables 46e

Eastern Division Classifications.. .. 46/

Interim Report 46d

Persons Employed 46g, 46(

Questions bj' Mr. R. L. Borden.. .. 46j

Report of Collingwood Schreiber.. 46c

Report of Commissioners 46

Tenders for Various t^ections.. ..46/i, 46m

Treatment of Employees 46fc

Winnipeg Terminals 46(/

Work Executed 46i

Nation River, Dundas 154

Newfoundland, Admission of 159

Newmarket Canal 94, 94a

North American Conservation Confer-
ence 90

Northwest Irrigation Act 60

O

Oliu, Charles, Report of 96

Otonabee River Ill

Ottawa Improvement Commission.. .. 57

Ottawa Station 127

P

Pacific Cable Board 158

Payments by the Departments 130

Penitentiaries, Annual Report 34

Police, Royal Northwest Mounted., .. 28

Postal Law 163

Postmaster General, Annual Report.. 24

Prisoners, Release of 53

Public Accounts, Annual Report 2

Public Printing and Stationery 32

Public Works, Annual Report 19

Public Works Constructed 168

Public Works Employees 49/

Public Works, Purchases by 135

Q

Quebec Bridge Co 64

R

Railway Charters 141, 141a

Railway Commissioners, Report of.. .. 20c

Railway Crossings 76 to 76b, 120

Railways and Canals, Annual Report. . 20

6654^1i :

R

Railway Statistics 20b

Railway Subsidy 117

Remissions under Indian Act 79

Ross Rifle , 136

Royal Mint 71, 71a

Royal Northwest Mounted Police.. .. 28

S

Secretary of State, Annual Report. ... 29

Seed Grain Distribution 25c to 25e, 65

Seine Trap Licenses 165b

Seining Licenses 165

Seizures by Dept. of Inland Revenue.78, 78a
Shareholders in Chartered Banks.. .. G

Shipping, List of 21Z>

Soulanges Wharfs 153

Statistical Publications 147

Steamboat Inspection 23a

Steel Imports 77

St. John Harbour 137, 137a

St. John River Survey 152

St. Lawrence Insurance Rates 91

Stony Lake Ilia

Subsidized Steamship Service 10b

Subway near Kingston Junction 50

Surveyor General, Report of 25b

T

Timber Berth 1122 68

Topographical Surveys Branch 25b

Trade and Commerce 10 to 10b

Trade and Navigation, Annual Report. 11

Trade Unions ^^^ 56

Transcontinental Ry. Commissioners 46

Treaties and Conventions 10a

Treaties with United States 86, 88

TJ

Unclaimed Balances in Banke 7

Unforeseen Expenses 40

V

Veterinary Director General 15a

Villa Lots 97

Voters' Lists 95 to 95c

Weights, Measures, &c 13

Weymouth Post Office 128b

Winnipeg "Canada Posten " 155

Winnipeg " Free Press " 107,107a

Woollen Industry in Great Britain.. .. 87

Y

Yukon : —

Imposition of Tax 151

Mining Lands 150

Ordinances 44

8-9 Edw. VII. List of Sessional Papers. A. 1909

See also Alphabetical Index, page 1.

LIST OF SESSIONAL PAPERS

Arranged in Numerical Order, with tJieir titles at full length; the dates when Ordered
and when Presented to the Houses of Parliament j the Name of the Senator or
Member who moved for each Sessional Paper, and whether it is ordered to he
Printed or Not Printed.

CONTENTS or VOLUME 1.

(This volume is bound in two parts.)

1. Report of tlie Auditor General for the year ended 31st March, 1908. Presented 21st

January, 1909, by Hon. W. Paterson ; also 19th February, 1909, by Hon. W. S. Fielding;
also 23rd February, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers

CONTENTS OF VOLUME 2.

2. Public Accounts of Canada, for the fiscal year ended 31st March, 1908. Presented 21st

January, 1909, by Hon. "W. Paterson. .Printed for both distribution and sessional papers.

3. Estimates of the sums required for the services of Canada for the year ending 31st March,

1910. Presented 1st February, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

4. Estimates of the sums required for the services of Canada for the year ending on the

31st March, 1909. Presented 1.5th March, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

4a. Further Supplementary Estimates of sums required for the service of Canada for the
fiscal year ending 31st March, 1909. Presented 10th May, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

5. Supplementary Estimates of sums required for the service of Canada, for the fiscal year

ending on 31st March, 1910. Presented 10th May, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessiojial papers.

5a. Further Supplementary Estimates oi sums required for the service of Canada, for the
year ending on 31st March, 1910. Presented 18th May, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

6. List of Shareholders in the Chartered Banks of Canada, as on 31st December, 1908. Pre-

sented 13th May, 1909, by Hon. F. Oliver.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 3.

7. Report of dividends remaining unpaid, unclaimed balances and unpaid drafts and bills

of exchange in Chartered Banks of Canada, for five years and upwards, prior to 31st

December, 190S Printed for both distribution and sessional papeis.

5

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 4.

8. Eeport of the Superintendent of Insurance for the year ended 31st December, 1908.

Printed for both distribution and sessional papers.

9. Abstract of Statements of Insurance Companies in Canada, for the year ended 31st

December, 1908 Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 5.

10. Eeport of the Department of Trade and Commerce, for the fiscal year ended 31st March,
1909. Part I.— Canadian Trade. Presented 27th January, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

10a. Report of the Department of Trade and Commerce, Part II, Trade of Foreign Coun-
tries and Treaties and Conventions, for the fiscal year ended 31st March, 1908. Pre-
sented 5th April, 1909, by Sir Wilfrid Laurier.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 6.

lOb. Report of the Department of Trade and Commerce, Part III, Subsidized Steamship
Service, &c., for the year ended 31st March, 1908. Presented 22nd March, 1909, by Sir
Wilfrid Laurier Printed for both distribution and sessional papers.

11. Tables of the Trade and Navigation of Canada, for the fiscal year ended 31st March,
1908. Presented 21st January, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 7.

12. Inland Revenues of Canada. Excise, &c., for the fiscal year ended 31st March, 1908.

Presented 21st January, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

13. Inspection of Weights, Measures, Gas and Electric Light, for the fiscal year ended 31st

March, 1908. Presented 21st January, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

14. Report on Adulteration of Food, for the fiscal year ended 31st March, 1908. Presented

nth March, 1909, by Hon. W. Templeman.

Printed for both distribtition and sessional papers.

15. Report of the Minister of Agriculture, for the fiscal year ended 31st March, 1908. Pre-

sented 21st January, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

15a. Report of the Dairy and Cold Storage Commissioner, for the fiscal year ended 31st
March, 1908. Presented 21st January, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.
15a. (2) Report of the Veterinary Director General and Live Stock Commissioner, for

two years ended 31st March, 1908 Printed for both distribution and sessional papers

6

8-9 Ed'w. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 8.

16. Eeport of the Directors and Officers of the Experimental Farms for the year ended 31st

March, 1908. Presented 31st March, 1909, by Hon. S. A. Fisher.

Printed for both distribution and sessional papers.

17. Criminal Statistics for the year ended 30th September, 1908.

Printed for both distribution and sessional papers.

18. Eeturn of the Eleventh General Election for the House of Commons of Canada, held on

the 26th day of October, 1908 Printed for both distribution and sessional papers,

CONTENTS OF VOLUME 9.

19. Eeport of the Minister of Public Works, for the fiscal year ended 31st March, 1908.

Presented 3rd February, 1909, by Hon. W. Pugsley.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 10.

19a. Georgian Bay Ship Canal. Eeport upon survey, with plans and estimates of cost,
1908. Presented 22nd January, 1909, by Hon. W. Pugsley.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 11.

20. Eeport of the Department of Eaihvays and Canals for the fiscal year ended 31st March,

1908. Presented 19th February, 1909, by Hon. G. P. Graham.

Printed for both distribution and sessional papers.

20a. Canal Statistics for the season of navigation, 1907.

Printed for both distribution and sessional papers.

20b. Eailway Statistics of Canada, for the year ended 30th June, 1908. Presented 25th
February, 1909, by Hon. G. P. Graham.Prin/ed for both distribution and sessional papers.

20c. Third Eeport of the Board of Eailway Commissioners for Canada, to 31st March, 1907,
for the year ending 31st March, 1908. Presented 29th January, 1909, by Hon. G. P.
Graham Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 12.

21. Eeport of the Department of Marine and Fisheries (Marine) for 1908. Presented 18th

February, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

21a. Seventh Eeport of the Geographic Board of Canada; containing all decisions to 30th
June, 1908. Presented 22nd February, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

21b. List of Shipping issued by the Department of Marine and Fisheries, being a list of
vessels on the registry books of Canada on the 31st December, 1908.

Printed for both distribution and sessional papers.

22. Eeport of the Department of Marine and Fisheries (Fisheries) for 1908. Presented 9th

February, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

7

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 13.

23. Report of the Harbour Commissioners, &c.

Printed for both distribution and sessional papers.

23a. Report of the Chairman of tlie Board of Steamboat Inspection, 1908.

Printed for both distribution and sessional papers.

24. Report of the Postmaster General, for the fiscal year ended 31st March, 1908. Pre-

sented 21st January, 1909, by Hon. R. Leraieux.'

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 14.

25. Report of the Department of the Interior, for the fiscal year ended 31st March, 1908.
Presented 15th February, 1909, by Hon. F. Oliver.

Printed for both distribution and sessional papers.

25a. Report of the Chief Astronomer for the fiscal year ending 31st March, 1908. Presented
13th May, 1909, by Hon. F. Oliver.. . .Printed both for distribution and sessional papers.

25b. Annual Report of the Topographical Surveys Branch, including Report of the Surveyor
General of Dominion Lands, 1907-1908 Printed for both distribution and sessional papers.

25c. Correspondence and papers, including financial statement, relating to Seed Grain Dis-
tribution of 1908 in the provinces of Saskatchewan and Alberta. Presented 28th
January, 1909, by Hon. F. Oliver.. ..Printed for both distribution and sessional papers.

25d. Return to an order of the House of Commons, dated 1st March, 1909, showing how
many bushels of seed wheat v>-ere bought for Saskatchewan and Alberta for the season
of 1908, whom it was bought from, at what price, and what grade it was; if the wheat
so bought was cleaned for seed; how the wheat so bought was used; who it was sold to,
and at what prices ; the total loss in connection with the wheat so bought. Presented 15th
March, 1909.— Mr. Sharpe (Lisgar) Not printed.

25e. Return to an order of the House of Commons, dated 1st March, 1909, showing how
many bushels of English oats were bought for seed in Saskatchewan and Alberta for
the season of 1908, and at what prices ; the condition the oats were in before or when
they were bought; if used for seed or sold; whom they were sold to and in what places;
the total loss in connection with the oats bought in England, and any complaints there
were about them. Presented loth March, 1909.— Mr. Sharpe (Lisgar) Not printed.

CONTENTS OF VOLUME 15.

26. Summary Report of the Geological Survey Branch of the Department of Mines, for the

calendar year 1908. Presented 3rd May, 1909, by Hon. W. Templeman.

Printed for both distribution and sessional papers.

26a. Summary Report of the Mines Branch of the Department of Mines, for the nine
months ended 31st December, 190S. .Printed for both distribution and sessional papers.

27. Report of the Department of Indian Affairs, for the year ended 31st March, 1908. Pre-

sented 22nd January, 1909, by Hon. F. Oliver.

Printed for both distribution and sessional papers.

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 16.

28. Report of the Royal Northwest Mounted Police, 190S. Presented 9th March, 1909, by

Sir Wilfrid Laurier Printed for boih disirihution and sessional papers.

29. Report of the Secretary of State of Canada, for the year ended December, 1907, and

the first three months of the year 1908 Presented 22nd January, 1909, by Hon. C.
Murphy Printed for both distribution and sessional papers.

30. Civil Service List of Canada, 1908. Presented 22nd January, 1909, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

31. Report of the Board of Civil Service Examiners, for the year ended 31st December, 1908.

Printed for both distribution and sessional papers.

CONTENTS OF VOLUME 17.

32. Annual Report of the Department of Public Printing and Stationery, for the fiscal year

ended 31st March, 1908. Presented 7th May, 1909, by Hon. C. Murphy.

Printed for both distribution and sessional papers.

33. Report of the Joint Librarians of Parliament for the year 1908. Presented 21st January,

1909, by the Hon. the Speaker Printed for sessional papers.

34. Report of the Minister of Justice as to Penitentiaries of Canada, for the fiscal year

ended 31st March, 1908. Presented 21st January, 1909, by Hon. W. Paterson.

Printed for both distribution and sessional papers.

35. Report of the Militia Council, for the fiscal yeai euded 31st March, 1908. Presented 9th

March, 1909, by Sir Frederick Borden.

Printed for both distribution and sessional papers.

35a. Memorandum respecting the estimates for Militia and Defence for 1909-10. Presented
9th March, 1909, by Sir Frederick Borden.

Printed for both distribution and sessional papers.

36. Report of the Department of Labour, for the fiscal year ended 31st March, 1908. Pre-

sented 21st January, 1909, by Hon. R. Lemieux.

Printed for both distribution and sessional papers.

37. Report upon the Survey of the Georgian Bay Ship Canal, vvith plans and estimate of

cost See No. 19a.

38. Report of the Hon. Mr. Justice Casscls, Commissioner aijpointed to investigate the
affairs of the Department of Marine and Fisheries. Presented 22nd January, 1909, by
Hon. L. P. Brodeur Printed for both distribution and sessional papers.

38a. Minute of a Report of the Committee of the Privy Council, approved by His Excellency
ttie Governor General on the 29lh March, 1909:— The Committee of the Privy Council
have had under consideration a report, herewith, dated 27th March, 1909, from the
Minister of IMarine and Fisheries, upon the investigation recently held by the Honour-
able Walter Cassels respecting the statement contained in the Report of the Civil
Service Commission reflecting upon the integrity of officials of the Department of
Marine and Fislieries and submitting certain recommendations affecting the officials
therein named. The Committee, concurring in the said Report and the recommenda-
tion therein contained, submit the same for Your Excellency's approval. Presented
30th March, 1909, by Hon. L. P. Brodeur.

Printed for both distribution and sessional papers.

39. Report of the Royal Commission appointed to inq\iire into industrial disputes in the

cotton factories of the province of Quebec. Presented 25th January, 1909, by Hon. R.

Lemieux Prijited for both distribution and sessional papers.

9

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

40. Statement of expenditure on account of miscollaneous unforeseen expenses from the 1st

April, 1908, to the 20th January, 1909, in acordance uith tlie Appropriation Act of 1908.
Presented 26th January, 1909, by Hon. W. Paterson Not printed.

41. Statement of superannuations and retiring allowances in the civil service during the
year ended 31st December, 1908, showing name, rank, salary, service, allowance and
cause of retirement of each pearson superannuated or retired, also whether vacancy
filled by promotion or by new appointment, and salary of any new appointee. Presented
26th January, 1909, by Hon. W. Paterson Not printed.

42. Statement in pursuance of section 17 of the Civil Service Insurance Act for the year

ending 31st March, 1908. Presented 26th January, 1909, by Hon. W. Paterson.

Not printed.

43. Statement of Governor General's Warrants issued since the last session of parliament,

on account of the fiscal year 1908-9. Presented 26th January, 1909, by Hon. W.
Paterson Not printed.

44. Ordinances of the Yukon Territory, passed by the Yukon Council in the year 1908.
Presented 27th January, 1909, by Hon. C. Murphy Not printed.

45. Third Report of the Board of Railway Commissioners See No. 20c.

46. Report of the Commissioners of the Transcontinental Railway, for the year ending 31st

March, 1908. Presented 29th January, 1909, by Hon. G. P. Graham.

Printed for both distribution and sessional papers.

46a. Return to an order of the House of Commons, dated 15th February, 1909, for a copy of
all correspondence between Rothwell, Johnston & Stubbs, lawyers, of Winnipeg, and the
government, or the Transcontinental Railway Commissioners respecting their instruc-
tions in regard to the piirchase of the Winnipeg terminals from Kern & Mathews, and
in respect to the legal services rendered by them for the government, and passing of
titles of the property, and a copy of the solicitors' bills of costs, charges and corres-
pondence arising therefrom; and of all correspondence between the government and
the Railway Commissioners and the vendors, Kern & Mathews, from the commence-
ment of the negotiations; and also showing what steps, if any,- were taken towards
expropriating the property, or obtaining judicial determination as to the value of the
said property. Presented 4th March, 1909. — Mr. Bradbury Not printed.

46b. Return to an order of the House of Commons, dated 22nd February, 1909, showing the
final estimates on the contract entered into on August 22, 1906, between J. D. McArthur
and Smith & Prendible on the National Transcontinental Railway, for work from sta-
tion 9370 to station 9480; and the contract entered into on 21st November, 1908, between
the same parties on the same railway for work from station 9260 to station 9370. Pre-
sented 11th March, 1909. — Mr. Haggart (Winnipeg) Not printed.

46c. Report of Collingwood Schreiber, Esquire, chief engineer western division National
Transcontinental Railway. Presented 15th March, 1909, by Hon. G. P. Graham.

Not printed.

46d. Interim Report of the Commissioners of the Transcontinental Railway, for the nine
months ending 31st December, 1908. Presented 15th March, 1909, by Hon. G. P.
Graham Not printed.

46e. Statistics of Dominion Police Constables employed along the line of the Transconti-
nental Railway during the calendar year 1908. Presented 23rd March, 1909, by Hon.
A. B. Aylesworth Not printed.

46/. Return to an order of the House of Commons, dated 22nd March, 1909, for a copy of all
letters, correspondence, statements ajid writing between the Grand Trunk Pacific Rail-
way Company, or its engineers or agents, and the Commissioners of the Transcon-
tinental Railway, or their engineers or agents, and between the commissioners and their
engineers, and between the commissioners and their engineers and agents and the con-

10

8-9 Edw. Vn.

List of Sessional Papers.

A. 1909

CONTENTS OF VOLUME 11— Continued.
tractors or sub-contractors on Districts B and I' after mentioned, as to classification or
alleged over classification on Districts B and F of the Eastern Division of said rail-
way, and of all estimates, returns, certificates, memoranda, statements or writings,
showing classification or over-classification of the cuttings and work on said Districts
B and F. Presented 22nd April, 1909. — Mr. Lennox Not printed.

46^. Return to an order of the House of Commons, dated 26th January, 1909, showing the
names of all persons appointed to olfice or employment by the Transcontinental Rail-
way Commission since its creation, showing the county or city from which such person
came, the office or employment to which he was appointed, the date of appointment, the
salary and allowances attached thereto, the place or district where the work of each
employee is done, and the total amount paid each year for all such services up to the
end of December, 1908. Presented 22nd April, 1909. — Mr. Foster Not printed.

46/i. Return to an order of the House of Commons, dated 3rd March, 1909, for a copy of all
tenders received for the construction of the following sections of the Eastern Division
of the National Transcontinental Railway, together with the itemized schedules of the
engineer's estimates of qiiantities on which the award of contracts was based, the
sections referred to being those mentioned in the answer of the Minister of Railways
and Canals in the House on the 1.3th April, 1908, as follows: —

STATEMENT NO. 1.— COMMISSIONERS -EASTERN DIVISION.

Mileage from
Moncton.

From

To

Description.

000

5000

5000

58 55

58-55

1)7-60

97-60

164 00

164 00

195-80

195-80

256-68

256-68

309 74

309 74

4.59 74
509 74

609-74

654 74
656 ■ 07

877-75

1,021-75
1,027-75

1,171-85
1.334-35
1,409-35

1^429-76

1,557 -SO

459-74

509
609

654

656

877

1,027-75

1,127-75
1,171-85

1,334
1,409
1,429

1,557

1,804

Moncton to near Chipman

Near Chipman easterly 8 '55 miles

Near Chipman westerly to I.C.R. crossing

I.C.R. crossing to Mile 164

Mile 164 to Grand Falls

Grand Falls to New Brunswick boundary. .
N.B. boundary to 150 miles east of Quebec

Bridge

TFrom Quebec Bridge 150 rnilea eastward. .
-^ Quebec Bridge link (not included in

t estimate

Quebec Bridge westerly 50 miles

50 miles west Quebec Bridge to 150 miles

west

150 miles west Quebec Bridge to near Way-

montachene

To be included in this contract

Near Waymontachene to near Harricanaw

River

Near Harricanaw River to Junction T. &

N. O. Ry

•lunctinn T. & N. O. Ry. for 100 miles west.
100 miles west of Junction T. & N. 0. Ry.

to west end of District ' D' . . .

West end of District ' D' westerly

From 19| miles west of Mud River, easterly.
M II II to west

end of District ' E'

From westward District ' E ' to Lake

Superior Junction

From Lake Superior Junction to west bank

of Red River :

No. of

One

Miles.

1
50

100

45
1

221

150
100

44

162

75

20

128

246

Amount of
Estimate
on which Con-
tracts
were kt.

S cts.

Date of

Contract.

Comple-
tion.

989,895

289.190

767,434

1,898,124

1,646,253

1,385,941

2,377,409 00
50
92
54

5,011,346
1,489,537
3,807,719

Mar. 14, '07 Sept.
Aug 2.3, '07 1 Aug,
Mar. 28, US 1 Sept.

,1 28, 'OS
,1 28, 'OS
M 9, '07

M 28, '08

II 9, '07

May 15, '00

,1 15,'06

!- 1,691,073 41 Mar. 14, "07

Not let.

3,986,901
3,936,566

Not let.

2,101,499

Not let.

13,010,398 92

14, '07

28, 'OS

28, '08

May 15,'06

1,'08
1,'08
1,'10
1,'10
1,'10
1,'08

1,'10

1,'09

1,'07

1,'07

1,'08

1.'09
1,'10

1,'10

1,'07

Presented 26th April, 1909.— Mr. Lennox Not printed.

11

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME \1— Continued.

46i. Eeturn to an order of the House of Coiumons, dated 3rd March, 1909, showing the various
quantities of work of each description or class actually executed by the several con-
tractors and certified as correct by the engineers and paid for up to 31st December,

1908, upon the several sections of the Eastern Division of the National Transcontinental
Railway, where the sections have not been completed, the various chief engineers'
estimates of the quantities of the various class of work remaining to be executed,
together with an estimate of the cost of completing the same, based on the contractors'
prices attached to each tender. Presented 26th April, 1909. — Mr. Lennox . .N ot printed.

46;'. National Transcontinental Railway. Information in reply to questions by Mr. R. L,
Borden, M.P. Presented (Senate) 7th May, 1909, by Hon. Sir Richard Cartwright.

Not printed,

4:6k. Correspondence and reports relative to complaints as to the manner men employed on
the Grand Trunk Pacific Railway construction are treated in the hospital at Prince
Rupert; the complaint of non-payment of just claims for wages, &c., on the Prince
Rupert section of the said railway. Presented 12th May, 1909, by Hon. R. Leraieux.

Not printed.

461. Supplementary Return to i&g. Presented 14th May, 1909 Not printed.

46m. Supplementary Return to No. 40^. Presented 14th May, 1909 Not printed.

47. Return to an address of the House of Commons, dated 25th January, 1909, for a copy of

all orders in council, correspondence, reports and other documents and papers, not
already brought down, touching or relating to the All-Red Line, so-called, as referred to
in the resolution passed by this House on the 9th day of July, 1908, or touching or
relating to any similar or substituted proposal for the like purpose. Presented 29th
January, 1909.— 3/r. Borden (Halifax). . .'. .Not printed.

48. General rules and orders in the Exchequer Court in Canada, 1909. Presented 29th
January, 1909, by Hon. C. Murphy Not printed.

49. Classification of the following departments of the inside Civil Service at Ottawa, by

order in council of the 25th January, 1909, as on the 1st September, 1908, viz.: — Agri-
culture, Auditor General, Customs, Finance, Superintendent of Insurance, Governor
^ General's Secretary, Indian Affairs, Inland Revenue, Justice, Labour, Library of Par-
liament, Marine and Fisheries, Militia and Defence, Mines, Post Ofiice, Privy Council,
Public Printing and Stationery, Public Works, Railways and Canals, Royal Northwest
Mounted Police, Secretary of State, Trade and Commerce. Presented 1st February,

1909, by Sir Wilfrid Laurier Not printed.

49a. Classification of the officers, cleiks and employees of the Library of Parliament, as on
the first day of September, 1908. Presented 11th March, 1909, by Sir Wilfrid Laurier.

Not printed

49b. Classification and organization of the ofiacers and clerks of the Distribution Office of
the Department of the Printing of Parliament, as on the first day of September, 1908.
Presented 11th March, 1909, by Sir Wilfrid Laurier Not printed.

49c. Classification of the permanent officers, clerks and employees of the House of Commons.
Presented 11th March, 1909, by the Hon. the Speaker Not printed.

49d. Organization of the Staff of the House of Commons, with the classification of the
various officers, clerks and employees. Presented 11th March, 1909, by the Hon. the

Speaker Not printed

12

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME Vt— Continued.

4pp. Classification of the Department of the Interior (Inside Serviced at Ottawa, by order in
council of the 1st February, 1909, as on the 1st September, 1908. Presented 1st April,
1909, by Hon. F. Oliver Not printed.

49/. Order in Council approved by His Excellency the Governor General on the 5th -May,
1908, granting authority for the continued employment of certain officers and clerks
of the non-permanent branches of the Department of Public Works. Presented 5th
April, 1909, by Hon. W. Pugsley Not printed.

49i7. Schedules in connection -ttith the Civil Service Bill. Presented 10th May, 1909, by Hon.
S. A. Fisher Not printed.

50. Correspondence, &c., relative to the construction of a subway near the Kingston Junc-

tion of the Grand Trunk Eailway of Canada. Presented 1st February, 1909, by Hon.
G. P. Graham Not printed.

51. Copy of official communication, addressed by the Minister of Marine and Fisheries, to

Commissioner Cassels, respecting the abolition of the patronage system in the Depart-
ment of Marine and Fisheries. Presented 1st February, 1909.- Mr. Foster.Not printed.

52. ^linutes of jiroceedings of the Boarfl of Internal Economy of the House of Commons,

pursuant to Eule of the House No. 9, from the 16th December, 1907, to 14th July, 1908,
inclusive. Presented 29i:h January, 1909, by the Hon. the Speaker Not printed.

53. Return to an order of the House of Commons, dated 10th February, 1908, showing the

number of applications for the release of prisoners and the number granted since the
year 1896 by the Minister of Justice before the expiry of sentence, the terms of sen-
tence, the date of release, the reasons therefor as far as expedient, and the name of
the solicitor who was interested in ijrocuring the release. Presented -nd February,
1909.— Mr. Foster Not printed.

54. Eeport of the Commissioner, Dominion Police Force, for the year 1908. Presented 2nd

February, 1909, by Hon. A. B. Aylesworth Not printed.

55. A detailed statement of all bonds or securities registered in the Department of the

Secretary of State of Canada since last return, 7th December, 1907, submitted to the
Parliament of Canada under section 32, of chapter 19, of the Revised Statutes of
Canada, 1906. Presented 2nd February, 1909, by Hon. C. Murphy.. Not printed.

56. Return under chapter 125 (R.S.C.), 1903, intituled: 'An Act respecting Trades Unions,'

submitted to Parliament in accordance with section .33 of the said Act. Presented 2nd
February, 1909, by Hon. C. Murphy Not printed.

57 Report of the Ottawa Improvement Commission for the nine months ended the 31st
March, 1908. Presented 4th February, 1909, by Hon. W. Paterson Not printed.

58. Partial Return to an order of the House of Commons, dated 1st February, 1909, show-
ing what persons have been appointed, transferred, or promoted, respectively, since 1st
July, 1908, in the various departments coming under the operation of the Civil Ser-
vice Act of 1908; the positions and salaries of such persons as have been transferred and
promoted at the time of the change; the positions and salaries at present of all who
have been so appointed, transferred or promoted, and which of these appointments,
transfers or promotions were made in accordance with the present Civil Service Act.
Presented 5th February, 1909. — Mr. Foster Not printed.

58a. Partial Return to an address of the House of Commons, dated 1st February, 1909, for
a copy of all orders in council, departmental orders, rules and regulations, and
schemes of reorganization adopted in the several departments, rules and regulations

13

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME Vt— Continued.

made by the Civil Service Commissiouers, and all other orders, steps and proceedings

made, had or taken under or pursuant to the Civil Service Amendment Act, 1908. Pre-

i seated 8th February, 1909. — Mr. Borden (Halifax) Not printed.

58b. Supplementary Return to No. 58. Presented 8th February, 1909 Not printed.

58c. Return to an order of the House of Commons, dated 10th February, 1909, showing how-
many officials were appointed in the year 1908 to the various departments and brought
from the outside service into the inside service under the Civil Service Act, with their
names and salaries; and what addition to the various staffs have been made thereby.
Presented 11th February, 1909. — Mr. Sharpe (Ontario) Not printed.

58d. Further Supplementary Return to No. 58. Presented 11th February, 1909.. A^ot printed.

58c. Return to an order of the House of Commons, dated 2nd February, 1909, showing the
names of the temporary clerks formerly paid out of Civil Government Contingencies
who have been classified under section 7 of the Civil Service Act since the 1st Septem-
ber, 1908, and placed in the third division subdivision B; the i^osition filled by each at
the time of classification and the salary paid, the length of service, the age and what
examination has been passed ; the position to which assigned under the classification
and the salary attached; the names of the persons appointed to the Civil Service since
1st September, 1908, under section 47 of the Civil Service Act, the positions to which
appointed, the date of appointment, and the salary attached. Presented 11th February,
1909.— Mr. Fostp.r Not printed.

58/. Further Supplementary Return to No. 58. Presented 18th February, 1909.Not prijited.

58g. Return to an address of the House of Commons, dated 15th February, 1909, for copies
of orders in council by authority of which increases of salary detailed on pages 556,
557, 558, 559, 560, 561, 562, 563 and 564, unrevised Hansard, 1909, were granted. Pre-
sented 23rd February, 1909.— Mr. Foster Not printed.

58h. Return to an order of the House of Commons, dated 15th February, 1909, showing the
name and date of the first appointment, position and salarj^ at time of increase of each
clerk or other employee in the outside service of the Department of Public Works at
Ottawa, to whom any increase of pay was given on and after the 1st of April, 1908, the
amount of such increase or increases, the date on which increase was granted, the date
it became efiective, and the date on which the increase was paid. 2. A similar return from
each of the following Departments : Militia and Defence, Marine and Fisheries, Rail-
ways and Canals, Customs, Inland Revenue, Public Printing, Indian Affairs, Auditor
General, Finance, Mines and Post Office Department. Presented 23rd February, 1909. —
Mr. Foster Not printed.

58t. Return to an address of the House of Commons, dated 15th February, 1909, for copies of
orders in council passed from the 1st of May. 1908, to 31st January, 1909, authorizing in-
creases to the employees of the Department of Public Works. Presented 25th February,
1909.— Mr. Foster Not printed.

58/. Orders in Council attached to Sessional Paper No. 5Sg herewith were the only ones
passed in connection with the increases of salary detailed on pages 556, 557, 558, 559, 560,
561, 562, 563 and 564, unrevised Hansard, 1909. The increases given to the officials em-
ployed in the Surveys Branch were granted in accordance with the Act respecting the
Department of the Interior, chapter 54, sections 6 and 8, of the Revised Statutes, which
relate to the employment and payment of temporary assistants in the Surveyor Gen-
eral's Branch, for the performance of services requiring technical, scientific or pro-
fessional qualifications. The increases given to the employees on Dominion Lands,
Outside Service, School Lands, Immigration and Boundary Surveys were granted under
departmental authority. Presented 26th February, 1909, by Hon. F. Oliver.

Not printed.

14

8-9 E<Ivy. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Conlinued.

59. Eeturn of orders in council which have been published in the Canada Gazette and in

the British Columbia Gazette, between 1st December, 1907, and 1st December, 1908, in
accordance with provisions of subsection (d) of section 3S of the regulations for the
survey, administration, disposal and management of Dominion lands within the 40-mile
railway belt in the province of British Columbia. Presented 5th February, 1909, by
Hon. F. Olivier Not printed.

60. Eeturn under the provisions of section 57 of the Northwest Irrigation Act, being
chapter 61 of Revised Statutes of Canada, 1906, being copies of all Orders in Council,
which have been passed or regulations which Have been made or forms prescribed by
the Minister of the Interior under that Act, and which have been published in the
Canada Gazette, since the date of the presentation to Parliament of a similar return at
its last preceding session. Presented 5th February, 1909, by Hon. F. Oliver.

Not printed.

61. Eeturn under the provision of section 77 of the Dominion Lands Act, chapter 20, of the

Statutes of 1908, of section 5 of the Dominion Lands Surveys Act, chapter 21, of the
same Statutes, of subsection 2, of section 13 of the Dominion Forest Reservep Act.
chapter 56, E.S.C., 1906, of subsection 3 of section 5 of the Eocky Mountains Park Act,
chapter 60, R.S.C., 1906, and of subsection 2 of section 18 of the Yukon Act, chapter 63,
R.S.C., 1906, being copies of all orders in council, ordinances or regulations which have
been passed under any of the above mentioned Acts and which have been published in the
Canada Gazette, since the date of the presentation to Parliament of a similar return at
its last preceding session. Presented to Parliament of a similar return at its last
preceding session. Presented 5th February, 1909, by Hon. F. Oliver Not printed.

62. Eeturn to an order of the House of Commons, dated 25th January, 1909, for a copy of

all correspondence during the last three months with reference to Lachute Mills post
office. Presented 8th February, 1909.— Mr. Perley Not printed.

63. Order in Council, &c., in relation to the issue of $50,000,000 additional stock by the

Canadian Pacific Eailway Company. Presented 8th February, 1909, by Hon. G. P.
Graham Not printed.

63a. Eeturn (in so far as the Department of the Interior is concerned) of copies of all
orders in council, plans, papers, and correspondence which are required to be presented
to the House of Commons, under a resolution passed on 20th February, 1882, since the
date of the last return under such resolution. Presented 8th February, 1909, by Hon.
F. Oliver Not printed.

63b. Correspondence on the subject of the Canadian Pacific Eailway Company securing
running rights over the Intercolonial Eailway between St. John and Halifax. Pre-
sented 8th February, 1909, by Hon. G. P. Graham Not printed.

63c. Eeturn of lands sold by the Canadian Pacific Eailway Company, from the 1st October,
1907, to the 1st October, 1903, and the names of the purchasers. Presented 15th February,
1909, by Hon. F. Oliver Not printed.

63d. Eeturn to an address of the House of Commons, dated 8th Februarj% 1909, for a copy of
any order in council authorizing the Canadian Pacific Eailway to increase its capital
stock. Presented 18th February, 1909.— Mr. Maclean (York) Not printed.

63e. Further correspondence on the subject of the Canadian Pacific Eailway Company
securing running rights over the Intercolonial Eailway between St. John and Halifax.

Presented 22nd February, 1909, by Hon. G. P. Graham Not printed.

15

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 11— Continued.

64. Return to an order of the House of Commons, dated 1st February, 1909, showing what

sums of money liave been paid each of the several holders of stock in the Quebec
Bridge Company on account of stock, bonus and interest, respectively; and what
amount remains to be paid Mud to whom. Presented S(U February, 1909. — Mr. Foster.

Not -printed .

65. Return to an order of the House of Commons, dated 1st February, 1909, showing what

disposition has been made in detail of the vote of $25,000 under Miscellaneous, for
seed grain in Alberta and Saskatchewan. Presented lllh February, 1909, by Hon. F.
Oliver Not printed.

66. Return to an order of the House of Commons, dated 26th January, 1909, showing in

detail the assets amounting to $157,183,926.17 in the balance sheet of Canada on 31st
December, 1909. Presented 11th February, 1909. — Mr. Ames Not printed.

67. Return to an address of the House of Commons, dated 11th February, 1909, for a copy

of the report of the commissioners appointed by the government to inquire into,
examine and report upon tlie branch lines of railway connecting with the Intercolonial
Railway ; also a copy of the report of the commissioners appointed by the government
of the province of New Brunswick to inquire into, examine and report upon the
branch lines of railway within said province and connecting with the said Intercolonial
Railway. Presented 11th February, 1909. — Mr. Einmerson.

Printed for both distribution and sessional papers.'

67o. Return to an order of the House of Commons, dated 1st February, 1909, showing the
tenders called for by the Department of Railways and Canals for 144 miles, more or
less, of wire fencing during the summer or fall of 190S, and the advertisements or cir-
culars calling for same : how many tenders were received and from whom ; how the
contract was let, at what price and to whom; the quantity of wire fencing purchased
by the Department of Railways and Canals during 1908, by tender or otherwise, and the
prices paid per mile. Presented 2nd March, 1909. — Mr. Taylor (Leeds).. ..Not printed.

67b. Return to an order of the House of Commons, dated 26th January, 1909, showing, in
respect of the following items which appear in the Public Accounts: —

Intercolonial Railway, open account $965,418 00

Windsor Branch, open account 180 34

Prince Edward Island Railway, open account 19,687 00

(a) what proportion of these amounts represents moneys due the government since a
date prior to the end of the fiscal year 1906-7; (b) what part of the amount thus over-
due was incurred in each fiscal year prior to 1906-7 ; (c) a list of the items included in
(a) which represent an amount exceeding one hundred dollars, with name in each case
of debtor, date and nature of services. Presented 4th ]\Iarch, 1909. — Mr. Ames,

Not printed.

67c. Return to an order of the House of Commons, dated 15th March, 1909", for a copy of the
Report of the Conciliation Board in connection with the freight clerks of Halifax and
St. John. Presented 23rd March, 1909.— 3fr. Crosby Not printed.

67d. Return to an order of the House of Commons, dated 22nd March, 1909, showing the
names of the Intercolonial employees dismissed or suspended during the year 1908, the
position held by each, the date of dismissal or suspension, and the special cause alleged
therefor; also the names of any such persons so dismissed or suspended who have been
reinstated up to 28th February, 1909, and the dates of reinstation. Presented 22nd April,

1909.— .If r. Foster Not printed.

16

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17 —Continued.

67e. Copy of Order in Council constituting a Board of ^lanagenient for the Government
Railways — the Intercolonial and the Prince Edward Island Railway — and naming the
members of the said Board of Management. Presented 26th April, 1909, by Hon. G. P.
Graham Not printed.

67/. Return to an order of the House of Commons, dated 5th April, 1909, for a copy of all
petitions and correspondence, Avhether by letter or telegrams, and all plans submitted
either to the Railway Department or to the authorities of the Intercolonial Railway,
and of all decisions arrived at, relating to the enlargement of the station of the
Intercolonial Railway at Cap St. Ignace, or the construction of a new station. Pre-
sented 14th May, 1909. — Mr. Roy (Monlmagny) Not printed.

67g. Return to an order of the House of Commons, dated 5th April, 1909, for a copy of all
correspondence, memorials, reports and dec.i«»ions arrived at respecting the construc-
tion of a tank at the Intercolonial Railway station at Cap St. Ignace, and the increased
cost to be paid to the Aqueduct Company supplying the water for the engines running
on the said railway. Presented 14th April, 1909. — Mr. Roy (Montmagny) . .Not printed.

G7h. Return to an address of the Senate, dated 18th March, 1909, praying for all petitions
presented to the Governor General in Council, asking that the Intercolonial Railway
may be placed under the Railway Board, together with all correspondence in connec-
tion therewith. Presented 4th May, 1909. — Hon. Sir Mackenzie Boiiell.. . .Not printed. '

67i. Certified copy of a Report of the Committee of the Privy Council, approved by His
Excellency the Governor General on the 20th April, 1909, re Intercolonial Railway.
Presented (Senate) 30th April, 1909, by Hon. Sir Richard Cartwright.. . .Not printed.

68. Return to an order of the House of Commons, dated 1st February, 1909, for the produc-

tion of all the original applications and tenders filed in the Department of the Interior
in respect of Timber Berth No. 1122, and that the same h& laid on the Table of the
House, said papers not to be part of the archives of this House, but to be returned by
the Clerk to the Department af the Interior after inspection. Presented 12th February,
1905. — Mr. Campbell Not printed.

69. Return to an order of the House of Commons, dated 1st February, 1909, showing what

lands, at what price, and to what persons or corporations have been sold along the route
of the Grand Trunk Pacific for stations, terminal or town site purposes. Presented
12th February, 1909. — Mr. Foster Not printed.

70. Return to an order of the House of Commons, dated 26th January, 1909, showing, year

by year, since 1881, the expenditures charged annually to capital under the caption of
Dominion lands, together with a similar statement of the total receipts from sale of

lands, town sites, &c., where public domain has been permanently alienated. Presented
12th February, 1909. — Mr. Ames Not printed.

71. Return to an order of the House of Commons, dated 1st February, 1909, showing the

amount of gold, silver and copper coins manufactured by the branch of the Royal Mint
in Canada, and the amount of said coin not disposed of since it commenced operation
up to 1st January, 1909. 2. How much silver in its crude state has been offered for
sale to the management of the Royal Mint from Canadian mines in the year 1908, and
what quantity has been accepted. 3. What reason the government gives for not pur-
chasing all the silver in its crude state that is offered. 4. The system used in deciding
from whom to make purchases. 5. How many Canadian mines have sold silver to the
government, the names of said mines, and the quantity purchased from each. Pre-
sented 12th February, 1909. — Mr. Armstrong Not printed.

17

5654^2

8-9 Edw. VII. List of Sessional Papers. - A. 1909

CONTENTS OF VOLUME 17— Continued.

71a. Return to an order of the House of Commons, dated 1st February, 1909, sLowing the
total cost of the Roj-al Mint to 31st December, 1908; the total expenses of Royal Mint
for the calendar year 1908, (a) for additions and improvements, (b) for maintenance,
(c) for salaries, (d) for bullion coitper, silver and gold, respectively ; the amount of
copper, silver and gold coinage that was struck during that time ; and the net profit on
each kind of coinage. Presented 31st March, 1909. — Mr. Foster Not printed.

72. Return to an order of the House of Commons, dated 25th January, 1909, showing, in

detail, the items comprised in the amount $699,235.52, given as miscellaneous revenue
for the month of December, 1908. Presented 12t]i February, 1909.— Mr. Avies.

Not printed.

73. Return to an order of the House of Commons, dated 25th January, 1909, showing all
free mail deliveries established or authorized since the 30th of June, 1908, in towns or
villages; all free rural mail deliveries established or authorized since said date, the
number of persons served by each such free mail delivery in the community or route
for which it has been so established and the cost in each instance. Presented 12th
February, 1909.— Afr. Borden (Halifax) Not printed.

73a. Return to an order of the House of Commons, dated 22nd March, 1909, for a copy of all
correspondence and memoranda relating to rural mail delivery in the province of
Alberta. Presented 17th May, 1909.— Mr. McCarthy Not printed.

74. General orders issued to the Militia between 28th November, 1907, to 31st January, 1909.

Presented 15th February, 1909, Vy Sir Frederick Borden Not printed.

75. Return to an order of the House of Commons, dated 8th February, 1909, in detail show-

ing what disposition has been made of the vote of $35,000 to cover the cost of boring for
oil, gas, coal, &c., passed on 15th July, 1908, with a copy of all correspondence, reports,
telegrams, memoranda, &c., connected with the matter, giving the district in which
the wells were drilled, the cost and present condition of each well, and a copy of all
contracts and tenders. Presented 15th February, 1909. — Mr. Armstrong.. Not printed.

76. Return to an order of the House of Commons, dated 25th January, 1909, showing : 1. The

number of accidents which occurred at level railway crossings in Canada during the
period of five years prior to the 31st of March, 1908. 2. The time where and the
places at which these accidents occurred. 3. The alleged cause of the accident in each
case. 4. The number of persons killed in each case. 5. The number of persons injured
and the nature of the injury in each case. 6. A statement in each case as to whether
the crossing was protected or not, and if protected, by what means. Presented 16th
February, 1909. — Mr. Lennox Not printed.

76a. Return to an order of the House of Commons, dated 10th February, 1909, showing since
the constitution of the Railway Board, in how many cases they have ordered protection
of highway-railway crossings, (a) by separation of the highway and railway, (b) by
gates, (c) by other means, and the method adopted in each case; how the proceedings
were initiated in each case; what order was made as to the expense of the work or
service in each ; at what points separation of highway and railway was ordered, and
the actual or estimated cost in each case; in how many, and what cases applications
were refused. Presented 4th March, 1909. — Mr. Lennox Not printed.

7Gb. Return to an address of the Senate, dated 25th February, 1909, for copies of all
requests to the Board of Railway Commissioners by the Minister of Railways, under
section 28 of the Railway Act, and also copies of all orders in council made within the
last twelve months respecting level crossings by railways over public highways, the
dates of making such requests or orders in council to be given. Presented 19th March,

1909. — Hon. Mr, Ferguson Not printed.

18

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 11— Continued.

77. Return to an order of the House of Commons, dated 1st February, 1909, showing all

importations of steel bars, steel ingot, rolled iron and steel, steel rails and structural
steel, into the Dominion of Canada, by months, since the 31st day of March, 1908, and
up to the 31st January, 1909, showing: (a) the quantity imported, (b) the country
from which imported, (c) port of entry, (d) the value of the imports, and (e) the
amount of duty paid thereupon. Presented 18th February, 1909.— Mr. Boyce.

Not printed.

78. Return to an order of the House of Commons, dated 8th February, 1909, showing the
number of seizures made by the Department of Inland Revenue during the years 1904,

1905, 1906, 1907 and 1908; the date of seizures; by whom seized; what the seizures con-
sisted of; amount realized by the sale of such material seized; and how the seized
material was disposed of. Presented 18th February, 1909. — Mr. Barr Not printed.

78a. Return to an order of the House of Commons, dated 10th February, 1909, showing the
number of seizures made by the Department of Customs during the years 1904, 1905,

1906, 1907 and 1908 ; the date of seizures ; by whom seized ; what the seizures consisted
of ; the party from whom seized ; amount realized by the sale of such material seized ;
and how the seized material was disi^osed of. Presented 11th March, 1909. — Mr. Barr.

Not printed.

79. Return showing remissions of interest made under subsection 2 of section 88 of the Indian

Act, chapter 81, Revised Statutes of Canada, for the year ended 31st March, 1908.
Presented 18th February, 1909, by Hon. F. Oliver Not printed.

80.. Return to an order of the House of Commons, dated 3rd February, 1909, showing how
many sessional clerks and messengers have been appointed to the House of Commons
since 1880; their names and the date of their appointments; if appointed by the Interna!
Economy Commission or otherwise ; how many sessional clerks and messengers have-
been removed from the House of Commons since 1880 ; their names and the dates of
their removal ; if removed by the Internal Economy Commission or otherwise. Pre-
sented 19th February, 1909. — Mr. Paquet.. Not printed.

81. Copy of an order in council of the 15th February, 1909, relative to the Second Joint

Report of the Commission for the demarcation of the meridian of the 141st degree of
west longitude (Alaska Boundary), appointed in virtue of the First Article of the
Convention between Great Britain and the United States, signed at Washington on
the 21st April, 1906; and also a copy of th*^ said Report. Presented 22nd February, 1909,
by Hon. F. Oliver Not printed.

82. Return to an order o* the House of Commons, dated 3rd February, 1909, showing what

precautionary measures were taken by the government to combat the introduction of
the foot and mouth disease into Canada from I'nitcd States; what officials were ap-
pointed especially for tlie work, the dates of appointment, length of service, remunera-
tion paid to each as salary or expenses; the present danger, and when the embargo on
live stock from the United States was raised. Presented 22nd February, 1909.— Mr.
Sharpe (Ontario) Not printed.

82a. Return to an order of the House of Commons, dated 8th February, 1909, showing
what States of the United States have been quarantined by order in council by reason'
of the prevalence of foot and mouth disease in such States; how many inspectors were
appointed by the government to prevent the importation of live stock into Canada
from quarantine States; at what points such inspectors were stationed; and what
salaries these inspectors were paid. Presented 22nd February, 1909.- Mr. Chisholm
(Huron) Not printed.

19

5654—2^

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

83. Return to an order of the House of Commons, dated 10th February, 1909, showing the
quantity of summer-caught white fish, and the value, the pickerel, quantly and valuo,
the sturgeon, quantity and value, exported io the United States for each year, respec-
tively, during the years from November 1893 to November, 1908, from the Manitoba
ports. Presented 23rd February, 1909.— Mr. Bradbwry Not printed.

84. Eeturn to an order of the House of Commons, dated 8th February, 1909, showing, in

detail, all moneys received by this government from the sale of land, forest, mines,
fisheries and other natural resources of the province of Alberta for the last fiscal
year. Presented 23rd February, 190d.— Mr. McCarthy Not printed.

85. Eeturn to an order of the eHouse of Commons, dated 17th February, 1909, showing from

whom the wood-working machinery was purchased for Intercolonial Railway shops at
Moncton or elsewhere since 1st January, 1908, how much from each and the prices
paid; from whom the iron-working machinery was purchased for the Intercolonial
Railway shops at Moncton, or elsewhere, since 1st January, 1908, how much from each,
and the prices paid, the dates, (a) of purchase, and (b) of delivery. Presented 23rd
February, 1909.— Mr. Clare Not printed.

85a. Eeturn to an order of the House of Commons, dated 22nd itarch, 1909, showing the
claims of any person or pprsons in Nova Scotia against the government by reason of
personal damages or losses of animals or damages to property on account of the Inter-
colonial Eailway, settled or paid between 1st June and 31st December, 1908, together
with the names and addresses of such persons, the nature of their claims, how settle-
ment was effected, and on what date settlement was effected in each case. Presented 26th
March, 1909.— Mr. Rhodes Not printed.

86. Return to an address of the House of Commons, dated 15th February, 1909, for a copy

of all orders in council, regulations, reports, correspondence, documents, and papers
under, relating to or touching the several treaties of 11th April, 1908, between His
Majesty and the United States of America, relating to or touching any action, proceed-
ing, appointment, reports or other matter made, had or undertaken under or pursuant
to the said treaties or either of them. Presented 25th February, 1909.— Mr. Borden
(Halifax) Not printed.

87. Return to an order of the House of Commons, dated 26th February, 1909, for copy of a

report of Thomas Costello, special officer of customs, on the subject of the Woollen
Industry in Great Britain. Presented 26th February, 1909. — Mr. Paterson.

Printed for both distribution and sessional papers.

88. Copy of special agreement for the submission of question relating to Fisheries on the

North Atlantic Coast under the general treaty of Arbitration concluded between the
United States and Great Britain on the 4th day of April, 1908. Presented 26th Feb-
ruary, 1909, by Hon. A. B. Aylesworth Not printed.

89. Return to an order of the House of Commons, dated 22nd February, 1909, showing how

many heads of stock there are on the respective experimental farms and what they
consist of; the estimated value of the different kinds, and for what purposes they
are utilized ; how many acres there are in each experimental farm ; how many acres
there are under cultivation on each farm. Presented 26th February, 1909. — Mr.
Staples Not printed.

90. Declaration of Principles, North American Conservation Conference. Presented 26th

February, 1909, by Hon. S. A. TisheT. .Printed for both distribution and sessional papers.

91. Statement of insurance paid on the St. Lawrence route on merchandise, provisions and

grain, from 1900 to 1907, both years inclusive. Presented (Senate) 28th January, 1909,

by Hon.. Sir Richard Cartwright Not printed.

20

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

92. Statement of the affairs of the British CaDadian Loan and Investme'nt Company

(Limited), for the year ended the 31st of December, 1908, also a list of the shareholders
for the same year, in compliance with the Loan Corporation Act. Presented (Senate)
25th February, 1909, by the non. the Speaker .^. Not printed.

93. Copy of the Progress Report, Hudson Bay Railway Surveys, 1st February, 1909. Pre-

sented 4th March, 1909. — Hon. G. P. Graham Not printed.

93a. Return to an order of the House of Commons, dated 8th February, 1909, showing all
surveys made to date in the prosecution of the proposed Hudson Bay Railway. Pre-
sented 8th March, 1909. — Mr. Meighen Not printed.

94. Return to an order of the House of Commons, dated 26th January, 1909, of all correspon-

dence, papers and reports of engineers or others, relating to the authorization and
construction of a canal from Lake Simcoe to Newmarket, including all contracts
entered into, the amount of monej^ so far paid, and the estimated cost of the com-
pleted work, with plans showing the capacity of the canal, and for all statements and
estimates of the commercial reasons for the work. Presented 4th March, 1909. —
Mr. Foster Not printed.

94a. Return to an order of the House of Commons, dated 22nd March, 1909, showing : 1.
Who were employed to value the land of the right of way of the canal from Holland
River to Newmarket, and what other duties than valuation of lands these parties were
entrusted with. 2. The remuneration of each of these valuators. 3. How long they
were employed, and upon what terms. 4. (a) What properties they valued, (b) at w"hat
amount or rate in each case, (c) the acreage of each property, (d) in how many cases,
by names, the valuations were accepted by the owners, (e) in how many cases, by
names, the valuations were finally rejected by the owners, (/) in what cases expro-
priation proceedings were resorted to, and (g) the result as compared with valuators'
figures. 5. What titles to all properties have been required. Presented 31st March,
1909.— Mr. Lennox Not printed,

95. Return to an order of the House of Commons, dated 8th February, 1909, for a copy of

all lists of voters as prepared by the enumerators and completed by the deputy return-
ing officers for the several polling subdivisions in the electoral riding of Calgary, in
the province of Alberta, and used in the recent general election for "the House of Com-
mons. Presented 4th March, 1909. — Mr. McCarthy Not printed.

95a. Return to an order of the House of Commons, dated 8th February, 1909, showing the
names of the deputy returning officer, poll clerk, scrutineer or agent, or any other
officer who acted, respectively, as such in the several polling subdivisions in the elec-
toral district of Calgary in the recent general election for the House of Commons.
Presented 4th March, 1909.— Mr. McCarthy Not printed.

95b. Return to an order of the House of Commons, dated 15th Marcli, 1909, showing, in
respect of the election for the House of Commons, held in the county of Montcalm, on
the 26th of October, 1908, and in respect of each polling subdivision (a) the number of
votes polled for each candidate; (b) the total number of valid votes polled; (c) the
number of rejected ballots; (d) the number of spoiled ballots; (e) the number of
voters on the revised voters' list; (/) the number of ballot papers in possession of the
deputy returning officer at the hour of the opening of the poll; (g) the number of
ballot papers remaining unused in the hands of the deputy returning officer at
close of the pool; {h) the name and the address of the returning officer
and names and addresses of each of his deputies and poll clerks;
(i) all correspondence between the government, or any officer thereof, and the return-
ing officer, or any deputy returning officer or poll clerk or, any candidate in respect

of said election. Presented 22nd March, 1909.— 3/r. ^mes Not printed.

21

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

95c. Return to an order of the House of Commons, dated 17th February, 1909, for a copy of
all lists of voters as prepared by the enumerators and completed by the deputy
returning officers for the several polling subdivisions in the electoral riding of
Qu'AppeUe, and used in the recent general election for the House of Commons; also
for a return showing the boundaries of the said polling subdivisions, and the names
of -the enumerators, deputy returning officers, poll clerks, candidates' agents or scru-
tineers who acted for each poll. Presented 22nd March, 1909. — Mr. Lake. .Not printed.

96. Return to an order of the House of Commons, dated 11th February, 1909, for a copy of

a report made by Charles Olin to the Department of the Interior, of his visit to
Sweden for that department in 1907-8, and of all correspondence leading up to his
appointment to make such trip, and in any way relating thereto. Presented 4th March,
1909.— Mr. Goodeve Not printed.

97. Return to an order of the House of Commons, dated 8th February, 1909, for a copy of

all applications that have been received for the transfer of villa lots in section 14,
township 24, range 1, west of the fifth meridian, and all correspondence in connection
therewith since the 10th day of June, 1908. Presented 4th March, 1909.— Mr. McCarthy.

Not printed.

98. Return to an order of the House of Commons, dated 1st March, 1909, showing the

average number o^ men employed in every capacity in the working, maintenance and
repairs of the Carillon and Grenville Canals during each of the following months:
July and August, 1906 and 1908, September and October, 1907 and 1908; and the total
outlay for wages and salaries; also, the total expenditure of every kind in connection
with the said canal during each of these months. Presented 4th March, 1909.— Mr.
Perley Not printed.

99. Return to an address of the House of Commons, dated 22nd February, 1909, for a copy of

orders in council, correspondence, letters, despatches, memoranda and communications,
between the Imperial and Canadian, governments relating to the organization of a
Imperial General Staff. Presented 5th March, 1909.— Mr. Talhot.

Printed for both dixtribution and sessional papers.

100. Return to an order of the House of Commons, dated 1st February, 1909, for a copy of
all correspondence between the Surveyor General's Department or Department of
Indian Affairs and the late Mr. Vaughan, D.L.S., covering his instructions to survey
the parish of St. Peters, St. Clements and St. Peters Indian Reserve; together with
Mr. Vaughan's correspondence, &c. ; of all correspondence between the Department of
the Interior and Mr. H. M.. Howell, Commissioner to investigate Indian claims on said
reserve; of the report of Mr. Rothwell, Law Clerk of the Department of the Interior,
on the said St. Peters land claim; of the itemized acco^unt of Frederick Heap, of the
services rendered during the investigation, and instruction to him from the Depart-
ment of the Interior and Indian Affairs. Presented 5th March, 1909. — Mr. Bradbury.

Not printed.

iOOo. Return to an order of the House of Commons, dated 22nd February, 1909, for a copy
of the treaty arranged between St. Peters Indians and the government; and of all
correspondence, papers, instructions, and documents relating to the aforesaid treaty.
Presented 11th March, 1909.— Mr. Bradbury Not printed.

.100b. Return to an order of the House of Commons, dated 17th February, 1909, showing the
number and names of all parties who were entitled to receive patents, and did receive
patents, under the treaty made by Mr. H. M. Howell for the surrender of St. Peters

Reserve, Manitoba. Presented 12th March, 1909--Mr. Bradbury Not printed.

22

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 11— Continued.

lOOc. Supplementary Eeturn to No. 100. Presented 5tli April, 1909 Not printed.

lOOcf. Return to an order of the House of Commons, dated 5tli April, 1909, for a copy of all
papers, letters and correspondence relating to, and an itemized statement of, the
account of Mr. H. M. Howell in regard to the surrender of St. Peters Reserve.
Presented 27th April, 1909.— Mr. Smyth Not printed.

lOOe. Supplementary Return to No. 100. Presented 19th May, 1909 Not printed.

101. Supplementary Convention respecting the commercial relations between France and
Canada, entered into at Paris on the 23rd day of January 1909, between His Majesty and
the President of the French Republic. Presented 8th March, 1909, by Hon. AV. S.
Fielding Printed for both distribution and sessional papers.

102. Correspondence relating to Supplemental y Convention respecting commercial relations
between Canada and France. Presented 10th March, 1909, by Hon. W. S. Fielding.

Printed for both distribution and sessional papers.

103. Return to an order of the House of Commons, dated 22nd February, 1909, for a copy
of all evidence, reports, correspondence, writings, papers and documents in possession
or control of the Department of Inland Revenue, including all correspondence and
written statements between the department or its officials or agents, and the govern-
ment of Manitoba, or the Attorney General or other officials or agents of that pro-
vince, in reference to the quality of coal oil sold in Manitoba, and accidents caused by
coal oil there during the year 1908, and connected with recent investigations into the
cause of these disasters. Presented 8th ilarcb, 1909. — Mr. Schaffner Not printed.

104. Copies of cablegrams between His Excellency the Governor General and the Honour-
able the Secretary of State for the Colonies respecting the International Boundary
Waters Treaty. Presented 8th March, 1909, by Sir Wilfrid Laurier Not printed.

104a. International Boundary Waters Treaty, signed at Washington, 11th January, 1909,
(2) Rider attached by United States Senate. Presented 15th March, 1909, by Hon. W. S.
Fielding Not printed.

105. Return to an order of the House of Commons, dated 16th January, 1909, showing the
number and amount of temporary loans made by the government since 1st July, 1906,
the bank or corporation with which each was made, the conditions and cost of the
same. Presented 9th March, 1909.— Mr. Foster Not printed.

105a. Return to an order of the House of Commons, dated 26th January, 1909, showing the
; amount and conditions of each permanent loan made by the government since 1st July,
1896, the bank or corporation through which it was made, the cost of each, in (a)
brokerage and commission, (b) stamps, &c., (c) legal or other services, and (d) dis-
counts, the net result of each loan and per cent of interest upon the same. Presented
24th March, 1909.— Mr. Foster Not printed.

105b. Supplementary Return to No. 105a. Presented 31st March, 1909 Not printed.

105c. Return to an order of the House of Commons, dated 8th March, 1909, showing what
expenses under the following heads: (a) bank commission, (b) underwriting charges,
(c) brokerage, and (d) advertising, were incurred by the government on each of the
following loans, and to wliom the several amounts were paid, viz : —

£ s. d.

1874, loan extended to 1911, i per cent 1,753,830 4 10

1875-8 Public Works guaranteed loan, 4 per cent 3,200.000 0 0

Loan of 1884, 3^ per cent 5,000,000 0 0

23

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

Canada reduced 1885, i per cent 6,443,136 2 9

Loan of 1885, 4 per cent 4,000,000 0 0

C. P. E. land grant 1888, 3^ per cent 3,093,700 0 0

4 per cent loan of 1908-12, 4 per cent 1,379,600 0 0

3i per cent loan 1908, (February issue) 3^ per cent 3,000,000 0 0

3i per cent loan 1908, 3| per cent 5,000,000 0 0

3i per cent loan 1908 (October issue) 3| per cent 5,000,000 0 0

3| per cent loan 1909, 3| per cent 6,000,000 0 0

Payable in Canada —

Eeduced loan of 1883, extended 3i per cent $1,425,800 00

Dominion stock issue —

A reduced in 1897, 3| per cent 58,899 67

B reduced in 1897, 3* per cent 325,900 00

C reduced in 1897, 3| per cent ■ 49,066 34

E extended for 10 years, from 1st July. 1906, 3§ per cent.. 2,500,000 00
Dominion stock issue 1S91, 3i per cent 404,202 00 j

$5,000,000 for one month; Bank of Montreal, Ottawa; 2nd March, 1909; 4 per cent.

Presented 6th April, 1909.— Mr. Sharpc (Ontario) Not printed.

105d. Return to an order of the House of Commons, dated 26th January, 1909, showing, in
respect of the sinking fund in connection with each outstanding loan forming on 31st
March, 1908, part of the funded public debt: (a) term of loan, (b) the sinking fund
rate, (c) the amount that has been each year set aside, including earnings of interest
reinvested, (d) the aggregate amount to credit of sinking fund of that particular loan
on 31st March, 1908, (e) the aggregate amount which may be reasonably expected to
stand to credit of sinking fund on date when loan shall fall due, and if extended at
the end of final period, (/) percentage which accrued sinking fund and its earnings
will bear to the nominal amount of loan on date of expiry. Presented 6th April, 1909. —
Mr. Ames Not printed.

105e. Supplementary Return No. 105c. Presented 19th April, 1909 Not printed.

105/. Return to an address of the House of Commons, dated 8th February, 1909, for a copy
of all orders in council, correspondence and papers, including prospectuses, in relation
to the loans negotiated by the Minister of Finance from the 1st January, 1907, to date.
Presented 19th April 1909. — Mr. Foster Not printed.

105g. Return to an order of the House of Commons, dated 26th January, 1909, showing, in
detail, the contingent or nominal liabilities of the Do.ninion government on the 1st of
January, 1909; that is to say, a statement of all amounts which might under existing
legislation become exigible, such as earnable railway subsidies, government guaranteed
loans, deficiencies which might require to be made good, &c. (See also 109a.) Presented
19th April, 1909.— Mr. 4 ?nes ' Not printed.

106. Return to an order of the House of Commons, dated 22nd February, 1909: 1. Showing
the approximate area of coal and timber lands, respectively, in each of the provinces
of Saskatchewan and Alberta (a) owned by private individuals or companies, (b)
leased by the government to private individuals or companies ; and the approximate
area in each province on which mining or liimbering operations are actually being
carried on. 2. The approximate amount of revenue collected by the government between
1st January, 1906, and the 31st December, 1908, on account of (a) payments for coal
lands; (b) coal royalties; (c) bonuses and rentals on timber lands; (d) timber dues;
(e) hay lands ; (/) grazing lands, and (g) irrigation areas within each of the above

provinces. Presented 11th March, 1909. — Mr. Lake Not printed.

24

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

106a. Return to an order of the Houde of Commons, dated 22nd February, 1906, showing
how many acres have already been taken up in Manitoba, Saskatchewan and Alberta,
respectively, by homestead and pre-emption, by railway lands, by Hudson Bay lands;
by other corporations or persons; by waste, swamps or mountainous land unfit for
tilling; by lake areas, including Winnipeg, Winnipegosis, ilauitoba. Big Quill, Birch
and Beaver; and the area in square miles of each province above named. Presented
nth March, 1909.— i¥r. Hughes Not printed.

106b. Return to an order of the House of Commons, dated 8th March, 1909, for a copy of all
applications, advertisements, tenders, leases, correspondence and papers of every
description, with respect to timber berths Nos. 1316, 1317, 1318, 1330, 1331, 1332, 1333,
1334, 1335, 1336, 1360, 1361, 1362, 1363, 1364 and 1365. Presented 30th March, 1909.— Mr.
Bradbury Not printed.

106c. Return to an order of the House of Commons, dated 22nd March, 1909, for a coi)y of
all correspondence, communications in writing and documents, to the Minister of the
Interior, or any official of the department, and the replies or communications from
the minister or any official of the department, since 11th January, 1905, relating to the
transfer of certain swamp lands in the Big Grass Marsh, in the province of Manitoba,
to His Majesty King Edward VII., for the purposes of the province of Manitoba. Pre-
sented 30th March, 1909.— ilir. MoUoy Not printed.

106d. Supplementary Return to an order of the House of Commons, dated 3rd March, 1909,
showing with respect to leases granted since 30th June, 1896, for timber on Dominion
lands in British Columbia, the names and a^ldresses of lessees, the date, term and
acreage of each lease, and the bonus received for the same. Presented 5th April, 1909.
— Mr. Taylor (New Westminster) Not printed.

lOoe. Return to an order of the House of Commons, dated 5th April, 1909, for a copy of all
correspondence, reports, papers, and communications in the possession of the Dominion
Lands Office at Prince Albert and the Department of the Interior at Ottawa, in con-
nection with the application for patent for the N.E. ^ section 10, township 47, range 1,
west 3rd meridian of A. A. Strachan, and the performance of his homestead duties.
Presented 16th April, 1909.— Mr. Lake Not printed.

107. Return to an order of the House of Commons, dated 1st February, 1909, showing the
total amount received by the Winnipeg Free Press from all the departments of the
government from 1st July, 1896, to 1st January, 1909, specifying amount each year.
Presented 11th March, 1909. — Mr. Herron Not printed.

107a. Supplementary Return to No. 107. Presented 26th March, 1909 Not printed.

108. Return to an order to the House of Commons, dated 26th January, 1909, showing
approximately the total amount of available cash on deposit to the credit of the gov-
ernment on the last day of each month during the period between the 1st of April, 1907,
and the 31st December, 1908. Presented 11th March, 1909. — Mr. Ames.. ..Not printed.

109. Return to an order of the House of Commons, dated 26th January, 1909, showing to
date the statement found on page 15 of the Budget Speech of 1898. Presented 11th
March, 1909.— 3fr. Ames Not printed.

109a. Return to an order of the House of Commons, dated 26th January, 1909, showing, in
detail, the contingent or nominal liabilities of the Dominion government on the 1st
January, 1909; that is to say, a statement of all amounts which might under existing
legislation become exigible, such as earnable railway subsidies, government guaranteed
loans, deficiencies, which might require to be made good, &c. (Supplementary to No.
lOog.) Presented Uth March, 1909.— Mr. Ames Not printed.

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

110. Return to an order of the House of Commons, dated 17th February, 1909, for a copy of
all correspondence passing between the Department of Justice and the officers of New
Westminster Penitentiary or other persons whatsoever, relating to the visit or pro-
posed visit of detectives to Bill Miner during his incarceration in said penitentiary;
also of the report of the Inspector of Penitentiaries after investigating the circum-
stances connected with Miner's escape, and of the evidence on which such report is
based; also a copy of telegram sent from the said penitentiary to the department or its
officers respecting Miner's escape, and of such telegrams as received and of telegrams
sent and received in answer within two weeks from such escape. Presented 12th March,
1909.— Mr. Taylor (New WestJninster) Not printed..

111. Return to an order of the House of Commons, dated 17th February, 1909, showing what
amounts the government has paid property owners for damages caused by the holding
vip of water in the Otonabee River, between Hastings and Peterboro', and the names of
the parties receiving settlements. Presented loth March, 1909. — Mr. Sexsmith.

Not printed.

Ilia. Return to an order of the House of Commons, dated 17th February, 1909, showing
what amounts the government has paid property owners in or around Stony Lake for
damages caused by the rising of water, and who they were. Presented 15th I\Iarch,
1909. — Mr. Sexsmith Not printed.

111b. Return to an order of the House of Commons, dated 8th February, 1909, showing what
measures, if any, have been taken by the government to lower the waters of Lakes
Simcoe and Couchicliing; what moneys, if any, have been expended for this purpose,
the date of expenditure, and persons superintending the same; the future intention of

• the government in this direction, for tlie purpose of reclaiming thousands of acres
of iirst-class arable land. Presented 25th March, 1909. — Mr. Sharpe (Ontario).

Not printed.

112. Return to an order of the House of Commons, dated 3rd March, 1909, for the produc-
tion of the original tenders received in reponse to advertisement calling for tenders
for the erection of the building at Kingston R. M. C, intended for barracks accom-
modation, for stables; and also for a Return showing the advertisement and the papers
in which inserted; said papers not to be part of the archives of this House, but to be
returned by the Clerk to the Department of Public Works after inspection. Presented
15th March, 1909.— Mr. Edwards Not printed.

112a. Return to an order of the House of Commons, dated 3rd March, 1909, for the produc-
tion of the original tenders received in response to advertisement calling for tenders for
the erection of the Veterinary Hospital at Kingston, and also for a return showing the
advertisement and the papers in which inserted, said papers not to be part of the
archives of this House, but to be returned by the Clerk to the Department of Public
Works after inspection. Presented 24th March, 1909. — Mr. Edwards Not printed.

113. Return to an order of the House of Commons, dated 22nd February, 1909, for a copy of
all papers, letters, telegrams and communications, with reference to the complaint
against and conviction and fine of F. Macdonald Jacobs, of Caughnawaga Reserve,
for cutting cordwood upon territory occupied by him on the reserve, and to have
refund of dues or fine. Presented 15th March, 1909. — Mr. Boyce Not printed.

114. Return to an address of the House of Commons, dated 17th February, 1909, for a copy
of all correspondence, letters, despatches, memoranda, &c., between the Imperial gov-
ernment, or any member thereof, and the Governor General, government or any mem-
ber thereof, relating to or bearing upon the question of Canada contributing to the
support of the British fleet, or purchasing ships of her own, or assisting in any way in
maintaining with the mother country the supremacy of the seas. Presented 17th
March, 1909.— M?*. Worthington Not printed.

26

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

115. Return to an order of the House of Commons, dated 22nd February, 1909, for a copy of
all reports, memorials, documents and correspondence in possession of the government
with regard to the superannuation and to making provision for the superannuation of
officers and members of the crew of the winter or ice-breaking steamers owned or in
the employ of the government. Presented 17th March, 1909. — Mr. Warbiirton.

Not printed.

116. Return to an order of the House of Commons, dated 17th February, 1909, for a copy
of all correspondence between J. H. Davis and the Department of Marine and Fish-
eries referring to the fisheries of Manitoba ; and of all petitions and correspondence from
the Fisherman's Union, Gimli, Manitoba, to and with the said department. Pre-
sented 17th March, 1909. — Mr. Bradbury Not printed.

116a. Return to an order of the House of Commons, dated 17th February, 1909, for a copy of
all correspondence or petitions received from F. W. Colclaugh, while he was inspector
of fisheries for Manitoba, referring to the operations of commercial companies and
others. Presented 29th March, 1909. — Mr. Bradbury Not printed.

117. Return to an order of the House of Commons, dated Sth March, 1909, for a copy of all
reports, correspondence, statements, receipts, vouchers and documents of every descrip-
tion with respect to the granting and payment of the railway subsidy authorized under
6-7 Edward VII., chapter, 40, section 1, subsection 16. Presented 17th March, 1909. —
Mr. Ames Not printed.

118. Return to an address of the House of Commons, dated 1st March, 1909, for a copy of
all correspondence, documents and papers relating to the construction, or proposed
construction, of a line of railway from a point at or near Caledonia to Liverpool, not
exceeding 29 miles, referred to in the Acts of 1903, chapter 57, section 23d, and all
orders in council, reports, conlracts, agreements and other papers, relating to the
same matters. Presented ISth March, 1909. — Mr. Borden (Halifax) Not printed.

119. Return to an address of the Senate dated 3rd March, 1909, calling for a statement
showing the imports of oxide of aluminum for the years 1903, 1904, 1905, 1906, 1907,
1908, with value. Also a statement showing the exports of aluminum for the same
years, with values. Presented 10th March, 1909. — Hon. Mr. Doniville.. ..Not printed.

120. Return to an order of the House of Commons, dated 1st February, 1909, showing the
number of applications made to the Board of Railway Commissioners for the privilege
of crossing railway tracks with telephone and telegraph wires and with water mains,
each, over the said period from 1st February, 1904, to the 1st January, 1908; the total
number of applications granted over said period; the total number of applications
refused ; the date of each application ; the date each application was granted ; the
length of time from the application to the granting of same; and what time should
elapsed before the board should give its decision. Presented 23rd March, 1909. — Mr.
Barr Not printed.

121. Return to an order of the House of Commons, dated 17th February, 1909, giving de-
tailed items of the sum of $10,646.93, being revenue received from Kingston Penitentiary,
other than from sale of twine, as shown on page L — 36 of the Auditor General's Report,
and stating what proportion of such revenue was derived from sales to officers of the
penitentiary, with the names of such officers, and the amounts and nature of the
goods purchased by them. Presented 23rd March, 1909. — Mr. Barnard Not printed.

122. Return to an order of the House of Commons, dated 1st March, 1909, for a copy of
all papers and correspondence between the government and the government of British
Columbia with reference to the reduction of Indian Reserves in that province, propor-
tionately to the decrease of Indian population as provided for by order in council.
Presented 23rd March, 1909.— Mr. Barnard Not printed.

27

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 11— Continued.

123. Return to an order of the House of Commons, dated 17th February, 1909, for a copy
of all correspondence, reports and papers ot every description tr'iating of or in con-
nection with the application of or grant to Francis Percival Aylwin, of the city of
Ottawa, of a tract of land in the province of Alberta for irrigation purposes. Pre-
sented 23rd March, 1909.— Mr. Magrath Not printed.

124. Return to an order of the House of Commons, dated 3rd March, 1909, showing the
amounts on deposit in the Government Savings Department on 1st October, 1889,
1st October, 1896, and 1st October, 1897 and 1898; how many officials were employed in
connection with the management of this fund in the years 1888, 1890, 1898, 1900 and
1908; the cost of the management of this fund in tlie years 1888, 1890, 1898, 1900 and
1908. Presented 23rd March, 1909.— Mr. Sharpe (Ontario) Not printed.

124:0. Supplementary Return to No. 124. Presented 5th April, 1909 Not printed.

125. Return to an order of the House of Commons, dated 1st February, 1909, showing what
operations, including all expenditures, were carried on last year under the fishing
leases granted to F. H. Mavkey, of Montreal, for Great Slave Lake, Nelson and other
rivers; J. K. McKenzie, of Selkirk, for Lesser Slave Lake and Arthabaska Lakes;
Archibald McNee, for parts of James Bay; Coffey and Merritt, Cedar Lake; The Capital
City Packing Company (Limited) and the William Hickey Company (Limited). Pre-
sented 24th March, 1909. — Mr. Bradbury Not printed.

126. Return to an order of the House of Commons, dated 26th January, 1909, showing the
names and places of registry of the several American fishing vessels seized by the
Dominion fishery cruisers for illegal Hsliing in Canadian waters since 1900, and of thf>
courts in which action for penalties or forfeitures were instituted, the mode of service
of the writs or other process on such foreign fishing vessels, and in what court tried-
and a statement of the fines imposed, or proceeds of sale realized, and how such fines
or proceeds of forfeiture were appropriated; also a copy of the judgment of the High
Court of Justice for Ontario in the case of Rex vs. American Gasoline Fishing Boat.
Presented 24th March, 1909.—Mr. 3facdoneZZ Not printed.

127. Return to an address of the House of Commons, dated 1st February, 1909, for a copy
of all orders in council, reports, correspondence, deeds, conveyances, regulations, con-
ditions and other documents relating to (a) the grant or conveyance to the Grand
Trunk Railway Company of Canada of a portion of Major Hill Park, so-called, for the
site of an hotel, or touching the use or purpose for which the said conveyance was
made or proposed; (b) the grant or conveyance to the said company or to the Ottawa
Railway Terminal Company or to any other person or corporation of any lands in or
adjoining the city of Ottawa for the purpose of or in connection with the building of a
station at Ottawa or for other railway purposes. Presented 24th March, 1909.— Mr.
Borden (Halifax) Not printed.

128. Return to an order of the House of Commons, dated 3rd March, 1909, showing how many
post offices have been transferred in the province of Manitoba since 1st November, 1908;
who the former postmasters were, and who the present postmasters are, with the
names of offices ; and the reasons assigned for the transfers. Presented 24th March,
1909.— Mr. Roche Not printed.

128a. Return to an order of the House of Commons, dated 8th March, 1909, for a copy of all
applications, correspondence, reports, documents and papers relating to the establish-
ment and service of a post office at Hand Hills, Alberta. Presented 13th April, 1909.—
Mr. Magrath Not printed.

28

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

128b. Return to an order of the House of Commons, dated 22nd March, 1909, for a copy of
all correspondence, petitions and reports addressed to the government, or Post Office
Department, and all correspondence and orders ^consequent thereon, relating to the
change of the name of the post office of Weymouth North, and of the post office of
Weymouth Bridge to Weymouth. Presented 19th April, 1909. — Mr. Jameson.

Not prinfed.

129. Return to an order of the House of Commons, dated 8th March, 1909, showing the
names and addresses of the several immigration agents in Canada whose duty it is to
locate or settle immigrants upon their arrival in Canada, what salary or remuneration
has been paid to each such agent for the fiscal year 1908 and up to the 1st February,
1909, and on what basis they are paid. Presented 25th March, 1909. — Mr. Macdonell.

Not printed.

129a. Return to an order of the House of Commons, dated 8th March, 1909, showing the
names and addresses of the several inspectors of immigrants employed by the govern-

• ment ; what salary or remuneration has been paid to each such inspector during the
fiscal year 1908 and up to the 1st Februarj-, 1909 ; and on what basis they are paid.
Presented 25th March, 1909. — Mr. Herron Not printed.

129&. Return to an order of the House of Commons, dated 10th February, 1909, for a copy
of all correspondence, reports and documents between the Department of the Interior
and the immigration agents in the United States; and between the Department of the
Interior and the colonization societies since the 1st of January, 1908. Presented 30th
March, 1909.— Mr. Paguef Not printed.

130. Return to an order of the House of Commons, dated 15th March, 1909, showing the
amounts paid during the years 1903-4, 1905-6 and 1907-8 by the following Departments:
(a) Marine and Fisheries, (b) Railways and Canals, (c) Customs, (d) Post Office, (c)
Militia and Defence, and (/) Public Works, to the following persons, firms and com-
panies, viz. — The AVilson Gas Buoys Company, the Canadian Fog Signal Company,
James Murphy, William R. Blakiston, James Holliday, Allison Davie, J. B. Cote,
Adolph Huot, Joseph Samson, Samson & Philion, E. Pelletier, Napoleon Mercier, Severin
Martel, Michel Thibodeau, Edmond Belanger & Co., Marie & Themblay, Terreau &
Racine, Rock City Tobacco Company, J. N. Martineau, George Marchand, Jean Drolet,
Elie Amyot, Charles A. Parent, A. N. Melvin, W. G. Robertson, Wm. Robertson & Co.,
Howell & Co., St. John Iron Works, Charles McDonald, John A. Moore, Wm. J. Vroom,
John A. McAvity Bros., George McAvity, Patrick J. Mooney, Poison Bros, or Poison
Iron "Works, Merwin & Company, P. L. Brooks & Company, F. S. Brooks, Safety Com-
pany, Submarine Company, Wm. J. Allen and Mr. Willard. Presented 25th March,
1909.— Mr. Sharpe (Ontario) Not printed.

131. Return to an order of the House of Commons, dated 25th January, 1909, showing in
relation to each dog-fish reduction plant or establishment for the reduction of dog-
fish erected by or for the government or maintained in whole or in part by the gov-
ernment (a) the cost of construction, (b) the cost of maintenance for each year, (c)
the location, (d) the quantity of dog-fish treated thereat in each year, and (e) the
amount realized from the sale or disposal thereof in each year. Presented 25th March,
1909.— Mr. Bo7-den (Halifax) Not printed.

132. Retiirn to an order of the House of Commons, dated 17th February, 1909, showing the
amount of money paid by the government, including all branches of the service, from
1st January, 1897, to 1st January, 1909, to the Logberg Printing Company, Winnipeg.
Presented 26th March, 1909.— Mr. Bradbury Not printed.

29

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— CcnHnued.
132a. Supplementary Eeturn to No. 132. Presented 6tii April, 1909 Notprinled.

133. Return to an order of the House of Commons, dated 22nd March, 1909, showing the
amount of produce of the following lines shipped to Great Britain or other countries
in cold storage, or cooled air chambers, during the years 1907 and 1908 :— Apples, in
barrels or other packages, pears, plums, tomatoes, fresh meat, in pounds, fowl, fish,
butter, eggs and cheese; to what country or countries they were shipped, and their
condition on landing; the system of cold storage principally in use on the steamships
carrying such produce, Preseated 2Cth March. 1909.— Mr. Sproule Notprinied.

134. Eeturn to an address of the House of Commons, dated lOtli February, 1909, for a copy
of all correspondence, telegrams, papers, reports and valuations of officers or experts,
and orders in council, in connection with the purchase, re-moval and repairing of the
dredge Industry and parts thereof, including scow, boilers and parts. Presented 29th
March, 1909.— Mr. Foster Not printed.

135. Copy of a letter sent to all officers of the Department of Public Works charged with
the purchase of materials and supplies, and the certifying of accounts for same, under
the different branches of the chief architect, the chief engineer and the superintendent
of telegraphs. Presented 31st March, 1909, by Hon. W. Pugsley Not printed.

136. Eeturn to an order of the House of Commons, dated 8th February, 1909, showing the
Eoss Eifles, Mark I. and Mark II., or any other description of Ross Eifle, used by thn
Canadian rifle team at Bisley last year in the regular team competitions ; what Ross
rifles of any description were used in the Bisley competitions, regular or extra series
matches, by any member of the Canadian team, or any Canadian marksman engaging
in Buch matches; with the name of the individual, and if in the employ of the Eoss Eifle
Company; the description of the rifle, and in what way it differs from the Eoss Eifle.
Mark I. and Mark II., both as to length of barrel and such expert accessories as wind
gauges, sights, globe or ring, spirit levels, &c., if a target rifle or a service rifle, and if to
be adopted by the government for the militia; and where the rifle was manufactured
in toto. Presented 1st April, 1909. — Mr. W or thing ton.. _ Not printed.

137. Eeturn to an address of the House of Commons, dated 10th February, 1909, for a copy
of all correspondence, papers, reports, estimates, orders in council, &c., in connection
with the surveys of and boring in, and called for tenders for dredging or excavation
in the St. John Harbour and Courtney Bay, or either of them, during the year 1908;
a copy of the advertisements, names of the papers in which they were inserted, the

* tenders received and dates, the names of the tenderers and the amount of each tender;
which tender, if any, was accepted, the deposit recxuired, and in which bank it was
deposited. Presented 6th April, 1909. — Mr. Daniel Not printed.

137a. Eeturn to an address of the House of Commons, dated 10th February, 1909, for a
copy of all correspondence, papers, orders in council, advertisements, tenders, con-
tracts, &c., in connection with dredging in the harbour of St. John, New Brunswick,
covering the area dredged by Gershen B. Mayes, the Dominion Dredge Company, John
Moore, or other parties, during the years 1904, 1905, 1906, 1907 and 1908; the quantities
dug under each contract, the amounts paid to each contractor, the date of each pay-
ment, and to whom. Presented 11th May, 1909.— Mr. Daniel Not printed.

138. Return to an order of the House of Commons, dated 1st February, 1909, showing: 1.
The total amount expended on public works by this government in the riding of
Bonaventure prior to the general elections of 1990. 2. The total amount expended by
the government in this riding, (a) on public works, and (b) in aid of the railways and
other undertakings since said general election, and the estimated additional amount

30

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME \7— Continued.

required, (a) to complete tliese public \vorks, and (b) to meet the subsidies or grants in
aid of railways or other undertakings. 3. The various public works undertaken by the
Government in this riding between the general election of 1896 and the general election
of 1900, the dates when the several Avorks were undertaken, whether they were let by
public advertisement, tender, and contract, or how otherwise, and the sums of money,
stated separately, expended upon these works prior to the election of 1900. 4. Which of
these several works were completed and which of them remained uncompleted at the
date of the election in 1900. 5. The sums of money, stated separately, expended in or
towards completing these works since the said election of 1900, and the dates of
expenditure. 6. The various public works undertaken and carried on by the Gov-
ernment since the general election of 1900, the dates when the several works were
inaugurated or commenced, the sums of money, stated separately, expended upon these
works, and the estimated amount required to complete such of these works as have not
been completed; and sliowiug whether tliese works were done bj' tender or contract, or
how otherwise. 7. The moneys granted by the Government by way of subsidy aid to
railways or other undertakings in said riding since the general election of 1900, the
sums of money paid under these grants and the estimated amount required to meet
future payments. 8. The public works commenced and the money obligations incurred
and moneys expended for public works within said riding of Bonaventure during the
month of October last. Presented 13th April, 1909. — Mr. Lennox Not printed.

139. Return to an order of the House of Commons, dated 1st March, 1909, showing the
names and addresses of all half-breeds living in the United States who have been
allotted scrip since January, 1902, and to whom said scrip was sent or delivered.
Presented 13th April, 1909.— Mr. Bradbury Not printed.

140. Return to an address of the House of Commons, dated 1st March, 1909, for a copy of
all correspondence, orders in council, papers and other documents relating to the dis-
allowance, or application therefor, of an Act of the Legislature of the province of
Ontario, intituled : ' An Act respecting Cobalt Lake and Kerr Lake,' being chapter IS
of the Statutes of 1907. Presented 13th April, 1909.— Mr. Clarke (Essex). .Not printed.

141. Return to an order of the House of Commons, dated 15th February, 1909, showing: 1.
The total mileage of railways authorized to be constructed under charters granted by

the Dominion Parliament, between the period from 1S88 to 1908, inclusive, exclusive of
the Grand Trunk Railway Company, the Canadian Pacific Railway Company, the Cana-
dian Northern Railway Company, and the Grand Trunk Pacific Railway Company.
2. Exclusive of the above named companies, the number of miles actually constructed
under said charters. 3. The number of said companies so incorporated. 4. The num-
ber of those that have actually constructed any portion of the railway so authorized.
5. The number of said charters which have lapsed. 6. The number granted an exten-
sion of time for construction. 7. The number granted two such extensions. 8. The
number granted three such extensions or more. Presented 19th April, 1909. — Mr.
Middlebro Not printed.

141a. Return to an order of the Housa of Commons, dated 17th February, 1909, giving a
list of railway charters granted since 1st January, 1900, other than to the Grand Trunk,.
Grand Trunk Pacific, tJie Canadian Nortliern and the Canadian Pacific Railway Com-
panies, showing those whose powers have lapsed, and the length of each of the pro-
posed roads and branches, the date of charters and renewals, if any, the total mileage
constructed, the capital stock authorized, subscribed and paid up. Presented 19th
April, 1909. — Mr. Magrath Printed for both distribution and sessional papers..

31

8-9 Edw. Vn. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

142. Return to an order of the House of Commons, dated 1st March, 1909, showing: 1. At
what work the Translation Branch of the House of Commons is employed. 2. The
number of permanent translators in this branch. 3. The total amount of salaries
paid to these translators. 4. The documents, reports and other matters which have
been translated in this branch in the last twelve mouths, not including the pages
already translated in the preceding year and repeated for the purpose of the report,
nor the tables already made and translated and repeated for the purpose of completing
these reports and documents, which have been most recently translated. 5. The total
number of pages translated by the permanent translators. 6. The total number
of persons, outside of the Translation Branch, to whom has been given transla-
tion work. 7. How much this outside work has cost, and how many pages have been
translated in this way. 8. What Blue-books, if any, and other matters, excepting
Hansard, is translated in other departments other than the Translation Branch of the
House of Commons, and in what departments. Presented I9th April, 1909.— Mr. Boyer.

Not prinied.

143. Certified copy of a Report of the Committee of the Privy Council, approved by His
Excellency on the 19th April, 1909. — Regulations of the Civil Service Commission with
reference to entrance into and promotion in the service. Presented 20th April, 1909,
by Hon. C. Murphy Not printed.

144. Return to an order of the House of Commons, dated 25th January, 1909, showing all
armouries built since 1st July, 1896, giving situation, cost, capacity, officials employed
in each, with yearly expenses of each armoury, distributed under the head of main-
tenance, improvements, extensions and salaries, with the number of troops actually
making use of tlie same, and to what extent each year. Presented 20th' April, 1909.—
Mr. Foster Not printed.

145. Return to an address of the House of Commons, dated 22nd March, 1909, for a copy
of all correspondence, reports, documents, orders in council, in the possession of the
Government relating to the establishment of a Geodetic Service Bureau, and the com-
mencement of a Geodetic Survey in Canada. Presented 20th April, 1909.— Mr. MacLean
(Lunenburg) Prinied for both distribution and sessional papers.

145a. Supplementary Return to No. 145. Presented 27th April, 1909.

Printed for both distribution and sessional papers.

145b. Further Supplementary Return to No. 145. Presented 28th April, 1909.

Printed for both distribution and sessional papers.

146. Return to an order of the House of Commons, dated 17th February, 1909, for a copy
of all correspondence respecting tlie improvements made in the Assiniboia River near
Portage la Prairie, in September and October, 1908; and of all papers, vouchers, orders,
resolutions, returned cheques, &c., in any way relating to the said work or to carry-
ing out of same. Presented 22nd April, 1909.— -Mr. Staples Not printed.

147. Return to an order of the House of Commons, dated 25th January, 1909, showing the
various statistical and special informative publications issued by the several depart-
ments of the Government, the number and pages of each, the number and cost of
each for the year 1908, the number of persons employed in their preparation, the
salaries paid to each person so employed, the number of special employees for engraving
or illustrating these publications, and the salaries and expenses of the same, including
work and apparatus, the firm or printing company publishing the same, and the
amount paid in each case for printing and binding. The above return is not to
include the regular reports of the departments, but to be so presented as to show the

32

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

, name of each statistical or special publication, the number of such printed, and the
number of pages in each, the number of officials employed in the preparation of the
publication, the total cost of each, and the total cost of all such publications for the
year 1908. Presented 22nd April, 1909.— 3/r. Foster Xot printed.

148. Return to an order of the House of Commons, dated 5th April, 1909, for copies of all
correspondence between the Marine and Fisheries Department and any person or
persons relative to the concellalioo of the certificate of Thomas Bibbington, or the
removal of his name from the list of certified pilots for the port of Victoria, B.C.
Presented 22nd April, 1909. — Mr. Barnard Not printed.

149. Return to an order of the House of Commons, dated 8th February, 1909, showing all
contracts for the carrying of mail, which expire in the month of April, 1909, that have
been renewed without asking for tenders: where the routes are situated, the price paid
for carrying the mail, and the name of the carrier, and his place of residence in each
case. Presented 27th April, 1909. — Mr. Armstrong Not printed.

150. Copy of an ordinance respecting the hraring and decision of disputes in relation to
mining lands in the Yukon Territory. Presented (Senate) 5rh May, 1909, by Hon. Sir
Richard Cartwright Xot printed.

151. Copy of an ordinance respecting the imposition of a tax upon ale, porter, beer or
lager beer imported into the Yukon Territory. Presented (Senate) 5th May, 1909, by
Hon. Sir Richard Cartwright Not printed.

152. Return to an order of the House of Commons, dated 11th February, 1909, for a copy
of all communications, accounts, reports and other papers received by the Department
of Public Works from A. Edgar Hanson, E. T. P. Shewan, or other person or persons,
relating to the survey of the St. John River cliannel between Fredericton and Wood-
stock, and of all letters, instractions, &c., from the department to Mr. Hanson, Mr.
Shewan, or ctlier person or persons in connection therewith. Presented 7th May, 1909.
— Mr. Crocket Not printed.

153. Return to an address of the House of Commons, dated 22nd March, 1909, for a copy
of all orders in council directing that repairs be made on difierent wharfs in the
county of Soulanges, a copy of all correspondence, reports, accounts and pay-rolls
relating to the valuation of these works, the payment and the list of names of all who
were employed as day labourers on these Avorks; a copy of all letters, reports and
recommendations exchanged between the Government and all other perons relating to
the choice of men to be engaged on these works and those who should be refused em-
ployment : a copy of the report of accounts produced by Mr. Alfred Bissonette,
wharfinger at St. Zotique, and Mr. Trefle Poirier, wharfinger on the wharfs of the
canal and River St. Lawrence, in the parish of Des Cedres, and of those of Mr. Isaie
Lalonde, son of Albert, farmer, of St. Zotique; a copy of accounts for furnishing wood,
iron, cement, sand and stone used in the building of said wharfs, and also a statement
of the materials purchased as aforesaid, paid for by the department, and which were
not used because they were considered unfit for the building of these wharfs. Presented
11th May, 1909.— 3/r. Lortie Not printed.

154. Return to an address of the House of Commons, dated 8th February, 1909, for a copy
of all orders in council, correspondence, papers and other documents between the Gov-
ernment or any member thereof, and any person or persons, referring in any way to
the drainage of the Nation River, running through the township of Matilda and Win-
chester, in the county of Dundas, from the year 190). Presented 11th May, 1909. —
Mr. Broder Not printed.

33
5654—3

8-9 Edw. VII. List of Sessional Papers. _ A. 1909

CONTENTS OF VOLUME 17— Continued.

155. Return to an order of the House of Commons, dated 5th Apiil, 1909, showing the
amount of money received from the Gorernment by the Canada Posten of AVinnipeg
during the years 1907 and 1908. Presented 12th May, 1909.- .Vr. Bradbury . .Xot printed.

156. Farming in Canada. — Eeport of the Scottish Commission on Agriculture in Canada,
1908. Presented 12th May, 1909, by Hon. F. Oliver Xot printed.

157. Return to an order of the House of Commons, dated 5th April, 1909, for a copy of all
correspondence and reports respecting Die Colonization and Repatriation Society of
Lake St. John from 1900 to this date, and a detailed statement of the moneys paid to
the society and of the manner in which they have been expended between these dates.
Presented 14th May, 1909. — Mr. Girard Not printed.

158. Return to an address of the Senate, dated 19th March, 1909, calling for copies of all
correspondence and documents from the Pacific Cable Board on the working and
revenue of the Pacific cable and all information on the subject of a state-owned
Atlantic cable and Empire cables generally. Presented 13th May, 1909, — Hon. Mr.
Belcourt Not printed.

159. R'^turn to an address of the Senate, dated 29th April, 1909, for copies of all correspon-
dence between the Honourable Sir Frederick Borden, Minister of Militia and Defence,
Mr. Crowe and others, relating to the admission of Newfoundland into the Dominion
as a province of the same. Presented 13th May, 1909.— ffon. Sir Mackenzie Bowell.

Not printed.

160. Return to an order of the House of Commons, dated 5th April, 1909, for a copy of all
(■ nnents, complaints, correspondence and decisions arrived at relating to a contract
of lease entered into between Alphonse Laberge, lessor, and the Government of the
Dominion of Canada, lessee, of date 20th day of July, 1904. Presented 14th May, 1909.
—Mr. Roy (Montmagny) Not printed.

161. Return to an order of the House of Commons, dated 22nd March, 1909, for a copy of
all correspondence, tenders and documents in connection with the construction of an
ice-breaking steamer for Northumberland Straits, let to Messers. Vickers, Sons &
Maxim ; also the same in connection with the construction of a lighthouse tende.' and
buoy steamer for the Great Lakes, by Messrs. Swan, Hunter, Wigham & Richardson.
Presented 15th May, 1909.— i/r. Currie (Simcoe) Not printed.

162. Order in Council granting authority for the exemption from payment of the Chinese
Capitation Tax in certain cases. Presented 17th May, 1909, by Sir Wilfrid Laurier.

Not printed.

163. Return to an order of the House of Commons, dated 3rd March, 1909, showing with
respect to prosecutions since 1906 for violation of postal law, the nature of each ofience
alleged, the place of residence of person charged, and the result of each trial and
penalty imposed. Presented 17th May, 1909. — Mr. Taylor (New Westminster).

Not printed.

164. Return to an order of the House of Commons, dated 8th March, 1909, for a copy of all
reports, specifications, oSers, tenders, contracts, alterations of contract, correspondence
and documents of every description relating to or in connection with the contract of
Thadee Desbiens for an extension to the Chicoutimi pier; and the same in connection
with the contract of the General Construction Company, for work done by the dredge
.ilgonquin at at near said pier. Presented 18th May, l909.^Mr. Ames.... Not printed.

31

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 11— Continued.

164a. Return to an order of the House of Commons, dated 8th March, 1909, for a copy of
all petitions, reports, specifications, offers, tenders, contracts or papers, of any
description in connection with the protection pier at Riviere du Moulin, near Chicou-
timi; Saguenay County, P.Q. Presented 19th May, 1909.— .¥r. Ames .Yof printed.

165. Return to an order of the House of Commons, dated 5th April, 1909, showing how many
seining licenses for fishing in Pacific coast waters are now current; to whom they have
been granted; the area covered by each license, and how many of these licenses are
being operated by the original licensees, and how many by aliens. Presented 18th May,
1909.— -Wr. Cowan A'of printed.

165a. Return to an order of the House of Commons, dated 8th March, 1909, showing: 1. How
many licenses to fish and pack lobsters in the coast waters of Prince Edward Island
have been issued by the Dominion Government since 1st January, 1904, to this date,
and to whom same were issued. 2. A copy of any petitions, requests, or correspon-
dence received by the Government from any person or persons, or corporations since
1st January, 1904, asking for licenses to fish and pack lobsters in said province. 3. The
number of new licenses likely to be issued by the Government during the present year.
Presented 18th May, 1909. -.1/r. Fraser Sot printed.

16S&. Return to an order of the House of Commons, dated 5th April, 1909, showing the
names of all persons residing in the town of Liverpool, Nova Scotia, or in its vicinity,
who were paid fishing bounties in the year 1908, and the names of all persons residing
in Liverpool, Nova Scotia, or in the vicinity thereof, to whom seine trap licenses were
issued in 1908, and the amounts paid for the same in each case. Presented 19th May,
1909. -Afr, Crosby Not printed.

166. Return to an address of tlie Senate, dated 18th March, 1909, calling for copies of all
charges, — complaints made by Mr. Joseph Girard or others to the Prime Minister, or
any member of the Government, against the Lake St. John Colonization Society. Pre-
sented 18th May, 1909. — Hon. Mr. Tessier Not printed.

167. Return to an order of the House of Commons, dated Sth March, 1909, for a copy of all
correspondence, communications in writing and documents from the grand secretary,
or any other officials of the Fishermen's Union of Nova Scotia, or any branch or
station of the said union, to the Minister of Marine and Fisheries or to any official of
the department, and the replies or communications from the minister or any official of
the department since the 1st of January, 1907. Presented 19th May, 1909.— x¥?-. Borden
(Halifax) Not printed.

168. Return to an onler of the House of Commons, dated 1.3th January, 1908, showing all
wharfs, piers, breakwaters, and other public works of a similar cliaracter which have
been constructed at the expense of Canada, since Ist January, 1897, or for which public
money has been voted or appropriated since that date, giving the amount expended or
appropriated in each instance, the total cost of each such work, the estimated total
cost in each case where the work has not yet been completed, the name of the place
where the work is situated, the cost of annual maintenance and upkeep of each such
work, and the amount of annual revenue derived therefrom in each instance. Pre-
sent d 19th May, 1909.— Mr. Borden (Halifax) Not printed.

169. Return to an order of the House of Commons, dated Sth February, 1909, sliowing how
many hogs have been killed dui-ing each montii from the 1st of November, 1907, to 1st
November, 1908, inclusive, by tlie following packing companies: the Laing Pack, and
Prov. Co., Ltd., Montreal; the CoUiugwood Pack. Co., Ltd., T'oUingwood; the AVilliams
Davis Co., Ltd., Harriston; the George Matthews Co., Ltd., Hull; the George Mat-

35

8-9 Edw. VII. List of Sessional Papers. A. 1909

CONTENTS OF VOLUME 17— Continued.

thews Co., Ltd., Brantford, tlie George ^fatlhews Co., Ltd., Peterborough: the Whyte
Paclung Co., Ltd., Brautford; the Canadian Packing Co., Ltd., London, and the number
of liogs conde^mned. including intestines, during the same period. Presented 19th May,
19r;9.— .1/r. Betittie Xot prinicd.

170. Copy of corre.spond('nce between the Government of Canada and the British Govern-
ment on the subject of Imperial Naval Defence. Presented 19th May, 1909, by Sir
Wilfrid Ijaurier Not prinied.

171. Return to an order of the Senate, dated 12lh May, 1909, calling for copies of the peti-
tions, letters patent and telegrams sent by the citizens of the parish, or of the town-
slii[), and of tlie village of Laterriere, in the cotmty of Chicontimi, asking for a subsidy
for the Ha-IIa Bay Railway Company, or any other railway company, to build a rail-
way from .Tonquiere, or near tl'.ereto, to St. Alphonse. Presented 19th Ma--, 1909.—
lion. Mr. Choqueite Not printed.

36

8-9 EDWARD VII.

SESSIONAL PAPER No. 20

A. 1909

DOMIISIION OF CAT^ADA

ANIS^UAL REPORT

OF THE

OF wmm m ciNiLs

FOR THE FISCAL PERIOD FROM APRIL 1, 1907,
TO MARCH .31, 1908

Submitted in accordance with the provisions of the Revised Statutes of Canada, 1906,

Chapter S5, Section S3

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELKE. PRINTER TO THE KING'S MOST
EXCELLENT MA.JESTY

1909

[No. 20—1909]

8-9 EDWARD VII. SESSIONAL PAPER No. 20 " A. 1909

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Vis-
count Howiclcj Baron Grey of Howich, in the County of N or thumb erland, in the
Peerage of the United Kingdom, and a Baronet; Knight Grand Cross of the Most
Distinguished Order of Saint Michael and Saint George, &c., &c., Governor
General of Canada.

May it Please Your Excellency, —

The undersigned has the honour to present to Your Excellency the Annual Report
of the Department of Railways and Canals, of the Dominion of Canada, for the past
fiscal year from April 1, 1907, to March 31, 1908.

GEO. P. GRAHAM,

Minister of Railways and Canals.

20— Ai

8-S EDWARD VII.

SESSIONAL PAPER No. 20

A. 1909

CONTENTS.

Part. Page.

Report of the Deputy Ministei of Railways and Canals
Statements of Accountant of Department

Report of the 'Jhief Engineer, including Reports of General Manager of
Goveriiment Railways and Superintendents of Canals

Railway Subsidies, Acts passed respecting.

Miscellaneous Statements, including —

Subsidy agreements for the construction of railways
Contracts entered into .

II
III

IV
IV

Water power and other public property leased IV

Property conveyed
Damages, released . ,

Report of the Government Chief i'^ngineer for the Western Division of
the National Transcontinental J{ ail way .

IV
IV

II

3

3
3

2

6

10

18

24

186

(For Index see End of Volume.)

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

)C'

ACCOMPANYING REPORT OF THE DEPUTY MINISTER.

RAILWAY SYSTEM.

1. General map of the Dominion.

2. British Columbia and Alberta.

3. Manitoba and Assiniboia and part of Saskatchewan.

4. Ontario and Manitoba.
- 6. Ontario and Quebec.

6. Nova Scotia, New Brunswick, Prince Edward Island and part of Quebec.

CANAL SYSTEM.

7. Sault Ste. Marie Canal, and also St. Mary's Falls Canal, Mich., U.S.A.

8. Line of Welland Canal between Lakes Erie and Ontario.

9. Trent Navigation and Murray Canal.

10. St. Lawrence, Ottawa, Rideau and Richelieu Canals.

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

REPORT OF THE DEPUTY MINISTER.

To the Honourable Geo. P. Graham^

Minister of Railways and Canals.

SiR^ — I have the honour to submit the annual report of the Department of Rail-
ways and Canals for the fiscal period of twelve months ended March 31, 1908.

The annual reports of the engineers, together with general and special reports
from superintendents, both of railways and canals, and from other officers in the
department, are given in appendices.

In Part I. will be found statements showing the amounts expended during the
past fiscal year in construction, repair and maintenance of the several works under the
department; also statements showing total expenditure on each canal since its con-
struction, and on each of the government railways; also a statement showing the pay-
ments made, year by year, to subsidized railways, with the aggregates of such pay-
ments.

GENERAL SUMMARY.

During the twelve months of the past fiscal year the expenditures made by or
through the department on its several works of operation, maintenance and construc-
tion, both railway and canal, and in furtherance by subsidy, under specific votes
granted by Parliament, of railway enterprises in various parts of Canada other than
the government roads, aggregate as follows : —

The total railway expenditure amounted to $35,495,196.37; of which $23,684.-
005.25 was charged to capital, $2,215,895.69 to income, and $9,595,295.43 to revenue.

The expenditure on capital included $18,910,449.41 for the National Transcon-
tinental Railway, which is being built by a Board of Commissioners.

The expenditure on income included the sum of $2,037,629.30 paid as subsidies
to railways other than the government roads, also $123,679.22 for the Board of Rail-
way Commissioners for Canada.

The expenditure on the Intercolonial Railway was $13,577,491.65, namely, on
capital account $4,382,494.01*, and on revenue account $9,157,435.53. On the main-
tenance of the Windsor branch the sum of $37,912.11 was expended on revenue account.

* This includes the siim of $19,000 paid under an award of the Exchequer Court in con-
nection with the acquisition of the Canada Eastern Eailway. In the statements of the
Accountant of the Department, this item is treated separately under heading Canada
Eastern Railway, but is included in Intercolonial Capital expenditures by the Comptroller
of the Railway.

X DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The expenditure on the Prince Edward Island Eailway aggregated $790,409.62;
of which $390,461.83 was charged to capital, and $399,947.79 to revenue.

The expenditure on canals aggregated $3,221,984.73; of which $1,723,156.07 was
on capital account, $508,010.19 on income, $556,902.83 for staff, and $433,915.64 on
repairs, the last two items heing charged to revenue.

Adding to the above further sum of $45,115.99 for miscellaneous expenditures
common to both branches, the total expenditure on railways and canals for the year
amounts to $38,762,297.09.

The total revenue received from the government railway and canal works was
$9,679,451.17, of which the canals produced $144,882.13; the amount received from
hydraulic rents being $126,873.70. The railways produced $9,534,569.04.

Under the authority of an order in council, dated June 22, 1905, the system of
charging tolls for the passage of vessels and goods was abolished on all the canals
of the Dominion. Record is, however, kept of the same for statistical purposes, and
the compilation of the resultant figures is given in a separate report issued by the
department.

The total government expenditure on railways prior to and since confederation
(July 1, 1867,) up to the 31st of March, 1908, amounts, on capital account, to $185,-
734,462.04, which includes the sum of $25,000,000 granted to the Canadian Pacific
Railway Company for its main line. In addition, there has been expended from the
consolidated fund a total of $179,021,681.56, which includes $37,616,131.84 paid as
subsidies to railways in addition to the above for the Canadian Pacific, making a
total expenditure of $364,756,143.60.* Of this amount the sum of $13,881,460.65 was
expended, prior to confederation, on the construction of portions of what is now the
Intercolonial Railway system.

The total revenue derived from the government railways since July 1, 1867, to
March 31, 1908, amounts to $128,614,808.72.

The government expenditure on canals prior to and since July 1, 1867, to the
close of the present fiscal year, March 31, 1908, amounts, on capital account, to $93,-
457,874.28, of which $20,593,866.13 was expended prior to confederation, and from the
consolidated fund to $26,994,453.39, making a total of $119,452,327.67.

The total revenue derived from canals during the same period is $13,763,468.60.

The total expenditure on railways and canals, up to March 31, 1908, is, as above,
$484,208,471,27 ; adding to which, for general exj)enditures embracing both, the further
sum of $784,739.49, the grand total expenditure amounts to $484,993,210.76.

* This amount does not include the annual payment <if $119,700 to the provincial govern-
ment of Quebec, being interest at the rate of 5 per cent on the sum of $2,394,000 up to 1905
granted by 47 Vic, Ch. 8 (18S4), nor the annual payment of $107,730, being interest at the rate
of 4| p. c. since and including 1905, on the said sum of $2,394,000, for the line between Ottawa
and Quebec, which sum was transferred to the public debt as a liability, and is dealt with by
the Finance Department. (See Public Accounts 1893-94, page 10, and 1906, page 79.)

REPORT OF THE DEPUTY MINISTER xl

SESSIONAL PAPER No. 20

The total revenue derived from railways and canals from July 1, 1867 to March
81, 1908, is $142,378,277.32.

Details indicating the general classes and directions of the above expenditures
will be found in the statements furnished by the accountant of the department, and
printed in the appendices to this report, Part T.. pages 3 to 50 inclusive.

GOVERNMENT RAILWAYS IN OPERATION.

The government railways are the Intercolonial, the Windsor Branch (maintained
only, and leased for operation), and the Prince Edward Island Railway.

Details respecting these railways and their operation will be found in the appen-
dices, Part II, containing reports from the Chief Engineer of the Department, the
General Manager of Government Railways and the officials of these roads.

The gross earnings of the government roads for the twelve months from April 1,
1907, to March 31, 1908, amounted to $9,534,569.04; the working expenses amounted
to $9,595,295.43, showing a loss of $60,726.39.

The Intercolonial Railway working expenses amounted to $9,157,435.53; its earn-
ings amounted to $9,173,558.80; a profit of $16,123.27.

The Windsor Branch maintenance expenditure amounted to $37,912.11; the gov-
ernment earnings amounted to $56,430.41, leaving a profit of $18,518.30.

The Prince Edward Island Railway working expenses amounted to $399,947.79;
j+« earnings amounted to $304,579.83, the loss being $95,367.96.

INTERCOLONIAL RAILWAY.

On March 1, 1898, the operations of the Intercolonial were extended to Montreal
by means of leases obtained from the Grand Trunk and Drummond County Railway
Companies, making an addition of 169 -81 miles to the operation of the government
line.

The leasing agreement with the Grand Trunk Railway Company, dated February
1, 1898, was confirmed by the Act 62-63 Vic, chap. 5 (1899). Its term extends for a
period of ninety-nine years from March 1, 1898; the annual rental being fixed at
$140,000.

Under authority of the Act 62-63 Vic, chap. 6 (1899) the Drummond County
Railway from Chaudiere to Ste. Rosalie, together with the branch from St. Leonard
to Nicolet, was acquired by the Dominion ; conveyance being made by a deed dated
November 7, 1899.

On October 1, 1904, the Canada Eastern Railway from Gibson to Loggieville,
123-67 miles, was purchased, and on April 19, 1905, the mortgaged Fredericton and
St. Mary's bridge and connected property, 1 -33 mile, was surrendered to the govern-
ment.

xii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The total mileage in operation during the past year remained the same as in the
preceding year, namely, 1,448-62 miles; 17-43 miles being double track. This is
irrespective of spur lines ad sidings, the aggregate length of which was 381§ miles.

The reports of the General Manager, the Chief Engineer, the Comptroller and
Treasurer, and other officers of the railway will be found in the appendices hereto.
Part II., and very full details are there supplied, which will be of interest.

CAPITAL ACCOUNT.

During the past twelve months of the fiscal year ended on March 31 1908 there
has been an addition to the Capital Account of $4,382,494.01, making the total capital
expenditure on the whole road as amalgamated under the Acts 54-55 Vic, chap. 50
(1891) and 62-63 Vic, chaps. 5 and 6 (1899), together with the acquired Canada
Eastern Eailway, $87,127,431.90.

The Capital additions included (omitting cents) the following more important
items ; for rolling stock, $1,805,462 ; for strengthening bridges, $245,165 ; engine house
at Chaudiere Junction, $66,314; improvements at Sackville, $58,344; at St. Rosalie,
$75,992; at Amherst, $33,937; at Halifax, $519,951; at St. John, $48,973; at Mulgrave,
$39,641; at Truro, $86,594; at Pictou, $45,138; for the new locomotive and car shops
and lands at Moncton, $645,598 ; machinery for locomotive and car shops, $85,864 ; for
the extension to Sydney Mines, $48,993 ; for putting in condition for operation the rail-
way between Indiantown and Blackville, $35,855 ; for increased water service, $54,330 ;
for additional sidings, $27,196. The expenditure, amongst other features of value
tending to the improvement of the road, the convenience of its patrons, and the safety
of its employees, comprised further provision of air-brake appliances to freight cars,
at the cost of $20,964; the placing of side ladders on box freight cars, and the change
from the old link and pin drawbar to the M.C.B. coupler on a number of freight cars.
The adoption of these measures of safety tend to remove the most fruitful sources of
accident to the servants of a railway.

REVENUE ACCOUNT.

In the new account system, adopted in November, 1906, expenditures on revenue
account are grouped under four main heads, each of which is sub-divided into a num-
ber of sub-heads, affording a ready means of checking and comparing the details, and
enabling the executive to control cost, and to stop any tendency to waste at any point
in the operation of the railway where it may appear. It is a thoroughly business
system, and is found to work most satisfactorily, now that the initial difficulties of its
establishment have been mastered.

The main heads and the expenditures under them for the twelve months of the
fiscal year ended March 31, 1908, are as follows : Maintenance of way and structures
(10 sub-heads), $1,630,965.29; maintenance of equipment (9 sub-heads), $1,996,388.62;
conducting transportation (25 sub-heads), $5,442,672.49; against which are credited
certain items for car service, hire of equipment, and rents of buildings and other

REPORT OF THE DEPUTY MINISTER Xili

SESSIONAL PAPER No. 20

property aggregating $162,150.83, making the net cost $5,280,521.66; general expenses
(7 sub-heads), $249,559.96, The aggregate expenditure under these four headings
was $9,157,435.53.

The gross earnings of the year amounted to $9,173,558.80, leaving a surplus of
$16,123.27.

The passenger earnings amounted to $2,711,416.98, or 29-56 per cent of the gross
earnings; the freight earnings were $6,054,493.45, or 66 per cent; the mail and express
earnings were $349,538.06, or 3-81 per cent, and miscellaneous items amounted to
$58,110.31, or 0-63 per cent.

The gross earnings per mile of railway (1,448-62 miles) were $6,332.62; per
engine mile, 93-02 cents; per train mile, $1.25, and per car mile, 9-49 cents.

The totqj engine, mileage was 9,862,446 miles; the total train mileage, 7,335,000
miles, and the total car mileage, 96,706,576 miles.

The expenses per mile of railway were as follows: Maintenance of way and
structures, $1,125.87; maintenance of equipment, $1,378.13; conducting transportation,
$3,645.21, and general expenses, $172.27; total, $6,321.48.

The expenses per train mile, under the above headings, were as follows: Main-
tenance of way and structures, 22-24 cents; maintenance of equipment, 27-22 cents;
conducting transportation, 71-99 cents, and general expenses, 3-40 cents; total, $1-2485.

The ratio of expenses to the gross earnings was as follows : Maintenance of way
and structures, 17-78 per cent; maintenance of equipment, 21-76 per cent; conduct-
ing transportation, 57-56 per cent, and general expenses, 2-72 per cent.

Amongst the 10 items of details of cost of ' maintenance of way and structures,'
the most important are (omitting cents): Repairs of roadway, $980,140; renewals of
rails, $88,251 ; renewals of ties, $225,390 ; repairs and renewals of bridges and culverts,
$53,441; repairs and renewals of fences, road crossings, signs and cattle-guards,
$55,292, and repairs and renewals of buildings and fixtures, $203,297.

Amongst the nine items of details of ' maintenance of equipment ' are (omitting
cents) superintendence, $100,534; repairs and renewals of locomotives, $783,200; of
passenger cars, $310,214; of freight cars, $604,984; of work cars, $32,527, and of shop
machinery and tools, $64,942. The average cost of repairs per passenger car was
$714.50, and per freight car, 53 -84.

The 25 divisions under the heading ' Conducting transportation ' include the
following (omitting cents) : Superintendence, $129,278 ; engine and roundhouse men,
$872,242; fuel for locomotives, $1,786,526; water supply for locomotives, $62,795;
train service, $722,082 ; train supplies and expenses, $188,168 ; switchmen, flagmen and
watchmen, $248,524; telegraph expenses, $178,900; station service, $622,544; station
supplies, $96,007; loss and damage, $50,513; operating marine equipment, $41,340;
advertising, $43,881; outside agencies, $63,574, and rents for tracks, yards, and ter-
minals, $120,142.

xiv DEPARTMENT OF RAILWAT8 AND CANALS

8-9 EDWARD VII., A. 1909

The Y items of ' general expenses ' included (omitting cents) : Salaries of general
officers, $14,719; salaries of clerks and attendants, 88,317; insurance, $85,564, and law
expenses, $13,851.

The usual comparisons with the expenditures and revenues of the preceding fiscal
year, 1906-7 (which comprised nine months only) are omitted in the report of the
Comptroller of the Railway, but he has compiled comparative statements of the cor-
responding periods, of 12 months, in respect of certain important features, from which
the following items of information are taken: —

Compared with the 12 months ended on the 31st of March, 1907, the corresponding
period ended on the 31st of March, 1908, resulted in an increase in gross earnings of
$867,575.11, of which $168,984.60 was from passenger traffic, $636,386.79 from freight,
and $62,201.82 from mails and express. There was an increase of $593.55 per mile
of railway, and of 3 cents per train mile. The increase in the number of passengers
was 102,923, the increase being due to the local passenger traffic, the number of
through passengers showing a decrease of 57,471. The freight traffic showed an in-
crease of 659,775 tons ; local traffic having been increased by 564,334 tons, and through
traffic by 95,441 tons.

A comparison of working expenses for the same period shows an increase of
$1,301,123.16, or, per mile of railway, an increase of $893.12; per engine mile, an
increase of 6-68 cents, and per train mile, an increase of 10 cents.

The following was the total equipment of the railway on March 31, 1908 : Total
locomotives, 370; total cars of all kinds, 12,539; comprising sleeping cars, first-class,
41; second-class, 40; parlour cars, 9; dining-cars, 9; passenger cars, first-class, 138;
seconil-class, 99; postal and smoking cars, 34; express and baggage cars, 60; air-brake
and instruction car, 1; steam motor cars, 4; box cars, 6,624; refrigerator cars, 140;
platform cars, 3,090; pulp wood cars, 50; oil tank cars, 25 hopper cars, 1,199; gondola
coal cars, 17; coal cars (20-ton capacity), 471; stock cars, 148; auxiliary tool cars, 21;
convertible dump cars, 200; vans, 119. In addition, there were 53 common snow
ploughs, 20 wing ploughs, 2 rotary steam ploughs, 2 double-track ploughs, 1 double
end plough, 25 flangers; making a total of 103 ploughs and flangers; 8 steam cranes
and 2 ballast plough cars. ^

It has to be observed that of the total equipment above set out, 3 locomotives and
184 cars of various kinds were listed as to be replaced at the close of the year, so far
as mere numbers are concerned.

Of the official number of locomotives, 6 were short from the previous year and
one was condemned during the year, making a total of 7 short with list. Sixteen loco-
motives were purchased on capital account; 532 cars of various kinds were condemned
and 348 replaced.

On capital account the following items of rolling stock were purchased : 10 loco-
motives, consolidation type; 6 locomotives. Pacific type; 4 steam motor cars; 376 box
cars, 80,000 lbs. capacity; 252 box cars, 60,000 lbs. capacity; 31 refrigerator cars.

REPORT OF THE DEPUTY MISISTER XV

SESSIONAL PAPER No. 20

60,000 lbs. capacity; 310 platform cars, 80,000 lbs. capacity; 85 hopper cars, 30,000
lbs. capacity; 25 stock cars, 60,000 Ibe. capacity; 70 Hart convertible dump cars, 80,000
lbs. capacity.

On revenue account, the following items of rolling stock were purchased: 1 first-
class sleeping car, 1 dining car, 2 postal and smoking cars, 2 express and baggage
cars, 100 box cars, 60,000 lbs. capacity, of which 69 replaced that number of smaller
capacity; 100 platform cars, 80,000 lbs. capacity, all replacing cars of smaller capacity;
3 refrigerator cars, 60,000 lbs. capacity, all three replacing cars of smaller capacity;
92 hopper cars, 30,000 lbs. capacity, all replacing cars of smaller capacity; 9 stock
cars, 60,000 lbs. capacity, replacing smaller capacity cars ; 8 vans.

The value of the stores on hand on Alarch 31, 1908, was $1,365,935.64; including
fuel, $79,103.55, and roadway and bridge material, $865,606.45.

GEXZRAL XOTES re DCTERCOLOXIAL RAILWAY.

The number of miles run by locomotives was 9,862,446. The engines consumed
506,043 tons of coal, or 11,493 lbs. per 100 miles, 138,247 pints of valve oil, or 1 -.40
pint per 100 miles, 320,962 pints of engine oil, or 3 -25 pints per 100 miles, and 231,723
pounds of waste, or 2 -35 pounds per 100 miles.

Details of a corresponding character are registered in respect of all items of
material used on the road.

-The number of passengers carried was 2,789,371, of whom 2,593,886 were local
and 195,485 through passengers. The freight traffic aggregated 4,1-34,046 tons.

The following shows the principal items comprised in the freight traffic :

The railway carried : —

Of agricultxiral products 390,543 tons, including 100,379 tons of grain and 152,862
tons of flour ; of animals and fish and their products 74,940 tons, including 14,148 tons
of dressed meats and 32,740 tons of fish, fresh and salted; of products of mines 1,371,-
280 tons including 1,145,097 tons of coal and coke; 60,704 tons of ore, and 157.152 tons
of stone, sand, &c. ; of products of the forest, 1,151,923 tons, including 500,990 tons of
lumber and 286,242 tons of pulp wood, and of manufactured goods 1,145,378 tons, in-
cluding 155,258 tons of rails, 104,689 tons of pig and bloom iron and 85,469 tons of
stoel billets, 22,205 tons of petroleum and oils, and 46,821 tons of sugar.

Details of works executed, of freight movement, of rolling stock, together with
various financial and other statements, will be found in the appendices to this report.

The extensive works at Moncton in the way of reconstruction of the railway shops,
necessitated by the disastrous fire of February 24, 1906, though not yet completed,
have made such progress that the work of installing the new machinery is being carried
on, and before long the whole will be in active operation. Advantage has been taken
of the occurrence to readjust and extend, on up to date lines, the layout of the vards

xvi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

?ot this point; and the ultimate benefit to the road from the better facilities afforded
will more than compensate for the present inconvenience experienced.

Notwithstanding the difficulties arising from the deprivation of shop facilities,
involving exposure to the inclemency of the weather and other drawbacks, much im-
portant work has been executed, with the limited accoramodation available. The report
of JMr. Joughins, the Superintendent of Motive Power, which will be found in the
appendices, gives full information as to the details of the work, both at Moncton and
in the shops at Richmond and Riviere du Loup.

The work at Moncton included the building of four locomotives, to replace others
of smaller type, and a number of freight cars of various kinds, the partial rebuilding
of 12 locomotives, general repairs to 91, heavy repairs to 31, and light repairs to 65
locomotives.

The following information dealing with traffic averages will be of interest : —

In 1906-06 the average tons of freight carried per train producing revenue was
224-29, and the number of passengers 55:01; in 1907-08, the average freight tonnage
was 228 -34, and passengers 52 -82.

In 1906-07, the average tons per loaded car, producing revenue, was 15 '96, and
the number of passengers 9 -75 ; in 1907-08 the number of tons was 16 -82, and of
passengers 9 'lO.

The number of tons per train all freight, in 1906-07, was 237 -22 and in 1907-08,
238 -04.

The number of tons per car, all freight, in 1906-07, was 16-87, and, in 1907-08,
17-54.

The average distance each ton of freight was carried, in 1906-07 was 260-34 miles,
and, in 1907-08, the distance was 252 -84 miles. The average distances passengers
were carried in those years were 54*71 miles and 52-21 miles respectively.

The average number of loaded cars per train in 1906-07 was 14 -06 cars of freight
and 5*64 cars of passengers : in 1907-08, the number of freight cars per train was
13 -57, and of passengers, 5 -80.

The average number of empty cars per train in 1906-07 was 2 :33, and in 1907-08,
3 :16.

In 1906-07 the average of train miles per miles of road was, for freight, 2,095 -80,
and for passengers, 1,403 -79 ; in 1907-08 these figures were, respectively, 3,160 -06 and
1,903 -38.

In 1906-07 the average per mile of road was of revenue freight 470,072 -97 tons,
and of passengers 77,229 -49 ; in 1907-08 these figures were increased to 721,575 -27 tons
of freight and 100,535 -40 passengers.

REPORT OF THE DEPUTY MINISTER xvii

SESSIONAL PAPER No. 20

The number of tons of all-freight carried, per mile of road, in 1906-07 was 497,-
160-46, and in 1907-08, 752,232-58.

In my report last year I promised to deal with the weight and tractive power of
the locomotives on the Intercolonial Eailway, and to examine into the question as to
whether the original stock was being sufficiently maintained on revenue account.

I observed that it might be accepted as a fundamental principle that it was the
duty of a railway to keep up, out of its earnings, the tractive power originally supplied
from capital, but that it did not follow that the actual number of locomotives should
be maintained; that it is the capacity of hauling that governs, not the mere numeri-
cal equivalent.

On looking into the position, I find that on the 30th of June, 1907, the official
number of locomotives on the railway was 204, of a total weight of 29,606,550 lbs.,
with a total tractive power of 2,686,725 lbs.

Up to the 31st of March, 1908, 46 new locomotives have been acquired, on revenue
account, to replace a similar number scrapped; of these, 12 were built in the Moncton
shops ; the remainder were secured from locomotive manufacturers. The 46 new loco-
motives weigh 11,073,334 lbs., with a total tractive power of 1,191,941 lbs.; the 46
which they replaced weighed 5,824,250, with a tractive power of 493,812 lbs., so that
the 46 new locomotives supplied on revenue account were equal to 110 of the old
stock; hence, on a proper computation of the relative value of the stock, over 50 per
cent has been renewed out of revenue.

On the 31st of March, 1908, the total number of locomotives on the railway was
370; weighing 82,833,354 lbs., with a total tractive power of 9,507,162 lbs., so that 181
locomotives have been purchased on capital account of a total weight of 47,977,720
lbs., with a total tractive power of 6,122,308 lbs.

WINDSOR BRANCH.

The road is 32 miles in length. It extends from Windsor Junction, on the Inter-
colonial Eailway, to Windsor.

The railway is operated by the Dominion Atlantic Railway Company, formerly
the Windsor and Annapolis Railway Company. The company pay all charges in con-
nection with the working of the traffic, two-thirds of the gross earnings being allowed
them, the government taking the remaining one-third, and assuming all costs of main-
tenance of the road and works. This arrangement is carried out under an agreement
dated December 13, 1892, which extends for a further term of twenty-one years,
arrangements similar to those made in 1871.

All charges for superintendence and supervision of maintenance of work are home
by the government; the duty of supervision is performed by the chief officers of the
Intercolonial Railway.

20— B

xviU DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The gross government receipts for the twelve months of the fiscal year ended
on the 31st of March, 1908, amounted to $56,430.41. The expenses of maintenance
aggregated $37,912.11, leaving a net profit of $18,518.30.

PRDfCE EDWARD ISLAKD RAILWAY.

The mileage of the railway for the twelve months of the fiscal year ended on the
31st of March, 1908, remained the same as in the previous year, namely, 267-5 miles.

There was an addition to the capital account expenditure during the year of
$390,461.83, making the total capital expenditure on the railway up to the 31st of
March, 1908, $7,697,761.04. The main portion of the increase was due to the pro-
vision of further accommodation at Charlottetown, namely, a car shop, an erecting
shop, and a freight shed with offices, on which $229,875.71 was expended. The wharf
at Souris was extended at a cost of $51,159.05. New machinery was purchased for
the new railway shops at Charlottetown, to the value of $35,456.50, and rolling stock
to the value of $73,281.21, including 4 locomotives purchased, and 23 box freight cars
built at the Charlottetown shops.

I REVENUE ACCOUNT.

The gross earnings of the year amounted to $304,579.83 and the expenditure to
$399,947.79, making an excess of expenditure over earnings of $95,367.96.

The expenditure on revenue account is now classified in the same way as that of
the Intercolonial, namely, under four heads, with their several sub-heads. It com-
prised : ' Maintenance of way and structures,' $118,142.53, which included, for repairs
to roadway, $77,525, and repairs to buildings and fixtures, $20,430.87; 'Maintenance
of equipment,' $72,309.47, included in which was a total of $23,602.63 for repairs and
renewals of locomotives, and $23,237.58 for repairs and renewals of passenger cars;
' Conducting transportation,' $203,938.65, against which were credits amounting to
$8,856.62 for hire of equipment, and rents, leaving the net charge under this heading
$195,082.03 ; ' General expenses,' $14,413.76, which includes the salaries of the general
officers, clerks and attendants. ,

The number of passengers carried was 317,828, producing $132,382.76. Of freight,
'97,250 tons were carried, producing $146,280.99. The earnings from mails and sundries
amounted to $25,916.08.

The freight included agricultural products, 28,492 tons; animal products, 8,848
tons; products of mines, 7,265 tons; forest products (lumber), 12,915 tons; manu-
factures, 4,868 tons; miscellaneous, 34,862 tons.

The engine mileage aggregated 441,975 miles; the train mileage, 331,232 miles,
and the car mileage, 2,073,207 miles.

The locomotive consumption of coal was 11>889 tons, or 5,596 lbs. per 100 miles;
of valve oil, 7,520 pints, or 1-58 pint per 100 miles; of engine oil, 17,356 pints, or
3-64 pints per 100 miles, and of waste, 8,231 lbs., or 1-73 lb. per 100 miles.

REPORT OF THE DEPUTY MINISTER xix

SESSIONAL PAPER No. 20

The gross earnings per mile of railway amounted to $1,140.75; per engine mile,
to 68-91 cents; per train mile, to $91.95, and per car mile, to 14-69 cents.

The working expenses per mile of railway amounted to $1,497.92, and per train
mile to 120-75 cents.

The value of the stores on hand on March 31, 1908, was $81,566.21, including fuel
$14,615.91.

The total rolling stock equipment of the railway on March 31, 1908, was as fol-
lows: Locomotives, 31; passenger cars, first-class, 23; second-class, 12; combined
second and baggage cars, 7; postal and smoking, 4; baggage, 6; pay-car, 1; vans, 4;
box freight, 271; refrigerator cars, 3; stock cars, 21; coal cars, 22; platform, 147; or
a total of 525. In addition, there were 10 snow ploughs and 9 flangers.

The mechanical superintendent reports that the rolling stock is in a high state of
efficiency, and is equipped with Westinghouse air brakes, steam heat and M.C.B.
couplers. ,

BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

By the Act 3 Ed. VIL, chap. 58 (1903) amending and consolidating the law
respecting railways, the Railway Committee of the Privy Council was abolished and
in lieu thereof a Board of Commissioners, under the above title, was created, to con-
sist of three members (increased to six by the Act of 1908, chap. 62) to be appointed
by the Governor in Council ; this Act was brought into force on February 1, 1904, by
proclamation, on the authority of an Order in Council, dated January 18, 1904, which
also appointed certain persons as commissioners. The office of the board is at Ottawa,
though it is authorized to hold sessions in any part of Canada. Its decisions and
orders are final, subject to appeal to the Supreme Court upon questions of jurisdiction
or law, and also to action thereon by the Governor in Council, in his discretion.

NATIONAL TRANSCONTINENTAL RAILWAY.

Under an agreement, dated July 29, 1903, ratified by the Dominion Act of that
year, chap. 71, and under a modifying agreement dated February 18, 1904, ratified by
the Act of that year, chap. 24, the Grand Trunk Pacific Railway Company, a com-
pany incorporated by the Act of 1903. chap. 122, have agreed with His Majesty in
respect of the construction of a line of railway, wholly upon Canadian territory, be-
tween the city of Moncton, in the province of New Brunswick, and the navigable
waters of the Pacific ocean, at or near Port Simpson or some other port in British
Columbia, as may be agreed upon. The railway is to be composed of two divisions,
namely, the eastern division, between Moncton and Quebec, thence westerly through
the northern part of the provinces of Quebec and Ontario, and through the province
of Manitoba to the city of Winnipeg, and the western division, between Winnipeg, or
some point on the said eastern division, and the Pacific ocean. The eastern division
is to be constructed by the government under four commissioners appointed by the
20— Bi

XX DEPARTMENT OF RAILWAYf? AND CANALS

8-9 EDWARD VII., A. 1909

Governor in Council, and thereafter leased to and maintained and operated by the
company, who undertake to construct at their own cost and to maintain and operate
the western division. The lease of the eastern division is to be for a period of 50
years, at a rental of three per cent per annum upon the cost of its construction; the
first seven years of the term to be free of rent; both divisions are to be equipped by
the company, the first equipment to be of a value not less than $20,000,000.

By way of assistance to the company in the construction of the western division,
it is provided that the government shall guarantee payment of the principal and in-
terest of an issue of bonds to be made by the company for an amount sufficient to pro-
duce a sum equal to 75 per cent of the cost of its construction, such amount not to
exceed $13,000 per mile in respect of the prairie section from Winnipeg to the eastern
limit of the Rocky mountains (such limit to be established by the chief engineer of
the company and the chief engineer of the government, as the result of actual sur-
veys to be made).

The several expenditures to be made under these Acts and agreements are to be
so made from appropriations by parliament for the purpose, and on the recommenda-
tion of the Minister of Railways and Canals, to whom accounts of all receipts, ex-
penditures and liabilities are to be furnished monthly. The board are required to
furnish annually a report to the Governor in Council, through the Minister of Rail-
ways and Canals, showing the receipts and expenditures of the year, and other in-
formation as to the railway, which report is to be submitted to parliament.

The Board of Commissioners was duly appointed by Order in Council, together
with the necessary officers, and is established with its headquarters in the city of
Ottawa.

The report of the board for the fiscal period of 12 months ended March 31, 1908,
has been received and will be laid before parliament in due course.

It may, however, be desirable to briefly summarize here the results of operations
carried on.

On the eastern division, Moncton to Winnipeg, at the close of the year, the sur-
veys and final location of the entire line were completed, subject to slight revisions,
and to the location of the railway for about 2^ miles of the entrance into Winnipeg.
A reduction of distance of about 13 miles had been made: the through distance from
Moncton to Winnipeg being now 1,804-47 miles.

Contracts for construction were let during the year, covering 373 '6 miles, making,
with the 852 miles placed under contract in the preceding year, a total of 1,225 "6
miles under construction, also contracts for steel rails and fastenings, ties and bridge
superstructures .

The expenditures during the year aggregated $18,910,449.41. Of this amount, a
total of $17,900,603.12 was paid for construction on the six several districts into which
the work is divided. The total expenditure on the railway amounts, up to the 31st
of March, 1908, to $27,057,944.04.

REPORT OF TEE DEPUTY MINISTER xxl

SESSIONAL PAPER No. 20

On the western division of the railway, in course of construction by the Grand
Trunk Pacific Railway Company, the position at the close of the fiscal year, the 31st
of March, 1908, is shown by the report of the government chief engineer, Mr. Colling-
wood Schreiber, C.M.G., dated May 14, 1908, to be as follows : —

The point of division between the ' prairie section ' and the ' mountain section '
had been fixed as at the east bank of "Wolfe creek, a distance of 916 miles from Winni-
-peg, or 123 miles west of Edmonton.

The location plans and profiles for this distance had been approved by Order in
Council, also the plans and profiles for a further distance of 169 miles westerly from
Wolfe creek, together with those for . the first 50 miles east from Prince Eupert
the Pacific terminus of the road.

The grading and bridging of the ' prairie section,' 916 miles, and 100 miles of the
* mountain section,' are under contract.

On the distance, 781 miles, from Winnipeg to a point half a mile west of the
North Saskatchewan bridge, 660 miles was practically completed. Of the bridge
work on the ' prairie section,' which will be steel superstructures on concrete piers
and abutments, the bridge over the South Saskatchewan, which is 1,501 feet long,
was completed; the Assiniboia river bridge, 10 miles east of Portage la Prairie, 426
feet long, was nearing completion; at the bridge over the Assiniboia at St. Lazare,
250 feet long, the concrete substructure was completed and the steel superstructure
ready for erection. Forty per cent of the concrete substructure for the Battle river
bridge, 2,770 feet long, was completed; at the North Saskatchewan bridge, the con-
crete substructure was completed, and the steel superstructure ready for erection.
The track had been laid for a distance in all of 378 miles, and sufficient rails were in
stock to lay 292 miles, the balance coming forward being sufficient to reach Edmon-
ton. The difficulty in procuring ties had been overcome. One hundred and sixty
miles of track had been ballasted and was in safe condition for public traffic.

Station buildings had been erected at Portage la Prairie and Nokomis, and others
were in course of erection at Rivers and Melville — two divisional points; 55 miles of
wire fencing had been erected and 271 miles of telegraph. In the autumn of 1907
the farmers between Portage la Prairie and Melville were assisted by the attachment
of cars to the working trains for the transport of their grain eastward.

RAILWAY SUBSIDIES.

The following pages show, in alphabetical sequence, the position of those com-
panies whose dealings with the government in respect of subsidies are not yet closed.
Reports of previous years give information as to companies whose subsidies have been
fully earned and paid prior to April 1, 1907.

A tabulated statement of payments will be found in Part I., and a list of subsidy
agreements entered into during the fiscal year in Part lY.

xxii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. ^909

The several subsidy Acts passed in each year from 1882 will be found in Part III.
No subsidies were authorized in the sessions of 1895, 1896, 1898, 1902 and 1905.

Information has been brought down to the end of the fiscal year 1907-08, March
31, 1908.

SUBSIDY CONTEACTS ENTEEED INTO DUEING 1907-08, TO MAECH

31, 1908.

Atlantic, Quebec and Western Eailway Company. — From Paspebiac to Gaspe,
as near the shore as practicable, 102 miles; contract dated February 20, 1908.

Canadian Northern Quebec Eailway Company. — From or near Garneau Junction
to or towards Quebec Bridge, 70 miles; contract dated April 8, 1907.

Canadian Northern Quebec Eailway Company. — Connecting its Montfort and
Gatineau line with the main line at St. Jerome 22 miles; contract dated April 10,
1907.

Colchester Coal and Eailway Company, Limited. — From Debert Station to Debert
Coal Mine, or from Debert Coal Mine to northern terminus of Londonderry Iron and
Mining Co. Eailway near East Mines, 4^ miles; contract dated May 20, 1907.

Central Ontario Eailway Company. — From a point at or near Bancroft to a jwint
on the Canada Atlantic Eailway (Grand Trunk) at or near Whitney, 40 miles; con-
tract dated June 10, 1907.

Canadian Pacific Eailway Company. — From a point between St Phillipe d'Argen-
teuil and Lachute, thence northerly through Brownsburg, 4-2 miles; contract dated
August 22, 1907.

Canadian Pacific Eailway Company. — From a point at or near Teulon to a point
on the Icelandic Eiver, 35 miles; contract dated September 28, 1907.

La Compagnie du chemin de fer de Colonisation du Nord. — From Lake Nomi-
ningue to Le Lievre, 35 miles; contract dated December 27, 1907.

Edmonton Yukon and Pacific Eailway Company. — From Strathcona to Edmonton,
50 miles; contract dated December 18, 1907.

Kettle Eiver Valley Eailway Company. — From Grand Forks to a point 50 miles
up the north fork and west fork of the north fork of Kettle Eiver, 50 miles ; contract
dated June 6, 1907.

Klondike Mines Eailway Company. — From Dawson to a point at or near Sulphur
Springs, not exceeding 31 miles; contract dated May 10, 1907.

Klondike Mines Eailway Company. — From a point at or near Sulphur Springs to
a point at or near the divide between the Dominion and Flat Creeks, not exceeding 45
miles; contract dated May 10, 1907.

Klondike Mines Eailway Company. — From the said divide to the Stewart Eiver,
not exceeding 8 miles; contract dated May 10, 1907.

Kootenay Central Eailway Company. — From Golden towards the International
boundary line, via Windermere and Fort Steele, crossing Crow's Nest Eailway at or
near Elks, 186 miles; contract dated April 4, 1907.

REPORT OF THE DEPUTY MINISTER xxlil

SESSIONAL PAPER No. 20 ,

Margaree Coal and Railway Company, Limited. — From St. Rose, 34 miles and
from a point on the Intercolonial Railway, 4 miles, in all 38 miles; contract dated
June 14, 1907.

Midland Railway Company, Limited. — Bridge over Shubenacadie River; contract
dated July 5, 1907.

Nicola, Kamloops and Similkameen Coal and Railway Company. — From Spence's
Bridge on Canadian Pacific Railway to Nicola Lake, 47 miles; contract dated June
24, 1907.

Ottawa, Northern and Western Railway Company. — From a xwint on the Ottawa
and Gatineau Railway to boundary line of city of Hull, | mile; contract dated June
13, 1907.

Ottawa, Northern and Western Railway Company. — From Aylmer to Hull 9 miles,
contract dated June 12, 1907.

Orford Mountain Railway Company. — From Bolton Line to Mansonville, 7 "54
miles; contract dated February 1, 1908.

Quebec and Lake St. John Railway Company. — From a point on their railway
near River Jeannotte to La Tuque on St. Maurice River, 35 miles; contract dated
January 10, 1908.

Tilsonburg, Lake Erie and Pacific Railway Company. — From Woodstock northerly
to a point on the Grand Trunk Railway at Berlin, or from Ingersoll to Stratford, &c.,
35 miles; contract dated June 10, 1907.

SUBSIDIES PAID DURING FISCAL YEAR ENDED MARCH 31, 1908.

Atlantic and Northwest Railway • $ 186,600 00

Atlantic, Quebec and Western Railway, 20 miles 64,000 00

Canadian Northern Ontario Railway, 265 miles 244,224 00

Canadian Northern Quebec Railway, 85-20 miles 256,870 40

Canadian Pacific Railway, 4-07 miles 3,424 00

Central Ontario Railway, 40 miles 76,861 36

Colchester Coal and Railway, 4 miles 12,800 00

Edmonton, Yukon and Pacific Railway, 50 miles 91,200 00

Halifax and Southwestern Railway, 145 miles 316,567 73

Kettle River Valley Railway, 43-40 miles 97,771 52

Klondike Mines Railway, 30-81 miles 101,184 00

Midland Railway Company, Limited, bridge 31,892 40

Minudie Coal Company, Limited, 5-79 miles 18,544 00

Napierville Junction Railway, 27-10 miles 173,440 00

Nicola, Kamloops and Similkameen Railway, 41-20 miles.. .. 190,208 00

Orford Mountain Railway, 7-54 miles 24,128 00

Ottawa, Northern and Western Railway, 7-863 miles 4,243 20

Quebec Central Railway, 9 miles 55,638 69

Quebec and Lake St. John Railway, 35 miles 73,472 00

York and Carleton Railway, 4-55 miles 14,560 00

$2,037,629 30 .

xxiv DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

GOVEENMENT ACTION AS TO SUBSIDIZED KAILWAYS.

(The numbers within brackets after title of the company refer to the lists of railways for
which subsidies have been authorized by Parliament year by year, from the commencement
of the system of railway subsidies in 1882, in the appendices hereto.)

With regard to the several lines of railway subsidized by the Dominion, the fol-
lowing represents the action taken and the iprogress made, in so far as the Dominion
government is concerned; only those lines and companies being mentioned as to which
definite steps, other than merely preliminary, have been taken towards securing the
subsidy.

The following shows the aggregate of the payments made on subsidy accounts : —

For the fiscal year 1883-84, ended on June 30, 1884

" 1884-85 "

" 1885-86- "

" 1886-87 "

" 1887-88 "

" 1888-89 "

" 1889-90 "

" 1890-91 "

" 1891-92 "

« 1892-93 "

" 1893-94 "

" 1894-95 "

" 1895-96 "

" 1896-97 "

" 1897-98 "

" 1898-99 "

1899-1900 "

" 1900-01 "

" 1901-02 «

« 1902-03 "

" 1903-04

" 1904-05 "

" 1905-06 "

" 1906-07 ended on Mar. 31, 1907.

" 1907-08 "

To the above there have to be added the following exceptional subsidies :-
The Canada Central Eailway, paid between 1878-83. .$ 1,525,250 00
The Canadian Pacific Railway extension from St.

Martin's Junction to Quebec, paid in 1885 1.500,000 00

1884.

.$ 208,000 00

1885.

. 403,245 00

1886.

. 2,171,249 00

1887.

. 1,406,533 00

1888.

. 1,027,041 92

1889.

. 846,721 83

1890.

. 1,678,195 72*

1891.

. 1,265,705 87*

1892.

. 1,248,215 93*

1893.

. 811,394 07*

1894.

. 1,229,885 10*

1895.

. 1,310,549 10*

1896.

. 834,745 49*

1897.

. 416,955 30*

1898.

. 1,414,934 78*

1899.

. 3,201,220 05*

1900.

. 725,720 35*

1901.

. 2,512,328 86*

1902.

. 2,093,939 00*

1903.

. 1,463,222 34*

1904.

. 2,046,878 45*

1905.

. 1,275,629 53*

1906.

. 1,637,574 37*

1907.

. 1,323,367 48*

1908.

. 2,037,629 30*

$34,590,881 84

*In these amounts the subsidy of $186,600 a year payable to the Atlantic arid Xorth-west
Railway Company, for 20 years from July 1, 1889, is included. Payment is mad© by the
Finance Department.

REPORT OF THE DEPUTY MINISTER

SESSIONAL PAPER No. 20

Total subsidies paid from ' Consolidated Fund ' up to

March 31, 1908 $37,616,131 84 ,

The main line subsidy to the Canadian Pacific Rail-
way was paid from 'Capital,' amounting to.. .. 25,000,000 00

Total paid as subsidies $62,616,131 84

The above does not include the amount $2,394,000, due to the province of Quebec
for the railway between Ottawa and Quebec, which amount has been transferred to
the public debt, and on which interest at 5 per cent was paid, amounting to $119,700 a
year, under the Act of 1884, chap. 8, up to 1905, and at 4J per cent, amounting to
$107,730 a year, since and including that year.

ALBERTA SOUTHERN RAILWAY COMPANY.

(See Annual Report of 1891-92.)

ALGOMA CENTRAL AND HUDSON BAY RAILWAY COMPANY.

(See Annual Report of 1905-06.)

ATLANTIC AND LAKE SUPERIOR RAILWAY COMPANY.

(See Annual Report of 1905-06.)

ATLANTIC AND NORTH-WEST RAILWAY COMPANY.

(Leased to the Canadian Pacific Railway Company.)

(See Annual Report of 1889-1890.)

The full history of this subsidy was shown in the annual report for 1889-90. The
company receives an annual subsidy of $186,600 for 20 years. The first payment
having been made in 1889-90. The total paid up to March 31, 1908, is $3,545,400.
Payment is made by the Department of Finance direct.

ATLANTIC, QUEBEC AND WESTERN RAILWAY COMPANY.

(See Nos. 595, 647.)

This company was incorporated by the Act of the province of Quebec of 1901,
chap. 63, with powers to construct a railway from Gaspe Basin to some point north of
Causapscal, but not beyond Sayabec, in the county of Matane. Other x)owers' were
granted of a general commercial character.

By the Act, chap. 81, of 1903, the above company was declared to be for the
general advantage of Canada, and authority was granted to them, in addition to that
conferred by their Act of incorporation, to construct a railway from a point north of
Causapacal on the Intercolonial Railway, to a point at or near Edmundston, N.B.

By the Subsidy Act of 1903, chap. 57, item 51, the grant to this company of a
subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of
$15,000 a mile, limited in all to $6,400 a mile, was authorized for a railway from

xxvi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Gaspe to a point at or near Causapacal on the Intercolonial Railway, and from that
point to Edmundston, not exceeding 260 miles; and for a railway from Paspebiac to
Gaspe, not exceeding 102 miles.

By the Subsidy Act of 1906, chap. 43, item 9, the above subsidy was revoted.

The company having applied for the subsidy granted for the line from Paspe-
biac to Gaspe, a contract was entered into with them accordingly, on February 20,
1908.

During the past fiscal year, payment has been made to the extent of $64,000, the
total paid up to March 31, 1908.

BATE DES CHALEURS RAILWAY COMPANY.

(See Annual Eeport of 1895-96.)
(See also Atlantic and Lake Superior Railway Company.)

THE BAY OF QUESTTE RAILWAY COMPANY.

(See Annual Report of 1906-07.)

BEAUHARNOIS JUNCTION RAILWAY COMPANY.

(Operated by New York Central Railway Company.)
(See Annual Eeport of 1895-96.)

BEERSVILLE COAL AND RAILWAY COMPANY.

(See Annual Report of 1905-06.)

BELLEVILLE AND NORTH HASTINGS RAILWAY COMPANY.

Now part of Grand Trunk Railway System.)
(See Annual Report of 1888-89.)

BOSTON AND NOVA SCOTIA COAL COMPANY.

(See Inverness and Richmond Railway Company.)
(See Annual Report of 1895-96.)

BRACEBRIDGE AND TRADING LAKE RAILWAY COMPANY.

(See Annual Report of 1905-06.)

BROCKVILLEj WESTPORT AND SAULT STE. MARIE RAILWAY COMPANY

(See Annual Report of 1906-07.)

BRANTFORD^ WATERLOO AND LAKE ERIE RAILWAY COMPANY.

(Now part of Toronto, Hamilton and Buffalo Railway.)
(See Annual Report of 1895-96.)

REPORT OF THE DEPUTY MINISTER xxvil

SESSIONAL PAPER No. 20

BRUCE MINES AND ALGOMA RAILWAY COMPANY.

(See Annual Report of 1904-05.)

BUCTOUCHE AND MONCTON RAILWAY COMPANY.

(See Annual Report of 1893-94.)

CALGARY AND EDMONTON RAILWAY COMPANY.

(See Annual Report for 1890.)
(Leased to Canadian Pacific Railway.)

CANADA ATLANTIC RAILWAY COMPANY.

(Now part of Grand Trunk Railway System.)

(See Annual Report of 1888-89; also see under head of Ottawa, Arnprior and Parry

Sound Railway Company.)

CANADA EASTERN RAILWAY COMPANY (FORMERLY NORTHERN AND WESTERN RAILWAY COM-
PANY OF NEW BRUNSWICK, NOW PART OF THE INTERCOLONLAL SYSTEM.)

(See the Annual Reports for the years 1894-95 and 1899-1900.)

CANADIAN BRIDGE COMPANY.

(See South Shore Railway Company, Quebec.)

CANADIAN NORTHERN RAILWAY COMPANY.

(See Annual Report of 1906-07.)

CANADIAN NORTHERN ONTARIO RAILWAY COMPANY.

(Formerly called the James Bay Railway Company; named changed to the above by
order in council of June 25, 1906, under the authority of section 2 of chapter
110 of 1905. Construction powers extended by chapter 72 of the statutes of 1907.)

(See Nos. 583 and 697.)

By the Subsidy Act of 1903 chap. 57, item 39, the grant to the James Bay
Railway Company of a subsidy of $3,200 a mile, with an addition of 50 per cent
on the cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized
for a line of railway from Toronto, via the east side of Lake Simcoe, to a point at,
near, or beyond Sudbury, through Parry Sound, not exceeding 265 miles, in lieu of
two subsidies granted by chapter 8 of 1900, for 35 and 20 miles respectively, from
Parry Sound towards James Bay.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on September 8, 1904.

A supplementary agreement was entered into with the company on March 27,
1906, under the retroactive Act of 1904, chapter 33, and the Order in Council of
February 16, 1906, fixing the maximum and minimum amounts payable.

xxviii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909»

Work was done under this contract, during the nine months between June 30, 1906,
and March 31, 1907, to the extent of 79 per cent of the total estimated, and payment
has been made to the extent of $420,608, making the total payments up to March 31,
1907, $1,071,872.

By the Subsidy Act of 1907, chap. 40, item 13, the above subsidy was revoted, to
the Canadian Northern Ontario Railway Company.

This railway is now completed, and during the past fiscal year the balance of sub-
sidy, amounting to $244,224, has been paid, making the total payments up to March
31, 1908, $1,316,096.

CANADIAN NORTHERN QUEBEC RAILWAY COMPANY.

(See Nos. 674 and 675.)

This company was formed by the amalgamation of the Great Northern Railway
of Canada, the Chateauguay and Northern Railway Company, and the Quebec, New
Brunswick and Nova Scotia Railway Company under the above name; such amalga-
mation having been recommended for sanction by the Board of Railway Commis-
sioners for Canada under section 281 of the Railway Act, 1903, and sanctioned, ac-
cordingly, by an order in council dated July 19, 1906.

By the Subsidy Act of 1906, chap. 43, item 36, the grant of subsidies to the Great
Northern Railway of Canada for ji line of railway in extension of its railway from a
point at or near Arundel to a point in the municipality of the united townships of
Preston and Hartwell, not exceeding 30 miles, and for a line of railway connecting
its Montfort and Gatineau line with the main line at St. Jerome, not exceeding 22
miles, were authorized ; in lieu of the subsidies granted to the Montfort and Gatineau
Colonization Railway Company by items 6 and 41 of chapter 57 of 1903.

This company having applied for the subsidy for the construction of a railway
connecting its Montfort and Gatineau line with the main line at St. Jerome, 22
miles, a contract was entered into with them for the work on April 10, 1907.

During the past fiscal year, payment has been made to the extent of $41,830, the
total paid on this work up to March 31, 1908.

By the Subsidy Act of 1906, chap. 43, item 37, the grant of a subsidy to the
Great Northern Railway of Canada for a line of railway from, at or near Garneau
Junction to or towards the Quebec bridge, not exceeding 70 miles, was authorized;
in lieu of the subsidy granted by item 74 of chapter 57 of 1903.

This company having applied for the said subsidy, a contract was entered into
with them for the work on April 8, 1907.

During the past fiscal year, payments have been made to the extent of $215,040,
the total, including double subsidy, paid on this work up to March 31, 1908.

It may be noted that the Great Northern Railway of Canada had previously been
subsidized, under various Acts, for lines of railway and bridges, the aggregate pay-
ments for these works up to June 30, 1903, being $557,783.31. ,

REPORT OF THE DEPUTY MINISTER xxlx

SESSIONAL PAPER No. 20

CANADIAN PACIFIC RAILWAY COMPANY.

(Crow's Nest Pass Eailway.)
(See Annual Export for 1902-03.)

CANADIAN PACIFIC RAILWAY COMPANY.

(Waskada Branch.)
(See Annual Report of 1905-06.)

CANADIAN PACIFIC RAILWAY COMPANY.

(Pheasant Hills Branch.) ,

(See Annual Report of 1906-07.)

CANADIAN PACIFIC RAILWAY COMPANY.

(Dyment Branch.)
(See Annual Report for 1902-03.)

CANADLVN PACIFIC RAILWAY COMPANY.

(See Nos. 593 and 698.)

By the Subsidy Act of 1903, chap. 57, item 49, the grant of a subsidy of $3,200
a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
but not exceeding in all $6,400 a mile, was authorized for a branch line of railway
from a point at or near the intersection of the Canadian Pacific Railway and the
Great JSTorthem Railway between St. Philippe d'Argenteuil and Lachute, thence in a
northerly direction, passing through the village of Brownsburg, not exceeding three
miles.

The company having applied for the said subsidy, a contract was entered into
with them for the work on March 20, 1906.

During the fiscal year 1906-7 payment was made for this work of the sum of
$9,600.

By the Subsidy Act of 1907, chap. 40, item 14, the above subsidy was revoted, the
distance being increased, not to exceed 4-2 miles.

The company having applied for the said subsidy, a further contract was entered
into with them for the work August 22, 1907.

During the past fiscal year subsidy to the extent of $3,424 has been paid, making
the total payments up to March 31, 1908, $13,024.

CANADIAN PACIFIC RAILWAY COMPANY.

(See No. 665.)

By the Subsidy Act of 1906, chap. 43, item 27, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile.

XXX DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

limited to $6,400 a mile, was authorized for a line of railway from a point at or near
Teulon to a point on the Icelandic river, not exceeding 35 miles, in lieu of previous
subsidies. ^

This company having applied for the said subsidy, a contract was entered into
with them for the work on September 28, 1907.

No payments have been made up to March 31, 1908.

CANADIAN PACIFIC RAILWAY COMPANY.

(West Selkirk — Lake Winnipeg Branch.) ,

(See Annual Eeport for 1902-03.)

CAP DE LA MAGDELEINE RAILWAY COMPANY.

, (Leased to Canadian Pacific Railway.)
(See Annual Eeport of 1896-97.)

J CAPE BRETON RAILWAY EXTENSION COMPANY^ LIMITED.

(See Annual Reports of 1895-96 and 1905-06.)

CENTRAL COUNTIES RAILWAY COMPANY.

(See Annual Eeport of 1905-06.)

CENTRAL ONTARIO RAILWAY COMPANY.

(See Annual Report for 1900-01.)

(See Nos. 547 and 685.)

The history of this railway was given in the annual report for 1900-01, with a
statement of the subsidies paid for the then completed line of railway.

By the Subsidy Act of 1903, chap. 57, item 4, the grant of a subsidy of $3,200 a
mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile,
not exceeding in all $6,400 a mile, was authorized for a further extension of the com-
pany's railway from a point at or near Bancroft to a point on the Canada Atlantic
Railway at or near Whitney, not exceeding 40 miles, in lieu of subsidies granted by
item 5' of section 2 of chapter 8 of 1900, and item 16 of section 2 of chapter 7 of 1901,
respectively.

The company having applied for this subsidy a contract was entered into with
them accordingly on September 6, 1905.

By the Subsidy Act of 1907, chap. 40, item 1, the above subsidy granted by chap-
ter 57 of 1903, item 4, not exceeding 40 miles, was revoted.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on June 10, 1907.

During the past fiscal year, payments have been made to the extent of $76,861.36,
the total paid, under this subsidy, to March 31, 1908.

REPORT OF THE DEPUTY MINISTER 3cxxl

SESSIONAL PAPER No. 20

CENTRAL RAILWAY COMPANY OF NEW BRUNSWICK.

(Now New Brunswick Coal and Railway. Company.)
'. (See Annual Eeport for 1902-03.)

CHATEAUGUAY AND NORTHERN RAILWAY COMPANY.

(Amalgamated with and under the name of the Canadian Northern Quebec E^ilway

Company.)

(See Annual Report of 1906-07.)

CHATHAM BRANCH RAILWAY COMPANY.

(Now part of Intercolonial Railway.)
(See Annual Report of 1893-94.)

CHIGNECTO MARINE TRANSPORT RAILWAY COMPANY.

(See Annual Report for 1904-95.)

COAST RAILWAY COMPANY OF NOVA SCOTL&.

CName changed to Halifax and Yarmouth Railway Company by Nova Scotia Statute

of 1899, chap. 128.)

(See Annual Report of 1904-05.)

COBOURG, NORTHUMBERLAND AND PACIFIC RAILWAY COMPANY.

(See Annual Report for 1900-01.)

COLCHESTER COAL AND RAILWAY COMPANY.

(See No. 664.)

This company was incorporated by letters patent, dated February 26, 1903, of the
province of Nova Scotia.

By the Subsidy Act of 1906, chap. 43, item 26, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile, limited
to $6,400 a mile, was authorized for a railway from Debert Station, on the Intercolonial
Railway, to Debert Coal Mines, not exceeding 4^ miles.

This company having applied for the said subsidy, a contract was entered into
with them for the work on May 20, 1907.

During the past fiscal year, the full amount of subsidy, on 4 miles of railway,
$12,800, has been paid.

COLUMBIA AND KOOTENAY RAILWAY AND NAVIGATION COMPANY.

(Leased to the Canadian Pacific Railway Company.)
(See Annual Report for 1891-92.)

xxxii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
COMPAGNDE DU CHEMEST DE FER DE COLONISATION DU NORD.

(See Nos. 588, 642,)
The history of this railway was given in the annual report for 1905-06, with a
statement of the subsidies paid for the then completed line of railway.

By the Subsidy Act of 1903, chap. 57, item 44, the grant of a subsidy of $3,200 a
mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for a railway from Lake Nominingue to Le
Lievre, not exceeding 35 miles.

By the Subsidy Act of 1906, chap. 43, item 4, the above subsidy was revoted.

This company having applied for the said subsidy, a contract was entered into with
them for the work on December 27, 1907.

No payments have been made up to March 31, 1908.

CORNWALLIS VALLEY RAILWAY COMPANY.

(Now part of Dominion Atlantic Railway.)
(See Annual Report for 1891-92.)

CUMBERLAND RAILWAY AND COAL COMPANY.

(See Annual Report for 1894-95.)

DOMINION ATLANTIC RAILWAY COMPANY.

(See Western Counties Railway Company.)

DOMINION EASTERN RAILWAY COMPANY.

(See Annual Report for 1900-01.)

DOMINION LIME COMPANY.

(Now part of Hereford Railway.)
(See Annual Report for 1888-89.)

DOMINION COAL COMPANY.

(Now Sydney and Louisburg Railway.)
(See Annual Report for 1895-96.)

DRUMMOND COUNTY RAILWAY COMPANY.
I

(Now part of Intercolonial Railway.)
(See Annual Report of 1900-01.

EAST RICHELIEU VALLEY RAILWAY COMPANY.

(Now part of Quebec, Montreal and Southern Railway Company.)
(See Annual Report of 1888-89.)

REPORT OF THE DEPUTY MINISTER xxxiii

SESSIONAL PAPER No. 20

EDMONTON^ YUKON AND PACIFIC RAILWAY COMPANY.

(See Nos. 455, 572 and 693.)

This company was incorporated by the Act of 1896, chap. Yl, under the name of
the Edmonton District Eailway, with powers to construct and operate a railway from
6orae point within the town of Edmonton to a point in South Edmonton on the Cal-
gary and Edmonton Eailway and to connect therewith; also from some point within
the town of Edmonton, via the village of St. Albert, to a point on the Athabaska
river, at or near Fort Assiniboine, with a branch to Stony Plains; also from some
point within the town of Edmonton to a point at or near Fort Saskatchewan, together
with a branch to a point on Sturgeon river. Other powers were granted of a general
commercial character.

By the Act of 1898, chap. 63, the company was empowered to extend their line of
railway from the Athabaska to the navigable waters of Felly river.

By the Act of 1889, chap. 64, the name of the company was changed to the above,
with powers to extend the railway via the Yellow Head Pass or the Peace Eiver Pass,
to a point in British Columbia, or to connect with the railway which the British
Pacific Eailway Company is authorized to construct, and also to construct and operate
a branch line to some point on the Yukon river.

By the Subsidy Act of 1903, chap. 57, item 28, the grant to this company of a
■subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of
:$15,000 a mile, limited to $6,400 a mile, was avithorized for 50 miles of a railway from
the town of Strathcona to Edmonton, and thence westerly towards the Yellow Head
Pass.

By the Subsidy Act of 1907, chap. 40, item 9, the above subsidy was revoted.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on December 18, 1907.

During the past fiscal year subsidy to the extent of $91,200 has been paid, the
total paid up to March 31, 1908.

ELGIN, PETITCODIAC AND HAVELOCK RAILWAY COMPANY.

(See Annual Eeports for 1885-86 and 1890-91.)

ERIE AND HURON RAILWAY COMPANY.

(Now part of Lake Erie and Detroit Eiver Eailway.)
(See Annual Eeport for 1886-87.)

ESQUIMALT AND NANAIMO RAILWAY COMPANY.

(Now part of Canadian Pacific Eailway System.)

(See Annual Eeport for 1886-87.)
20— c

xxxiv DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

FREDERICTON AND ST. I^IARy's BRIDGE COMPANY.

(Now part of Intercolonial Railway.)
_ (See Annual Report of 1904-05.)

GRAND TRUNKj GEORGIAN BAY AND LAKE ERIE RAILWAY COMPANY.

(Now part of Grand Trunk Railway System.)
(See Annual Report for 1893-94.)

GRAND TRUNK RAILWAY COMPANY.

(See Annual Report of 1900-01.)

GREAT EASTERN RAILWAY COMPANY.

(See Annual Report for 1896-97.)

GREAT NORTHERN RAILWAY OF CANADA (FORMERLY THE GREAT NORTHERN RAILWAY

COMPANY.)

(Amalgamated with and under the name of the Canadian Northern Quebec Railway

Company.)

(See Annual Report for 1902-03.)

GULF SHORE RAILWAY COMPANY OF NEW BRUNSWICK.

(See Annual Report for 1899-1900.)

GUELPH JUNCTION RAILWAY COMPANY.

(Leased to Canadian Pacific Railway.)
(See Annual Report of 1888-89.)

HALIFAX AND SOUTH- W^ESTERN RAILWAY COMPANY.

(See Nos. 567, 619 and 660.)

This company was incorporated by the Act of the province of Nova Scotia, chap.
1, 1902, for the construction and operation of a railway from a point on the Inter-
colonial Railway at or near Halifax to Barrington Passage, and also from a junction
with the Central Railway, at or near New Germany, to Caledonia Corners.

By the Subsidy Act of 1903, chap. 57, items 23 and 75, the grant of a subsidy of
$3,200 a mile, with an addition of 50 per cent on cost in excess of $15,000 a mile, not
exceeding $6,400 a mile, was authorized for lines of railway (a) from a point at or
near Plalifax to a point on the Central Railway at or near Mahone Bay, 68 miles;
(b)from a point on the Central Railway at or near Bridgewater towards Barrington
Passage, 77 miles, and an addition to and continuation of the same, 35 miles; (c)
from a point at or near New Germany on the Central Railway to a point at or near
Caledonia, 22 miles ; (d) and from a point at or near Caledonia to Liverpool, 29 miles.

The company was admitted to contract on November 9, 1903.

Tbe total payments up to June 30, 1906, amounted to $653,776.

REPORT OF TEE DEPUTY MINISTER xxxv

SESSIONAL PAPER No. 20

By the Subsidy Act of 1906, chap. 4.3, item 22, the above subsidies were revoted..

The company having applied for these subsidies, a contract was entered into with-
them, accordingly, on October 8, 1906.

During the past fiscal year payments have been made to the extent of $316,567.73^
making the total payments up to March 31, 1908, $1,238,450.93.

HALIFAX AND YARMOUTH RAILWAY COMPANY.

(Formerly the Coast Kailway Company of Nova Scotia, which see.)

(Name changed by Nova Scotia Statute of 1899, Chap. 128.)

(See Annual Eeport for 1902-03.)

HARVEY BRANCH RAILWAY COMPANY.

(See Annual Report of 1889-90.)

HEREFORD RAILWAY COMPANY (FORMERLY HEREFORD BRANCH RAILWAY COMPANY.)

(See Annual Eeport of 1891-92.)

INTERNATIONAL RAILWAY COMPANY.

(Now part of Canadian Pacific Railway System.)
I (See Annual Reports of 1887-88 and 1889-90.)

INTERNATIONAL RAILWAY COMPANY OF NEW BRUNSWICK.'

(Formerly the Restigouche and Western Railway Company, which see.)

This company was incorporated by letters patent, dated May 19, 1903, in pur-
suance of the Act of the legislature of New Brunswick of that year, entitled ' An Act
in aid of the construction of certain railways,' with powers to construct a line of rail-
way commencing at the terminus of the first section of 10 miles of railway extending
from Campbellton, N.B., westward, built for the Restigouche and Western Railway
Company, to the St. John river at a point between Grand Falls and Edmundston,
with power to acquire the said 10 miles already built, and to issue debentures on the
said line of railway, including the first section of 10 miles, when acquired, to the ex-
tent of $5,000 per mile; the capital stock to be $600,000, with provision for increase
to $1,500,000.

By the Subsidy Act of 1903, chap. 57, item 14, authority was given for the grant
oi a subsidy to the above company for a line of railway from the western end of the
10 miles of its railway already constructed from Campbellton towards a point on the
St. John river between Grand Falls and Edmundston, not exceeding 67 mil&=, being
in lieu of previous subsidies.

Under date of May 13, 1905, a subsidy contract was entered into with the com-
pany accordingly.

During the fiscal year 1906-07 payments were made to the extent of $51,200.

No further payments have been made up to March 31, 1908.
20— Ci

:xxxvi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
INVERNESS RAILWAY AND COAL COMPANY.

(Name changed from Inverness and Eichmond Railway Company by the Act of the
province of Nova Scotia, 2 Edward VII., chap.162 of 1902.)

(See Annual Eeport of 1905-OG.)

IRONDALE^ BANCROFT AND OTTAWA RAILWAY COMPANY.

(See Annual Report for 1900-01.)

JAMES BAY RAILWAY COMPANY.

(Name changed to The Canadian Northern Ontario Railway Company by Order in-
Council of June 25, 1906, under the authority of section 2 of chapter 110 of the
statutes of 1905.)

(See James Bay Railway Company in Annual Report for 1906-07, and Canadian
Northern Ontario Railway Company in present report.)

JOGGINS RAILWAY COMPANY.

(Now Canada Coal and Railway Company.)
(See Annual Report for 1891-92.)

KETTLE RHER VALLEY RAILWAY C0:MPANY.

(See Nos. 611, 67Y.)

Tliis cnmpary was incorporated by the Act of 1901, chap. 68, with powers for the
construction of s line of railway from a point on the international boundary line at
or near Cascade city, British Columbia, thence running in a westerly direction, fol-
lowing the course of the Kettle river, to a point on the said international boundary
line at or near Carson city, with a branch from a point at or near Grand Forks to a
point 50 miles up the north fork of the Kettle river, following the valley of the same
river; also with a branch from a point at or near Grand Forks, via Greenwood, to a
point on the international boundary line at or near Midway. In addition, the com-
pany was authorized to form connections at the boundary line, at the said point, with
a proposed railway to Republic in the State of Washington, and generally with the
railway system of the United States.

By the Act of 1904, chap. 89, additional lines of railway were authorized, (a)
From a point 50 miles up the north fork of the Kettle river, thence via Fire Valley
to Vernon, thence westerly to a junction with the Nicola, Kamloops and Similkameen
Coal and Railway Company at or near Quilchena. (&) From a point on the line so
to be constructed at or near the junction of the east fork and west fork of the north
fork of Kettle river to Franklin Camp, thence to Killarney by the most feasible route.

By the Subsidy Act of 1903, chap. 57, item 67, the grant to this company of a
subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000
a mile, not exceeding $6,400 a mile, was authorized for a line of railway from Grand
Forks to a point 50 miles up the north fork and west fork of the north fork of Kettle
river, not exceeding 50 miles. ,

REPORT OF TEE DEPUTY MINISTER xxxvU

SESSIONAL PAPER No. 20

The company was admitted to contract on July 28, 1905.

"No payments had been made up to March 31, 1907.

By the Subsidy Act of 1906, chap. 43, item 39, the above subsidy was revoted.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on June 6, 1907.

During the past fiscal year, payment has been made to the extent of $97,771 . 52, the
total paid up to March 31, 1908.

KINGSTON, NAPANEE AND WESTERN RAILWAY COMPANY.

(Amalgamated with Bay of Quinte Railway Company.)
(See Napanee, Tamworth and Quebec Railway.)

KINGSTON AND PEMBROKE RAILWAY COMPANY.

(Leased to Canadian Pacific Railway.)
(See Annual Report for 1884-85.)

KLONDIKE MINES RAILWAY COMPANY.

(See Nos. 615, 684 and 706.)

This company was incorporated by the Act of 1899, chap. 72, with powers for the
construction of a line of railway from Klondike City along the Klondike river to
Bonanza Creek, and thence along the Yiikon river to Dawson City, together with
power to construct certain branch lines. Other powers of a general commercial
character were granted.

By the Subsidy Act of 1903, chap. 57, item 71, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for a railway from Dawson to Stewart river,
passing near Grand Forks, not exceeding 84 miles.

The company having applied for this subsidy, a contract was entered into with
them for the work on February 1, 1905.

During the fiscal year 1906-07 payments were made to the extent of $96,000.

By the Subsidy Act of 1907, chap. 40, item 22, this subsidy was revoted in
modified form as follows:

(a) For a line of railway from Dawson to a point at or near Sulphur Spring,
not exceeding 31 miles.

(h) For a line of railway from a point at or near Sulphur Spring to a point at or
near the divide between Dominion and Flat Creeks, not exceeding 45 miles.

(c) For a line of railway from a point at or near the said divide to or towards the
Stewart river, not exceeding 8 miles.

xxxviii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The company liaving applied for these subsidies, three separate contracts were
entered into with them, accordingly, on May 10, 1907. The first section (a), 31 miles
is completed and in operation; the time for completion of the last two named sec-
tions (h) and (c) being fixed as December 1, 1909.

During the past fiscal year payment has been made to the extent of $101,184,
making the total payments up to March 31, 1908, $197,184.

KOOTENAY AND ARROWHEAD RAILWAY COMPANY.

(Leased to Canadian Pacific Eailway Company.)
(See Annual Report of 1905-06.)

KOOTENAY CENTRAL RAILWAY COMPANY.

(See Nos. 610 and 669.)

This company was incorporated by the Act of 1901, chap. 71, with powers for
the construction of a line of railway, (a) From Fort Steele to Elko or some other
convenient point on the Crow's Nest Eailway between Elko and Wardner, thence on
either the east or west side of the Wigwam river, or by the most convenient route, to
the international boundary line, (h) From Fort Steele to Windermere, by either
the east or west side of the Kootenay river, thence to the town of Golden on the main
line of the Canadian Pacific Railway, and may build and operate such tramways
in connection therewith, not exceeding in any one case ten miles in length, as are
from time to time authorized by the Governor in Council. Other powers of a general
commercial character were granted, including the acquisition and operation of
smelters.

By the Subsidy Act of 1903, chap. 57, item 66, the grant to this company of a
subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of
$15,000 a mile, limited to $6,400 a mile, was authorized for a line of railway from
Golden to the international boundary line, via Windermere and Fort Steele, and
crossing the Crow's Nest Railway at or near Elko, not exceeding 186 miles.

The company having applied for this subsidy was admitted to contract on June
23, 1906.

By the Subsidy Act of 1906, chap. 43, item 31, the above subsidy was revoted.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on April 4, 1907.

No payments have been made up to March 31, 1908.

LAKE ERIE AND DETROIT RIVER RAILWAY COMPANY.

Formerly the Lake Erie, Essex and Detroit Railway Company. Name changed
by Dominion Act, 54-55, Vic, chap. 88 (1891).

(See Annual Report for 1901-02.)

REPORT OF THE DEPUTY MINISTER xxxix

SESSIONAL PAPER No. 20

l'assomption railway company. *
(See Annual Eeport of 1886-87.)

LEAMINGTON AND ST. CLAIR RAILWAY COMPANY.

(Amalgamated with Canada Southern Railway.)
(See Annual Eeport of 1888-89.)

LAKE TEMISCAMINGUE COLONIZATION RAILWAY COMPANY.

(Now part of Canadian Pacific Railway System.)
(See Annual Eeport 1896-97.)

LAURENTIAN RAILWAY COMPANY.

(See St. Lawrence, Lower Laurentian and Saguenay Railway Company.)

LINDSAY^ BOBCAYGEON AND PONTPOOL RAILWAY COMPANY.

(Leased to Canadian Pacific Eailway Company.)
(See Annual Eeport of 1904-05.)

LOTBINERE AND MEGANTIC RAILWAY COMPANY.

(See Annual Eeport of 1896-7.)

MABOU AND GULF RAILWAY COMPANY, LIMITED.

(See Annual Eeport of 1906-07.)

MAGANETAWAN RIVER RAILWAY COMPANY.

(See Annual Eeport of 1905-06.)

MANITOULIN AND NORTH SHORE RAILWAY COMPANY.

(See Annual Eeport of 1905-06.)

MARGAREE COAL AND RAILWAY COMPANY, LIMITED.

(See No. 705.)

This company was authorized to build a railway by chapter 143 of the Acts of
the legislature of Nova Scotia, 1903-04, and amendments thereto, passed during the
session of the said legislature in the year 1907.

By the Subsidy Act of 1907, chap. 40, item 21, the grant of a subsidy of $3,200
a mile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a
mile, limited to $6,400 a mile, was authorized for a line of railway from Ste. Eose
(or from Chimney Corner coal mines to a point at or near Chimney Comer Cove)
thence via the east side of Lake Ainslie to or towards a point on the Intercolonial
Railway at or near Orangedale, not exceeding 34 miles ; and for a line of railway from
a point on the Intercolonial Eailway between Orangedale and Point Tupper to Cari-
bou Cove, or Inhabitants bay or river, not exceeding 4 miles.

xl DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

This company having- applied for the said subsidy, a contract was entered into
with them for the work on June 14, 1907.

jSTo payments have been made up to March 31, 1908.

MASSAWIPPI VALLEY RAILWAY COMPANY.

(See Annual Report for 1900-01.) ..

MIDDLETON AND VICTORU BEACH RAILWAY COMPANY.

(See Annual Report of 1906-07.)

MIDLAND RAILWAY COMPANY, LIMITED.

(Now part of Dominion Atlantic Railway System.)

(See Annual Report of 1903-04.)

(See No. 472.)

During the fiscal year 1906-07 there was paid to the company, in addition to
amounts previously paid, as recited in the departmental report of 1903-04, the sum
of $4,967.70, which amount had been withheld pending consideration by the Auditor
General, making the total payments up to March 31, 1907, $372,135.70.

By the Subsidy Act of 1899, chap. 7, the grant to this company of a subsidy
towards the construction of a bridge across the Shubenacadie River, 15 per cent upon
the amount expended thereon, not exceeding $33,750, was authorized.

1'his bridge was completed and inspected by July 1, 1902, that is, within the period
allowed by the subsidizing Act. The company did not at the time enter into contract,
owing to some question as to the amount of subsidy. The subsidy contract was, how-
ever, entered into with them for this work on July 5, 1907, imder authority of an order
in council dated May 14, 1907.

During the past fiscal year the full amount of the subsidy earned, $31,892.40, has
been paid, making the total payments to the company, up to March 31, 1908, $404,-
028.10.

MIDWAY AND VERNON RAILWAY COMPANY.

(See No. 613.)

This company was incorporated by the Act of the province of British Columbia
of 1901, chap. 81, with powers for the construction of a line of railway from a point
at or near the town of Midway to a point at or near the mouth of Rock Creek; thence
in a north-easterly direction to the west fork of Kettle river; thence following the
west fork of said river, by the most convenient route via Okanagan Mission Valley, to
Vernon.

By the Dominion Act of 1903, chap. 154, the railway works which the company
by its said Act of incorporation had been empowered to undertake and operate, were
declared to be for the general advantage of Canada.

REPORT OF THE DEPUTY MINISTER Xlf

SESSIONAL PAPER No. 20

By the Subsidy Act of 1903, chap. 57, item 69, the grant to this company of a
subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of
$15,000 a mile, limited to $6,400 a mile, was authorized for a line of railway from
Midway to Vernon, not exceeding 150 miles.

The company having applied for this subsidy, a contract was entered into with
them accordingly on July 28, 1905.

No payments have been made up to March 31, 1908.

MIXUDIE COAL COMPANY, LIMITED.

(See N"os. 161, 334 and 565.)

This companj- was incorporated by the statute of Nova Scotia of 1902, chap. 140,
with power, amongst others, to build a railway or tramway in connection with their
mines, subject to any of the provisions of ' The Nova Scotia Railway Act ' relating
thereto.

By the Subsidy Act of 1903, item 21, the grant of a subsidy of $3,200 a mile, with
a further subsidy of 50 per cent on average cost in excess of $15,000 a mile, limited
to $6,400 a mile, was authorized for a line of railway from a point on the Joggins
Railway near River Hebert Railway bridge to the village of Minudie, not exeeding 6
miles, being a revote and in substitution of subsidy granted by chapter 4 of 1894
item 20.

This company having applied for the said subsidy, a contract was entered into
with them on October 28, 1904.

This railway is completed, and the full amount of the subsidy, $18,544, on 5 '79
miles, has been paid during the fiscal year 1907-08.

MONTFORT COLOXIZATION RAILWAY COMPANY.

(See Annual Report for 1900-01.)

MONTFORT AND GATINEAU COLONIZATION RAILWAY COMPANY.

(Now part of the Great Northern Railway of Canada.)
, (See Annual Report for 1902-03.)

MONTREAL AND CHAMPLAIN JUNCTION RAILWAY COMPANY.

(Now part of Grand. Trunk Railway System.)
(See Annual Report for 1892-93.)

MONTREAL AND LAKE MASKINONGE RAILWAY COilPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Report for 1890-91.)

MONTREAL AND SOREL RAILWAY COMPANY.

(Part of Quebec, Montreal and Southern Railway Company.)
(See Annual Report for 1892-93.)

xlii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
MONTREAL AND WESTERN RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Eeport for 1893-94.)

MONTREAL AND OTTAWA RAILWAY COMPANY.

(Now part of Grand Trunk Railway System.)

(Formerly the vaudreuil and prescott railway company. Name changed ly 5S Vic,

chap. 58.)

(See Annual Report for 1898-99.)

MONTREAL AND PROVINCE LINE RAILWAY COMPANY.

(Operated by Central Vermont Railway.)
(See Annual Report for 1901-02.)

NAKUSP AND SLOCAN RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Report for 1894-95.)

NAPANEE, TAMWORTH AND QUEBEC RAILWAY COMPANY.

{Name changed to the Kingston^ napanee and western railway company hy the Act

53 Vic, chap. 62.)

(See Annual Report for 1895-96.)

napierville junction railway company.

(See No. 654.)

This company was incorporated by the Act of the province of Quebec of 1888,
chap. 99, with powers for the construction of a line of railway from some point in
the parish of St. Remi to St. Cyprien, county of Napierville, traversing the counties
of Napierville and Laprairie, with power to extend the said line through the countj-
of St. John's. The Act of incorporation was subsequently amended by chap. 68 of the
statutes of 1900 (Quebec), and chap. 73 of the statutes of 1904 (Quebec). By virtue
of its Acts of incorporation and the amending Acts referred to, the company is
vested with all the rights and privileges necessary for the construction and working
of a railway from a point in the parish of St. Constant, county of Laprairie, to a
■point in the parish of St. Bernard de Lacolle, county of St. John's, or else to near
Rouse's Point.

By the Subsidy Act of 1906, chap. 43, item 16, the grant to this company of a
subsidy of $3,200 a mile, with an addition of 50 per cent on average expenditure in
excess of $15,000 a mile, limited in all to $6,400 a mile, was authorized for a rail-
way from St. Constant in the county of Laprairie and Napierville, through St.
Edouard, St. Cyprien and Lacolle to a point at or near the international boundarj-
line on the Delaware and Hudson Railway (Grand Trunk) in lieu of the 19 and 12-

REPORT OF THE DEPUTY MINISTER xliii

SESSIONAL PAPER No. 20

mile subsidies granted by chap. 7 of 1899, section 2, item 10, and chap. 4 of 1894,
respectively, not exceeding 28 miles.

The company having applied for this subsidy was admitted to contract on October
10, 1906.

This railway is completed, and the full subsidy, including double subsidy, on
27*10 miles, amounting to $173,440, has been paid during the fiscal year 1907-08.

NEW BRUNSWICK AND PRINCE EDWARD ISLAND RAILWAY COMPANY

(See Annual Eeport for 1888-89.)

NEW BRUNSWICK COAL AND RAILWAY COMPANY.

(Formerly Central Railway Company of New Brunswick.)
(See Annual Eeport of 1905-06.)

NICOLA, KAMLOOPS AND SIMILKAMEEN COAL AND RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)

(See Nos. 570, 692.)

This company was incorporated by the British Columbia Act of 1891, chap. 47,
with x)Owers to construct a single or double track line of railway from the eastern ex-
tremity of Nicola lake; thence to the town of Princeton, and thence by way of Sim-
ilkameen river in a southerly direction to Osoyoos lake; also from the terminus at
Nicola in a northerly direction to the town of Kamloops. Other powers of a general
commercial character were granted.

By the Subsidy Act of 1903, chap. 57, item 26, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for a railway from a point at or near Spence's
Bridge on the Canadian Pacific Railway to Nicola lake, not exceeding 45 miles, being
a revote of subsidies granted by chap. 5 of 1892, and chap. 4 of 1894.

The company having applied for this subsidy, a contract was entered into with
them for this work on April 27, 1905.

The sum of $110,592 was paid during the fiscal year 1905-06.

By the Subsidy Act of 1907, chap. 40, item 8, the above subsidy was revoted.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on June 24, 1907.

During the past fiscal year, payment has been made to the extent of $190,208,
making the total payments up to March 31, 1908, $300,800.

NORTHERN AND PACIFIC JUNCTION RAILWAY COMPANY.

(Now part of Grand Trunk Railway System.)
(See Annual Report of 1890-91.)

xliv DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 190®
NORTHERN AND WESTERN RAILWAY COMPANY.

(See Annual Eeport of 1889-90.)
(Also under the head 'Canada Eastern Eailway' in Annual Eeport of 1894-95.)-

NOVA SCOTIA CENTRAL RAILWAY COMPANY.

(See Annual Eeport for 1898-99.)

NOVA SCOTL\ EASTERN RAILWAY COMPANY^, LIMITED.

(See Annual Eeport of 1906-07.)

NOVA SCOTIA SOUTHERN RAILAVAY COMPANY.

(See Annual Eeport for 1902-03.)

ONTARIO AND PACIFIC RAILWAY COMPANY.

(Name changed to Ottawa and new york railway company hy 60-61 Vic, chap. 57^

1897.)

(See Annual Eeport for 1901-02.)

ONTARIO and QUEBEC RAILWAY COMPANY.

(Leased to Canadian Pacific Eailway Company.)
(See "West Ontario Pacific Eailway Company, and Annual Eeport for 1891-92.>

ONTARIO^ BELMONT AND NORTHERN RAILWAY COMPANY

(Operated by Central Ontario Eailway Company.)
(See Annual Eeport for 1896-97.)

ONTARIO AND RAINY Rn"ER RAILWAY COMPANY.

(Amalgamated with and under the name of the canadun northern railway compant
under the Act 62-63 Vic, chap. 80.)

(See Ontario and Eainy Eiver Eailway Company in Annual Eeport for 1902-03, and
Canadian Northern Eailway Company in report of 1906-07.)

ORFORD mountain RAILWAY COMPANY.

(See Annual Eeports for 1893-94 and 1894-95.)
(See Nos. 594, 699.)

The history of this railway was given in the annual report for 1894-95, with a
statement of the subsidies paid for the then completed line of railway, namely $123,050.

By the Subsidy Act of 1903, chap. 57, item 50, the grant of a subsidy of $3,200 a
anile, with a further subsidy of 50 per cent on average cost in excess of $15,000 a mile,
not exceeding $6,400 a mile, was authorized for a line of railway from a point on its
main line between Lawrenceville and Eastman to Lake Bonella, 5 miles ; from Kings-
bury to Windsor Mills, 10 miles ; and from Eastman to the town line between the town-
ship of Bolton and the township of Potton, 12 miles— not exceeding in the whole 2T
miles.

REPORT OF THE DEPUTY MINISTER xlv

SESSIONAL PAPER No. 20

The company having applied for these subsidies, contracts were entered into with
■them, accordingly, on March 9, and June 12 and 23, 1905, for the construction of the
rsections above named.

During the fiscal year 1905-06, payments were made to the extent of $45,764.50,
^making the total paid to March 31, 1907, including previous subsidies, $168,814.50.

By the Subsidy Act of 1907, chap. 40, item 15, subsidies were granted to this
■<;ompany for the following lines of railway, namely: From Bolton line to Manson-
^ville, 7 "54 miles; from Mansonviile to the international boundary, 3-12 miles; from
Windsor Mills to Brampton Falls, 8 miles; from Melbourne Eoad Crossing to Mel-
-bourne village, 3 -50 miles, and from a point on its main line of railway to the south
•^end of Bonella Lake, 5 miles; in lieu of the subsidies granted by chapter 57 of 1903,
atem 50, but not exceeding in the whole 27 miles.

The company having applied for the subsidy granted for the line from Bolton
;line to Mansonviile, a contract was entered into with them accordingly on February
1, 1908.

During the past fiscal year the sum of $24,128 has been paid from this subsidy,
juaking the total payments up to March 31, 1908, including previous subsidies, $192,-
'^42.50.

OSHAWA RAILWAY AND NAVIGATION COMPANY.

{Name changed to the oshawa railway company, hy 54-55 Vic, chap. 91.)
(See Annual Report for 1895-96.)

OTTAWA, ARNPRIOR AND PARRY SOUND RAILWAY COMPANY.

(^Novj the CANADA ATLANTIC RAILWAY COMPANY, hy amalgamation, under the Act 62-68

Vic, chap 81, 1899.)

(Now part of Grand Trunk Railway System.)

(See Annual Report for 1898-99.)

OTTAWA AND GATINEAU VALLEY RAILWAY COMPANY.

^{Name changed to the Ottawa and gatineau railway company, ly the Act 57-58 Vic,
chap. 87, which consolidated and amended Acts relating to the company.)

({Name further changed to the Ottawa northern and western railway company, ly
the Act 1 Edw. VII., chap 80, 1901.)

(See Annual Report for 1903-04.)

OTTAWA AND NEW YORK RAILWAY COMPANY.

(Purchased by New York Central Railroad Company.)
; (See Ontario and Pacific Railway Company.)

xlvi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
OTTAWA NORTHERN AND WESTERN RAILWAY COMPANY.

(Leased to Canadian Pacific Kailway Company.)

(See Ottawa and Gatineau Valley Kailway Company and Pontiac Pacific Junction

Kailway Company.)

(See Nos. 557 and 678.)

The history of this railway was given in the Annual Report of 1903-04, with a
statement of the subsidies paid for the then completed lines of railway, namely,.
$410,688.

The company having applied, under the subsidies voted in 1899 and 1906, con-
tracts were entered into with them on June 12 and 13, 1907, in -respect of their line
of railway from Aylmer to a point of junction with the Interprovincial bridge ap-
proach in the city of Hull (except that portion thereof beginning at a point of junc-
tion with the line of the Hull Electric Railway in the city of Hull and terminating at
a point on the main line of the Canadian Pacific Railway at the east end of the Hull
station yard), not exceeding 9 miles, and for a line of railway to the boundary line
of the city of Hull from a point on the Ottawa and Gatineau Railway, now the
Ottawa, Northern and Western Railway, not exceeding one-quarter of a mile.

These sections of railway having been completed, the balance of subsidies, amount-
ing to $4,243.20 has been paid during the past fiscal year, making the total payments-
to the company up to March 31, 1908, including previous subsidies, $414,931.20.

PARRY SOUND COLONIZATION RAILWAY COMPANY.

(See Annual Report for 1895-96.)

PEMBROKE SOUTHERN RAILWAY COMPANY.

(See Annual Report for 1899-1900.)

PHILPSBURG JUNCTION AND QUARRY COMPANY. ■

(See Annual Report for 1894-95.)

(Now the PHiLipsBURG RAILWAY AND QUARRY COMPANY. Name changed hy 58 Vic.^

ch. 65, 1895, Quebec.)

(See Annual Report for 1899-1900.)

PORT ARTHUR^ DULUTH AND WESTERN RAILWAY COMPANY.

{Formerly the thunder bay colonization railway company.)
(See Annual Report for 1892-93.)

PONTLAC AND RENFREW RAILWAY COMPANY.

(See Annual Report for 1899-1900.)

PONTUC PACIFIC JUNCTION RAILWAY COMPANY.

(See Annual Report for 1900-01.)

REPORT OF TUi: DEPUTY MINISTER xlvil

SESSIONAL PAPER No. 20

QU'aPPELLEj long lake and SASKATCHEWAN RAILWAY COMPANY.

(Operated by Canadian Northern Railway Company.)
(See Annual Report for 1890.)

QUEBEC BRIDGE COMPANY.

(Now the QUEBEC BRIDGE AND RAILWAY COMPANY, — name changed hy the Act S, Ed. VIL,

chap. 177, 1903.)

(See No. 467 and Acts, chap. 54 and 177 of 1903, and 35 of 1907.)

This company was incorporated by the Dominion Act, 50-51 Vic, chap. 98 (1887),
with powers to construct a railway bridge over the River St. Lawrence near Quebec,
and to arrange the same for the use of foot passengers and vehicles, and to construct
and operate lines of railway to connect with existing or future lines of railway on
each side of the river.

By the Act 60-61 Vic, chap. 69 (1897), the powers of the company were revived,
and the time for construction was extended to June 29, 1902.

By the Act 63-64 Vic, chap. 115 (1900), the time for completion was extended to
June 14, 1905, and the company were further empowered to arrange for the placing
of electric wires on the bridge and connecting railways, and for the passage of electric
street railway or tram cars.

By the Railway Subsidy Act, 62-63 Vic. chap. 7 (1899), the grant of a subsidy
to this company of $1,000,000 was authorized for a railway bridge over the River St.
Lawrence at Chaudiere basin, and by the Act of 1900, chap. 8, clause 10, it was made
applicable, one-third to the substructure and approaches, and two-thirds to the super-
structure.

On November 12, 1900, the company were admitted to contract for this subsidy
work.

The site and plans of the bridge were approved by the Railway Committee of the
Privy Council, and by an order in council, dated May 16, 1898.

The structure is to be a cantilever bridge, composed of two approach spans of
220 feet each, two anchor spans of 500 feet each, and a centre span of 1,800 feet from
centre to centre of the piers. The under side of the bridge will give a height of ISO-
feet above high water. When completed, it will comprise a double track railroad, two-
lines for electric tramways, and two ordinary roads for vehicles and foot passengers.

Subsidy payments to the extent of $374,353.33 were made up to June 30, 1903.

By the Dominion Special Act, 3 Ed. VIL, chap. 177, assented to on July 10,
1903, the name of the above company was changed to ' The Quebec Bridge and Rail-
way Company,' with powers to construct lines of railway from the northern terminus
of the company's bridge to the city of Quebec, also from the southern terminus of the
said bridge to a point at or near the intersection of the Grand Trunk Railway with

xlviii DEPARTMENT OF RAILV/AYS AND CANALS

8-9 EDWARD VII., A. 1909-

the Intercolonial Railway at Chaudiere Curve, or to some point on those lines near
named section to connect with the line of the Canadian Pacific Railway. Other
powers of a general commercial character were granted. The powers of the company
for the construction of all its authorized works was extended to July 10, 1910.

Negotiations were had having in view entry into agreement for the guarantee by
the government of the bonds of the company, and for conveying to the government,
at its option, the bridge, railways and property of the company.

Under the authority of an order in council, dated October 19, 1903, and under
the same date, the company entered into an agreement with the government, accord-
ingly, subject to ratification by Parliament; and by the Public Act of the same year,
1903, chap. 54, such agreement, annexed as a schedule to the Act, was so ratified and
confirmed, subject to the provision that the consent of parliament shall be given before
the government exercise the right of taking over the company's property. It was
further provided that the Governor in Council should have the right to appoint three
<lireetors of the company.

By this agreement the company released the government from any claim for the
tmpaid balance of the subsidy of $1,000,000 granted to them, and the government
iigreed to guarantee the principal and interest of the company's bonds to the extent of
■$6,678,200, such bonds to be payable in 50 years from the date thereof, bearing in-
terest at 3 per cent per annum, payable half-yearly, and to be a first charge, secured
l)y a mortgage, upon all the company's franchises, tolls, and property of whatsoever
kind, the mortgage to secure such securities to be made to a trustee or trustees ap-
proved by the Governor in Council and to be subject to like approval, the government
to have the right to take possession of the undertaking and proi)erty at any time on
one month's notice, paying the shareholders the amount of their stock at par value,
not exceeding $265,585.70, with simple interest at 5 per cent, and an Addition of 10 per
cent on the par value of fully paid up shares, and assuming the approved obligations
of the company for construction, operation and maintenance, according to the terms
of the aforesaid bonds and the mortgage securing the same. The date for the com-
pletion of the work was fixed as December 1, 1903.

In pursuance of this authority there was executed, on February 1, 1904, between
the Quebec Bridge and Railway Company, the Royal Trust Company (Montreal), and
His Majesty, a mortgage trust deed, conveying to the said trust company as trustees
all the property and franchises of the bridge company and providing for the issue of
bonds to the extent of $6,678,200.

In pursuance of the requirements of the said agreement, the plans, profiles and
specifications of the company's proposed railway works have been approved, as fol-
lows : —

By an order in council of January 27, 1904, for the line from the northern termi-
nus of the bridge to Champlain market, in the city of Quebec, 6 :44 miles, and by an
order in council of February 2, 1904, from the south terminus of the bridge to a
point of junction with the Intercolonial Railway, 12,600 feet.

REPORT OF THE DEPUTY 2IIXISTER xlix

SESSIONAL PAPER No. 20

Under the terms of the company's aforesaid agreement in respect of the bond
guarantee, the amount of the issue of bonds is to be fixed by the Chief Engineer's
certificate as to the value of the work done and materials delivered, from time to time,
on the company's works.

Further agreements have been entered into, dated February 9 and March 3, 1906,
in respect of advances from the Bank of Montreal.

Under certificates issued from time to time, payments have been made to the ex-
tent of $5,016,453.66, covering work done and materials delivered. This represents
the position up to March 31, 1907.

On the 29th of August, 1907, the southern cantilever span of the bridge structure
collapsed.

No payment has been made between March 31, 1907, and the date of the collapse
of the bridge.

QUEBEC CENTRAL RAILWAY COMPAXY.

(See No. 651.)

The history of this railway was given in the annual report of 1895-96, with a
statement of the subsidies paid for the then completed lines of railway.

By the Subsidy Act of 1906, chap. 43, item 13, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for an extension of the company's line of rail-
way from St. Francis to St. George, not exceeding 9 miles; and for a line of railway
from Scott Junction to the Quebec bridge, not exceeding 23 miles; in lieu of the sub-
sidy granted by chap. 57 of 1903, item 46.

The company having applied for the subsidy granted for the line from St. Francis
to St. George, 9 miles, a contract was entered into with them, accordingly, on January
28, 1907.

This railway is completed, and, during the past fiscal year, the full subsidy, $55,-
638.69, has been paid.

QUEBEC AKD LAKE ST. JOHN RAILWAY COMPANY.

(See Annual Keport of 1895-96.)

(See Nos. 601 and 659.)

The history of this railway was given in the annual report for 1895-96, with a
statement of the subsidies paid for the then completed lines of railway.

By the Subsidy Act of 1903, chap. 57, item 57, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for a line of railway from La Tuque on the
St. Maurice river to a point on the Lake St. John Railway- near the Eiver Jeannotte,
not exceeding 35 miles.

20— D .

1 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on October 12, 1904.

During the fiscal year 1906-07 payments were made under the above contract to
the extent of $64,512, making the total up to March 31, 1907, $150,528.

By the Subsidy Act of 1906, chap. 43, item 29, the grant of a subsidy of $3,200 a
mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,,
limited to $6,400 a mile, was authorized for a line of railway from Eoberval to the
government wharf at Lake St. John, in lieu of the subsidy granted by chap. 57 of
1903, not exceeding one mile.

The company having applied for this subsidy, a contract was entered into with
them, accordingly, on November 24, 1906.

This extension was completed, and during the fiscal year 1906-07, the subsidy,
$3,200, was paid.

By the Subsidy Act of 1906, chap. 43, item 21, the subsidy granted by chapter 57
of 1903, item 57, for a line of railway from a point on the Quebec and Lake St. John
Railway near the Eiver Jeannotte to La Tuque, on the St. Maurice river, not exceed-
ing 35 miles, was revoted.

The company having applied for this subsidy, a further contract was entered into
with them, accordingly, on January 10, 1908.

This line of railway is completed, and during the past fiscal year the balance of
subsidy, $73,472, has been paid, making the total payments on this work up to March
31, 1908, $224,000.

The company had previously been subsidized, under various Acts, for a line of
railway from Quebec to Lake St. John, 186 miles, including a bridge across the St.
Charles river, and also for the Chicoutimi branch, 72 miles, the aggregate payments
for these works amounting to the sum of $1,006,743 . 50, making the total payments to
the company, including the above amounts, $1,233,943.50.

QUEBEC^ MONTMORENCY AND CHARLEVOIX RAILWAY COMPANY.

(Now the Quebec Eailway, Light and Power Company.)
(See Annual Report of 1894-95.)

QUEBEC AND NEW BRUNSWICK RAILWAY COMPANY.

(See Annual Report of 1905-06.)

QUEBEC^ NEW BRUNSWICK AND NOVA SCOTIA RAILWAY COMPANY.

(Amalgamated with and under the name of the Canadian Northern Quebec Railway

Company.)

RED DEER VALLEY RAILWAY AND COAL COMPANY.

(See Annual Report for 1902-03.)

REPORT OF THE DEPUTY MINISTER
SESSIONAL PAPER No. 20

RESTIGOUCHE AND WESTERN RAILWAY COMPANY.

(Xow International Eailway Companj^ of New Brunswick, which see.)
(See x\nnnal Eeport of 1905-06.)

SCHOMBERG AND AURORA RAILWAY COMPANY.

(See Annual Eeport of 1903-04.) ^

SHUSWAP AND OKANAGAN RAILWAY COMPANY.

(Leased to Canadian Pacific Eailway Company.)
(See Annual Eeport of 1894-95.)

SOUTH NORFOLK RAILWAY COMPANY.

(Operated by Grand Trunk Eailway Company.)
(See Annual Eeport of 1888-89.)

SOUTH SHORE RAILWAY COMPANY (of Xew Brunswick.)
, (See Annual Eeport of 1896-97.)

SOUTH SHORE RAILWAY COMPANY, QUEBEC.

(Now Quebec, Montreal and Southern Eailway Company.)
(See Annual Eeport of 1904-05.)

ST. CATHARINES AND NIAGARA CENTRAL RAILWAY COMPANY.

(Now Niagara, St. Catharines and Toronto Eailway Company, electric.)
(See Annual Eeport of 1895-96.)

ST. CLAIR FRONTIER TUNNEL COMPANY.

(See Annual Eeport, 1890-1 and 1891-2.)

ST. GABRIEL DE BRANDON AND STE. EMELIE DE l'eNERGIE RAILWAY COMPANY.

(See Annual Eeport for 1902-03.)

ST. JOHN VALLEY AND RH'IERE DU LOUP RAILWAY COMPANY.

(See Annual Eeport for 1893-94.)

ST. STEPHEN AND MILLTOWN RAILWAY COMPANY.

. (Leased to Canadian Pacific Eailway Company.)
(See Annual Eeports for 1895-96 and 1900-01.)

STEWIACKE VALLEY AND LANSDOWNE RAILWAY COMPANY.

(Now part of the Dominion Atlantic Eailway System.)

(See Annual Eeport 1895-96.)
20— Di

Ill DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
ST. LAWRENCE AND ADmONDACK RAILWAY COMPANY.

(Operated by New York Central Eailroad.)
(See Annual Reports for 1893-94 and 1900-01.)

ST. LAWRENCE, LOWER LAURENTUN AND SAGUENAY RAILWAY COMPANY.

(Name changed to lavre:stias railway coup any, hy Provincial Act 51-52 Vic, ch. 108)

(See Annual Eeport for 1891-92.)

ST. LOUIS AND RICHIBUCTO RAILWAY COilPANY.

(See Annual Report for 1884-85.)

ST. Mary's river railway company.
(See Annual Report of 1905-06.)

T^MISCOUATA railway company — RIVIERE DU LOUP TO EDMUNDSTON.

, (See Annual Report for 1892-93.)

THOUSAND ISLANDS RAILWAY COMPANY.

(See Annual Reports for 1895-96 and 1901-02.)

TILSONBURG, LAKE ERIE AND PACIFIC RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Report of 1904-05.)

TOBIQUE VALLEY RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Report for 1893-94.)

TORONTO, GREY AND BRUCE RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Annual Report for 1887-88.)

TRANS-CANADA RAILWAY COMPANY.

(See Annual Report of 1905-06.)

UNITED COUNTIES RAILWAY COMPANY.

(Now part of Delaware and Hudson Railroad System.)
(See Annual Report for 1900-01.)

VAUDREUIL AND PRESCOTT RAILWAY COMPANY.

(Leased to Canadian Pacific Railway Company.)
(See Montreal and Ottawa Railway Company.)

REPORT OF TEE DEPUTY MINISTER 1111

SESSIONAL PAPER No. 20

WATERLOO JUNCTION RAILWAY COMPANY.

(Operated by Grand Trunk Railway.)
(See Annual Report for 1891-92.)

WESTERN COUNTIES RAILWAY COMPANY.

(Name changed to the Yarmouth and annapolis railway company, hy 66 Vic, ch. 6S.)

{Name further changed to the dominion Atlantic railway company, hy 57-58 Vic,

chap. 69.)

(See Annual Report for 1894-95.)

WEST ONTARIO PACIFIC RAILWAY COMPANY.

(Leased to Ontario and Quebec Railway Company — C.P.R.)
(See Annual Report of 1890-91.)

WOODSTOCK AND CENTRE"\1LLE RAILWAY COMPANY.

, (See Annual Report for 1895-96.)

YARMOUTH AND ANNAPOLIS RAILWAY COMPANY.

(See Western Counties Railway Company.)

YORK AND CARLETON RAILWAY COMPANY.

(See No. 605.)

The history of this railway was given in the annual report of 1901-02, with a
statement of the subsidies paid up to the close of that year, namely, $18,336.

By the Subsidy Act of 1903, chap. 57, item 61, the grant of a subsidy of $3,200
a mile, with an addition of 50 per cent on average cost in excess of $15,000 a mile,
limited to $6,400 a mile, was authorized for a line of railway from the present terminus

of this company's railway westerly, 5 miles.

f
The company having applied for this subsidy, a contract was entered into with
them, accordingly, on August 20, 1906.

This railway having been completed, the full subsidy on 4 '55 miles, amounting to
$14,560, has been paid during the past fiscal year, making the total payments to this
company $32,896.

LAND SUBSLDEES.

A number of companies have been aided by subsidies in land, duly authorized by
parliament and granted by the Department of the Interior, to whose report reference
must be made for information as to their position. ^

In the annual report of this department for 1895-96 information was given as to
a number of these land subsidized companies.

liv DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

CANALS.

The total expenditure on the Dominion canals for the twelve months ended on
March 31, 1908, was $3,221,984.73; comprising, for works of construction, $1,723,156.07;
charged to capital, $508,010.19 for maintenance, charged to income, $556,902.83 for
staff and $433,915.64 for repairs; the last two items being charged to revenue.

The balance of rentals due on the 1st of April, 1907, was $154,203.32. The rentals
accrued during the year ■ amounted to $141,458.75, making a total of $295,662.07. Of
this amount, during the year, the sum of $126,873.70 was collected. The amounts
due for rents on the 31st of March, 1908, was $166,420.61.

The total net revenue collected amounted to $144,882.13, the balance being from
.vharfage dues, fines, &c. No tolls are charged on any of the Dominion canals.

Summaries of these expenditures and receipts will be found in the statements
furnished by the accountant of the department, printed in the appendices. Part L,
of the present report.

The above figures relate to the fiscal year 1907-08, but very voluminous statistics
relating to the canal trafiic, and various commercial statistics for the season of navi-
gation of the year 1907 will be found in the 'Canal Statistics,' which are issued as a
separate report.

The principal facts of these statistics, summarized, are as follows : —

iThe total traffic through the several canals of the Dominion for the season of
1907 amounted to 20,543,639 tons, an increase of 10,020,454 tons compared with the
previous year. 279,199 passengers were carried, an increase of 22,699.

The following features of the principal canal traffic during the season of 1907 'v^ill
be of interest : —

On the Welland Canal 1^14,132 tons of freight were moved, an increase of 402,-
165 tons, of which 947,303 tons were agricultural products, an increase of 206,815
tons, and 170,097 tons produce of the forest; of coal 267,212 tons were carried; 1,223,-
968 passed eastward, and 390,164 tons westward. 1,604,321 tons were through freight,
of which 1,214,544 tons passed eastward.

Of the through freight, Canadian vessels carried 736,840 tons, an increase of 129,-
OGO tons, and -United States vessels 867,481 tons', an increase of 284,479 tons.

The total through freight passed eastward and westward through this canal to
United States ports was 396,657 tons; an increase of 75,226 tons compared with the
year 1906.

The quantity of grain passed down the Welland and St. Lawrence Canals to Mon-
treal was 635,573 tons, an increase of 230,638 tons compared with the previous year; of
this none was transhipped at Ogdensburg, as against 40,641 tons transhipped in 1903.

REPORT OF THE DEPUTY MINISTER Iv

SESSIONAL PAPER No. 20

The further quantity of 49,124 tons of grain passed clown the St. Lawrence canals,
only, to Montreal, making the total 684,697 tons.

On the St. Lawrence canals 2,100,466 tons of freight were moved, an increase of
463,444, of which 1,206,824 were eastbound through freight, and 400,433 tons westbound
through freight; 824,195 were agricultural products; 741,404 tons merchandise; 359,-
876' tons coal, and 359,833 tons forest products.

In 1907, 116 cargoes of corn and wheat, aggregating 168,796 tons, were taken down
direct to Montreal through the Welland and St. Lawrence canals, as against 84 cargoes
aggregating 108,734 tons in 1906; 115 cargoes, aggregating 180,206 tons in 1905; 75
cargoes, aggregating 116,098 tons in 1904, and 74 cargoes, aggregating 99,582 tons in
1903. In 1900 there were only 15 cargoes, aggregating 7,924 tons.

On the Ottawa Eiver canals the total quantity of freight moved was 337,850 tons,
a decrease of 59,568, of which 271,257 tons were produce of the forest.

On the Chambly Canal 625,282 tons were moved, an increase of 126,342, of which
482,025 tons were produce of the forest and 80,736 tons of coal.

On the Rideau Canal 82,369 tons were carried, an increase of 210; 30,018 tons
being the produce of the forest and 9,993 tons of coal.

On the St. Peter's Canal 73,167 tons were carried, a decrease of 3,160, of which
48,330 tons were merchandise; 36,629 tons of coal.

On the Murray Canal 52,402 tons passed, an increase of 24,675, and 2,926 tons of
this were the product of the forest.

On the Trent Valley Canal 69,806 tons were moved, of which 63,128 tons were the
product of the forest.

On the Sault Ste. Marie Canal the total movement of freight was 15,588,165 tons,
being an increase of 9,014,126 tons carried in 6,349 vessels, the number of lockages
being 4,596. Of wheat, 49,397,984 bushels, and of other grain 16,806,490 bushels were
carried; 3,109,113 barrels of flour, 10,066,079 tons of iron ore, 2,533,827 tons of coal,
and 37,601,546 feet, board measure, of lumber; all of these items show an increase.
The total traffic at this point, accommodated by the canals, the American and Cana-
dian, amounted to 58,220,011 tons, an increase of 6,456,680 tons, carried in 20,446 ves-
sels, an increase of 1,715. The total qiiantity of wheat carried was 98,240,260 bushels,
an increase of 13,873,951, and of other grain 37,847,182 bushels, a decrease of 16,517,-
677. Of lumber the total was 638,315,546 feet, board measure, a decrease of 249,203,-
652.*

* Continuing the course adopted for some years past, the following facts relating to the
traffic passing through both the United States and the Canadian canals at Sault Ste. Marie
during the season of 1907 have been compiled from the ' Statistical Report of Lake Commerce '
prepared under the direction of Colonel Charles E. L. B. Davis, Lieut. Colonel C. McD. Town-
send and First Lieut. Geo. R. Spalding, all of the Corps of Engineers, U. S. Army, a report of
the highest value and interest, as indicating the wonderful growth of the north-western
section of this continent during the past fifty-two years, since the date, 1855, of the opening
of the oanal, built at a cost of $1,000,000 by the State of Michigan. (This was the first ship

Ivi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

In connection with the question canal versus railway transport of grain from the
west, it may be noted that whereas grain and peas passed down to Montreal through
the Welland and St. Lawrence canals to the extent of 635,573 tons, an increase of

canal, but a small canal with a lock 38 feet long, and 8 feet 9 inches wide, and with a lift
of 9 feet, had been built in 1897-98, by the Nor thwest Fur Company on the Canadian side of
the river, for the accommodation of bateaux. In 1855 there were 193 passages oi vessels,
carrying 14,503 tons of freight. Neither wheat nor other grain formed part of this freight.

The following are the principal features of the operations of the American and Canadian
canals during the season of 1907 : —

No tolls are charged. All tonnage is net tons of 2,000 pounds.

The season of navigation extended from April 22, to Dacembar 15, 1907; the American
canals opening on April 23, and closing December 11, and the Canadian canal opening on
April 22, and closing on December 15.

The depth of water permitted a safe draught of I95 feet.

The number of passages of vessels was i.'U,437, requiring 14,020 lockages.

The total freight passed through these canals during the season aggregated 58,217,214 tons,
an increase, compared with previous years of 6,466,134 tons, or 12 per cent: 62,758 passengers
were carried, a decrease of 275. It should be observed that, in addition to the fredght pass-
ing through the canals, 25 000 cords of pulp wood and 1,160,000 feet of logs were taken
down through the rapids.

The American canals carried 55,469,4€4 tons of freight, or 95 par cant of the total, and
26,807 passengers, or 43 per cent of the total.

Canadian vessels carried 5 per cent of the total freight, or 2,747,750 tons, and 57 per cent
of the passengers, or 85,951.

The average distance freight carried was 828 3 miles; th e total of mile-tons was
48,221,465,547.

The total number of registered vessels using the canals was 879, the same number as in
the previous year; in addition to which, 346 passages were made by unregistered vessels. The
total valuation of the registered vessels was $110,443,500.

Of the 879 vessels in commission, 761 were American, valued at $102,525,500, and aggre-
gating 1,574,567 registered tons; and 118 were Canadian vessels, valued at $7,918,000, their
aggregate registered tonnage being 92,221 tons. 618 were American steamers, valued at
$96,878,500, and aggregating 1,389,641 registered tons; and 109 were Canadian steamers valued
at $7,618,000, and aggregating 86,440 registered tons. The number of American steamers
showed an increase of 21 in number, $14,412,509 in value, and 169,803 in registered tonnage.
The number of Canadian steamers was increased by 8, their value by $1,858 001, and their
registered tonnage by 20,030 tons. In both cases, the number of sailing vessels was less, but
their tonnage and value were greater: the number of sealing vessels were 143 American,
valued at 5,647,000 and of 184,926 tons register, and 9 Canadian, valued at $270,000 and of 7,784
tons register. There has been a steady decrease since 1901 in the quantity of freight carried
by sailing vessels; the quantity was 21 per cent of the total in 1901, and in 1907, only 9
per cent.

Unregistered American vessels carried 11, 574 tons of freight, and -unregistered Canadian
vessels 18,683.

Out of the 20,437 passages of the season, 2,743 were by 80 vessels of under 100 tons register,
the average being 35 tons. They carried a total of 1,813 tons of freight.

Forty-three new vessels were put in commission during the year ; all being freight
steamers. Of these, 25 are 500 feet or over in length, carrying from 9,000 to 13,800 tons in a
single cargo. In the previous year, 44 new vessels were put in commission, of which 32 were
500 feet in length and over.

As showing the development of the principle that it is the large freighter that pays, it
is to be noted that while in 1897 there were only 8 vessels capable of carrying between 6,000
and 7,000 tons, and none of greater capacity than 7,030, there were in 1907, no less than 58
vessels capable of carrying from 6,000 to 7,000 tons, 52 from 7,000 to 8 000 ton®, 95 from
8,000 to 10,000 tons, 55 from 10,000 to 12,000 tons, and 22 from 12,000 to 14,000 tons; making
a total of 282 vessels of a carrying capacity of from 6,000 to 14,000 tons of cargo.

The maximum length of the vessels carrying from 10,000 to 11,000 tons was 550 feet, and
the minimum 500 feet, the maximum beam was 54-2 feet, and the minimum 50 feet. The
maximum draught was 20 feet, and the minimum 18-6 feet. The maximum length of the
vessels carrying from 13,000 to 14,000 tons, was 605:5 feet, and the minimum 600 feet; the
maximum beam was €0-2 feet, and minimum 58 feet; the maximum draught being 20-2 feet,
and the minimum 19 feet.

The largest single cargo carried by steamer was 13,800 tons, and by sailing vessel 9,408
tons. The greatest amount of cargo carried by steamer during the season was 339,151 tons,
and by sailing vessel 152,144 tons. The greatest number of miles run during the season was
by steamer, 43,296 miles, and bv sailing vessel 27,039 miles. The greatest number of mile-tons
was, by steamer, 274,863,249, and by sailing vessel 121.205,504.

Of the 20,437 passages of vessels, 14.091 were through the American canals, in 9,428 lockages,
and 6,346 through the Canadian Canal, in 4,592 lockages.

The principal items of freight compared with the previous year were as follows: —

Hard (anthracite) coal 1,506,668 tons, an increase of 495,293 tons, or 49 per cent; soft
(bituminous) coal 9,893,427 tons, an increase of 2,165,172 tons, or 28 per cent; flour 6,524,770
barrels, a decrease of 29,420 barrels; wheat 98,135,775 bushels, an increase of 13,864,417. or 16
per cent; grain other than wheat (rye, oats, corn, barley and flour) 43,463,338 bushels, a

REPORT OF THE DEPUTY MINISTER Ivii

SESSIONAL PAPER No. 20

230,638 tons, compared \Yitli the previous year, the quantity carried to Montreal via
the Canadian Pacific and Grand Trunin Railways amounted to 383,735 tons, a decrease
of 3,228 tons. ^.Over the route from Depot Harbour on Georgian Bay, Lake Huron,
via the Canada Atlantic Eailway to Coteau Landing, at the head of the Soulanges

decrease of 10,879,817 bushels, or 20 per cent; manufactured and pig iron 307,941 tons, a decrease
of 83,164 or 21 per cent; salt 46,802 barrels, a decrease of 7,3j0 or 2 per cent; copper 89,9o9 tons,
a decrease of 17,674 or 16 per cent; iron ore 39,594,944 tons, an increase of 4,237,902 tons or 12
per cent; lumber 649,320 M ft. 13. M., a decrease ol 251,311, or 28 pei cent; building stone 898
tons, a decrease of 5,324 tons, or 86 per cent; general merchandise 1,022,651 tons, a decrease
of 112,197 tons, or 10 per cent. No silver ore was carried either in tnis or in the previous
season.

The values of these several items of freight, and the proportionate value each item bears
to the whole traffic were estimated as follows:— Coal $34,461,534, or 6 03 of the total value;
flour, wheat and other grain $166,834,196, or 29-28 per cent; iron ore $148,481,040, or 26 06 per
cent; manufactured and pig iron $23,477,240, or 4 12 per cent; copper $27,887,290, or 4-89 per
cent; lumber $14,934,360, or 2 '62 per cent; salt $345,602; building stone $10,776, and general
merchandise $153,398,100; these last three items aggregating 26 98 per cent.

The total value of the freight carried was $589,83J,188, the average value per ton being
$9.79.

The east-bound traffic from Lake Superior aggregated 45,544,319 tons, and was chiefly iron
ore, wheat and other grains, flour and lumber.

To Lake Michigan ports 4,567,018 tons were taken; American vessels carried 4,558,102 tons
from American to American ports, and 8,916 tons from Canadian to American ports; no
freight was carried in Canadian vessels.

To Lake Huron, the total freight was 1,357,745 tons; American vessels carried 195,196 tons
from American to American ports, 41,422 tons from American to Canadian ports, and 6.401
tons from Canadian to American ports. Canadian vessels carried 998,357 tons from Canadian
to Canadian ports, 26,295 tons from Canadian to American ports, and 90,C54 tons from American
to Canadian ijorts

To Lake Erie, the total freight was 38,955,071 tons. American vessels carried 38,463,262 tons
from American to American ports, 9,742 tons from American to Canadian iwrts, and 275,348
tons from Canadian to American ports. Can adian vessels carried 6,363 tons from Canadian.
to Canadian ports, 200,356 tons from Canadian to American ports, and none from American
to Canadian ports.

To Lake Ontario, the total freight was 664,485 tons. American vessels carried 52,849 tons
from American to American ports, 106,008 tons from American to Canadian ports, and 4,295
tons from Canadian to American ports. Canadian vessels carried 459,014 tons from Canadian
to Canadian ports, none from Canadian to American, and 42,319 tons from American to
Canadian ports.

The west-bound traffic to Lake Superior aggregated 12,672,895 tons ; coal was the principal
item, 11,300,095 tons being carried; general merchandise, salt, and manufactured iron made
up the balance.

From Lake Michigan ports, the total freight was 118,403 tons; American vessels carried
64,253 tons from American to American ports, and 7,46 1 tons from American to Canadian.
Canadian vessels carried 46,689 tons from American to Canadian ports.

From Lake Huron, the total freight was 361,191 tons. American vessel? carried 48,855 tons
from American to American ports, 7,231 tons from American to Canadian, and 1,110 tons from
Canadian to American ports. Canadian vessels carried 289,576 tons from Canadian to Canadian
ports, 14,419 from Canadian to American, and none from American to Canadian ports.

From Lake Erie, the total freight was 12.048,987 tons. American vessels carried 10,272,766
tons from American to American ports; 1,323,871 tons from American to Canadian, and none
from Canadian to American ports. Canadian vessels carried 4,428 tons from Canadian to
Canadian ports, none from Canadian to American, and 447,922 tons from American to
Canadian

From Lake Ontario the total freight traffic amounted to 144,311 tons ; American vessels
carried 22,353 tons from American to American ports, none from American to Canadian, and
none from Canadian to Canadian ports. Canadian vessels carried 115,098 tons from Canadian
to Canadian ports, none from Canadian to American, and 6,860 tons from American to Can-
adian ports.

The total east and west-bound commerce between Lake Superior and the four lakes named
was as follows :— With Lake Michigan 4,685,424 tons; with Lake Huron 1,718.936 tons; with
Lake Erie 51,004,058 tons; with Lake Ontario 808,796 tons.

The total amount paid for freight transport was $38,457,345. _

The transportation (liharges, including loading and unloading, on the principal items,
based on the quantities carried, were at the following rates: coal, $0-31 per ton; flour, $0-20
per barrel: wheat and other grain, $0 019 per bushel; manufactured iron, $1.80 per ton; salt,
?012 per barrel; copper, $1.40 per ton; lumber, $2,50 per M. ft. B.M. ; iron ore, $0-67 per ton;
building stone, $1,50 per ton; general merchandise, $2 per ton.

Of the total transforation charges, those on coal amounted to $3 534.029.45: on flour to
$1,304,954; on wheat .'^1,864,579.73; on grain other than wheat, to $825,803.42; on manufactured
iron, to $517,563; on lumber, to $1,623,300; on iron ore. to $28,528,612.48; and on general merch-
andise to $2,045,308.

The transiiortation charges averaged 0 080 of a cent per ton per mile. The average cost
per ton was 66 cents.

Iviii DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

Caual, thence by barge to Montreal, in the season of 1903 the total freight carried was
315,779 tons; 109,937 tons were corn and 175,954 wheat; in 1904 the total freight car-
ried was 209,260 tons; 61,G75 tons were corn and 137,338 tons were wheat. In 1905
the total freight was 254,378 tons ; 54,272 tons were corn and 168,966 tons were wheat.
In 1906 and 1907 no transhipment business was done; the grain having been brought
down to Montreal by rail. :

The quantity of grain carried to tidewater on the New York State canals was
239,844 tons, a decrease of 54,622 tons, while the quantity carried by the railways of
the state to tidewater amounted to 3,845,845 tons, a decrease of 96,926.

Of the total eastbound and westbound freight carried by the state of New York
canals (the Erie, the Champlain, the Black Eiver, the Cayuga and Seneca and the
Oswego), and the competing railways (the New York Central and the Erie Railway)
respectively (amounting in 1907 to 87,576,785 tons more by 5,332,563 tons than in 1906,
the proportion carried by the canals has fallen steadily from 68 -9 per cent in 1859 and
47 -0 per cent in 1869, to 6 -8 per cent in 1898, 7 2 in 1899, 5 -2 in 1900, 5 -1 in 1901,
5-5 in 1902, 5-6 in 1903, 4-6 in 1904, 4-5 in 1905, 4-5 in 1906, and 4-2 in 1907. These
canals carried, in 1905, 3,540,907 tons, an increase of 314,011 tons.

The enlarged Erie Canal, between Buffalo and Albany, is 350^ miles long; com-
prises 72 locks, 110 X 18 feet, with a depth of 7 feet of water, accommodating, as a
maximum, vessels of 240 tons burden. The original canal was completed in 1836, and
the enlargement in 1862. The total cost of construction was $51,609,200.

By means of the enlarged Canadian canal system and the intermediate waterways
a minimum depth of fourteen feet of water from Lake Superior to the head of the
ocean navigation at Montreal is afforded; the smallest locks being 270 feet in length
and 45 feet in width, intended, for the purpose of ordinary traffic, to accommodate
vessels 255 feet long and 44 feet beam.*

The through route between Montreal and Port Arthur, on the west shore of Lake
Superior, open as a 14-foot navigation, comprises 73 miles of canal, with 48 locks, and
1,150 miles of river and lake water, or a total of 1,223 miles. Erom Montreal to
Duluth, at the southwest of Lake Superior, the total distance is 1,357 .miles, and to
Chicago, 1,286 miles. A summary of this route will be found in the Chief Engineer's
Report, Part II., and further details of the several works in the pages immediately
following. At Port Arthur and at Fort William (about six miles apart), the Cana-
dian Pacific Railway gives communication westwards and eastwards, and the Canadian
Northern Railway westwards and with the south. A line of railway is being built
from these points by the Grand Trunk Pacific Railway to give communication with
the Transcontinental Railway.

The approaches to the canals and the channels through the intermediate river
reaches are well defined, and are lighted with gas buoys imder the control of the
Department of Marine and Fisheries, admitting of safe navigation, in the hands of

* In exceptional cases this length can with certain manceuvering, he somewhat increased,
being governed, of course, by the form of the vessel. As a matter of fact, there ar© vessels
now using the canals whose length, over all, is 265 feet, and width of beam 37 feet.

REPORT OF THE DEPUTY MINISTER lis

SESSIONAL PAPER No. 20

competent pilots, both by day and niglit. In the cases of the Sault Ste. Marie, the
Welland, the Cornwall, the Soulanges and the Lachine, they are well lighted through-
out by electricity. The Sault Ste. Marie, the Cornwall and the Soulanges canals are
electrically operated. Installations for electrical operation of the Welland Canal and
the Lachine Canal are in progress. The Farran's Point Canal is lighted with acetylene
gas.

During the year, the work of deepening and widening the upper entrance to the
Sault Ste. Marie Canal has been carried on, the object being to afford a depth of 21 feet
5 inches of water below extreme low water mark, a much needed provision in view of
the size and draught of the vessels plying on the great lakes in the present day. This
improvement will admit of the full use of the capacity of the lock itself.t

On the Welland Canal, the work of installation of machinery and appliances for
the electrical operation of the lock gates was placed under contract. A considerable
increase in the traffic through the canal is reported. The elevator at Port Colborne
was practically completed before the close of the year.*

On the Ontario St. Lawrence Canals, considerable work was done during the year
in the way of dredging out and cleaning up the upper entrance of the Galops Canal, the
removal of shoals in the river west of that point, and the cleaning up of the new north
channel, further west. The channel through the Galops Rapids has been buoyed out
by the Department of Marine and Fisheries, under whose control it has now been
placed. An automatic gauge on the north pier at the lower entrance of the north chan-
nel serves to indicate the depth of water available from time to time in the channel,
for the information of those desirous of running the rapids.

Under authority of orders in council, dated Dec. 24, 1900, and Oct. 14, 1907, the
Beauharnois Canal, on the south side of the River St. Lawrence, being no longer re-
quired for the purposes of navigation for which it was constructed, has been leased for
the development of electrical power for industrial enterprises. The lease, dated Dec.
10, 1907, is for a period of 21 years, dating from January 1, 190S, with option of
renewal for two further like terms. The rental is $12,000 a year. By this action, the
considerable expense of maintenance and operation of the work is saved, and it is made
productive of pecuniary advantage, through the rental derived. The dyke along Hungry
Bay, which was not comprised in the lease, has demanded considerable work in the way
of repairs: measures are being taken for its permanent protection.

On August 29, 1907, the cantilever bridge in course of construction over the River
St. Lawrence above Quebec, collapsed with such suddenness that its fall unhappily in-
volved a heavy loss of life amongst the various workers engaged on the structure at the
time. Immediate steps were taken to ascertain the cause of the accident, ahd to place
the responsibility for it justly.

t The elevation of the bottom of the Canadian lock is three inches lower than the Amer-
ican ; thus affording, at all stages of the river, three inches greater depth of water for iiavi-
giation.

* Though not coming within the scope of the fiscal year, it may here be stated that the
operation of this elevator commenced on the 5th of October, 1908, the first cargo being then
unloaded into it.

Ix DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Under authority of an order in council, dated August 31, 1907, a Commission
was appointed to investigate, under oath, and to report on all matters incidental to the
collapse of the bridge. This Commission consisted of three members, namely,Messrs.
Henry Holgate, C.E., J. G. G. Kerry, C.E., and Professor Galbraith.

After an exhaustive investigation, the Commissioners prepared a voluminous re-
port, full of details, and illustrated vs'ith plans and photographs. This report was sub-
mitted on February 20, 1908, and was laid before Parliament last Session. It is a
public document, and speaks for itself. I do not conceive it to be any part of my duty
to do more than state the above facts. The history and nature of the undertaking,
and the financial assistance given to it by the Government, will be found set out, in
brief, in the pages of my report dealing with railway subsidies, under the heading
'Quebec Bridge and Eailway Company.'

On the Lachine Canal, the south locks of the canal at the entrance have been re-
built at the cost of income, and the walls of certain of the basins and other parts of
the canal have been in part reconstructed; the material used being concrete. These
works form a very desirable and lasting improvement to the canal.

An improved system of dealing with the various materials used on the Quebec
canals has been instituted; the object of which is to check and control expenditure
in this direction.

On the Rideau canal, the freshets in the spring of the year 1907 did considerable
damage, necessitating heai-y repairs. The exceptional dryness of the summer resulted
in a lowering of the level in lower Eideau lake, entailing unavoidable inconvenience
to navigation.

The maintenance and operation of the Trent canal now extends from Healy's
Falls, about 16 miles below Hastings, to Lake Simcoe. From Healy's Falls to Orillia
on Lake Simcoe the distance is 160 miles. A lighthouse was erected on this lake at the
entrance to the canal, and at various points on the canal lighthouses were built. The
several works taken over from the Ontario government in 1906, controlling the supply
of water from the back lakes were repaired, and, in some cases, rebuilt. On the 6th
of July, 1907, the formal opening of the Kirkfield hydraulic lift lock took place, thus
completing the link between Balsam Lake, and Lake Simcoe; the various settlements
on which are thereby placed in direct communication with the districts traversed
by the Trent canal.

On the section between Balsam and Cameron Lakes known as the ' Rosedale
section,' a new lock, dam and short canal have been placed under contract. The new
lock will be of the same dimensions as those of the Ontario-Rice Lake division, and
will take the place of the present old wooden lock, which is only about 29 x 100 feet.

Contracts have been entered into for the construction of a canal from Cook's bay
at the south end of Lake Simcoe up the Holland river to Holland Landing, a distance
of 8i miles, thence to Newmarket, a further distance of 4J miles.

REPORT OF THE DEPUTY MINISTER 1x1

SESSIONAL PAPER No. 20

On the Ontario-Rice Lake division, which extends from Trenton, Lake Ontario,
to Rice Lake, a distance of 58 miles, four out of the seven sections into which the
work has been divided have been placed under contract during the past year, namely,
section 1, from Trenton to Glen Millar, 4i miles; section 2, from Glen Millar to
Frankf ord, 4J miles ; section 3, from Frankf ord to a point 3 miles west of Glen Ross,
7i miles; section 5, from Campbellford to Crow Bay, 3 miles. The rise to be over-
come in 369 feet. All works will be built of concrete and the locks will have 8 feet
4 inches of water on the sills, and be 175 feet long by 33 feet wide. The several short
canals and the intermediate river reaches will have a depth at normal level of nine
feet. Much submarine rock and earth excavation will be required throughout this
division.

Good progress has been made on sections Nos. 1, 3 and 5.

The field work of the surveys for a route between Lake Simcoe and Georgian bay
via Kempenfeldt bay, at the southwestern end of that lake, and the River Notta-
wasaga, was completed in the early part of the summer of 1907, and the office work of
digesting the information obtained and of preparing the necessary plans and profiles
was well advanced towards completion at the close of the fiscal year. This is an alter-
native route to that via the River Severn.

General plans, profiles and estimates, &c., of the proposed improvements to the
east branch of the Welland river from Newmarket to Aurora, and of the west branch
of the same river to Schomburg were completed, together with detailed plans of
structures for the west branch.

GENERAL OBSERVATIONS.

The Act of 1907, chap. 23, establishing a fund to be known as * The Intercolonial
and Prince Edward Island Railway Employees' Provident Fund ' came into effect on
the 1st of April, 1907. The main feature is that a contribution of IJ per cent of each
month's salary and wages will be' made by each employee to the fund, to which a like
amount will be added by the railway. Interest at 3 per cent per annum will be allowed
on the employee's contribution. On retirement, after a certain length of service, the
employee will receive for the rest of his life a monthly allowance for each year of his
service, equal to IJ per cent of his average monthly salary or wages for the preceding
eight years; the mimimum allowance to be $20 a month, and the maximum S of his
said average monthly pay. The fund is administered by a board of five persons, the
general manager, two others approved by the Minister and selected from the chief
officers of the railway, and the remaining two elected annually by the contributing
employees.

During the past fiscal year the contributions of the railway employees amounted
to $82,707.74, and a like contribution by the railway brought the total funds up to
$165,415.48. The total expenditure was $27,760.63, leaving a balance of $137,654.85.
Adding to this the interest allowed on the employees' contributions, the total at the
credit of the fund on the 31st of March, 1908, was $139,249.21. It had been forseen
that the expenditure, in the early years of the operation of the scheme, would be

Ixii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

considerably less than the receipts; a I'apid increase of expenditure, however, must be
looked for as time goes on.

In the course of the past year 142 employees have been retired from the service
and placed on the fund. Of these, 11 have died, leaving the number of those enjoy-
ing the allowance at the close of the year 131.

The benefits to the employees so retired, and also to the railway itself, are great;
the employees find faithful service recognized by a provision for their old age or
disablement, and the railways gain in the removal from the sphere of active work of
those no longer "fitted to perform it. To this must be added the moral effect produced
on the whole body of men employed by the consciousness that good conduct on their
part will ensure them provision for their future needs.

The congestion of traffic to which I referred in my report of last year as seriously
affecting the railway companies both of Canada and of the United States, and taxing
the best efforts find ingenuity of the railway officials to meet the difficulties resulting
from it, has not been felt during the past year. In fact, the reverse has been the case,
and the supply of rolling stock has been much in excess of the public requirements.
This is not altogether a matter for congratulation, being due to the financial depression,
with its consequent reduction in the movement of goods, that has characterized both
countries, and fi'om which they are but slowly recovering.

The above remark covers, also, the feature to which I had drawn attention, the re-
tention for unreasonable time on United States railways of the Intercolonial Railway
freight cars. As a corollary of reduced traffic, the difficulty has, at all events tempor-
ally, disappeared. I may add that on March 1, 1908, the rate of fifty cents per diem
charged for car rental was reduced to twenty-five cents by the American Railway
Association, of which the Intercolonial, and the principal railways of Canada and the
United States are members ; being bound by its car service and per diem rules.

I repeat here my observation, made in my last report, with regard to Sunday
traffic :

'A ver3' important feature of difficulty in railway operation as regards the move-
ment of freight results from the statutory provision known as the "Lord's Day Obser-
vance Act," being the Act of 1906, chap. 27. Speaking from the point of view of the
Intercolonial only, I may say that the effect of this enactment is to reduce the working
capacity of the locomotive and rolling stock of the road by about one-eighth, through
enforced idleness, and further to increase, by a proportional amount, the demands on
the service on week days to make up for this period of inaction.

'In the case of the canals, it has been found absolutely necessary, season after
season, to keep them open on Sundays towards the close of the year, in order to meet
the requirements of an ever-increasing traffic.

' The question is, no doubt, one of considerable complication, and will, some day,
as the difficulty becomes more accentuated, demand a modification of the restriction.'

By a recent Order of the Board of Railway Commissioners for Canada, a consider-
able alleviation of the situation has been reached, and a reasonable right of movement
of freight has been accorded to railway companies; this Order being in pursuance of
powers conferred on the Board by the Act in question.

b

REPORT OF THE DEPUTY MINISTER Lxiii

SESSIONAL PAPER No. 20

In my report of last year, I drew attention to the fact that while performing the
work of providing special train service for the transport of European mails, and being
debited with the cost entailed, the Intercolonial Railway receives no portion of such cost
from the Post Office Deparment.

The distances run last year by these special fast trains aggregate a total of 53,233
miles ; and on the basis of the Grand Trunk Railway charges for this class of train, $2
per mile, the amount that would have had to be expended by the Post Office Depart-
ment for this service, if performed by other than the Government road would be $106,-
466. Not only did the Intercolonial receive no portion of these legitimate earnings;
but has itself to bear the whole cost of the service.

At all events, this unfair position should be borne in mind when regarding the
aggregate expenditures on the railway, year by year.

The question of the freight rates on the Intercolonial calls for early consideration
and action, and, to this end, I have made comparison between these rates and those
in force on the Grand Trunk Railway.

The general freight tariff in use on the government system of railways was ap-
proved of by an order in council of November 19, 1897; that of the Grand Trunk
Railway by a like order of June 9, 1900.

For the purpose of comparison, the rates for distances of 100 miles and 250 miles,
respectively, have been worked out. It is assumed that the 100-mile distance rate
reaches the ordinary every day small shipper; the 250-mile distance is the average
haul of each ton on the Intercolonial, and is probably not far wrong for the Grand
Trunk Railway. The Intercolonial average rate is 80 per cent of the Grand Trunk
for the 100-mile distance, and for the 250-mile haul, 72 per cent.

On the 29th of May, 1906, authority was secured by order in council to increase
the maximum standard freight tariff on the government system of railways, but this
order has not, so far, been brought into force. The effect of the increase would be to
add to the 100-mile haul about 8 per cent, and to the 250-mile haul 12^ per cent; or,
in other words, it would not call upon the customers of the railway to pay quite as
high rates as are granted by the Grand Trunk Railway to competitive distributing
centres.

The commodity rates, and special rates for specific articles are, in like manner,
very much lower than on any of the corporation-owned railways.

I do not think that tlie rates on the corporation-owned railways are high. The
sworn statement returns do not show any undue earnings, and I am convinced if
these railways were forced to accept the rates in force on the government system of rail-
ways it would mean the insolvency of every one of them.

The cost of all the material required for maintenance and operation of the rail-
way is steadily increasing; wages of all the men are also steadily increasing, and, in
addition, the conditions under which the men work are being made more favourable

Ixiv DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A, 1909

for the employees. This is in common with the general improvement of the condi-
tion of labour all over the country; the labouring man is steadily improving the con-
ditions under which he works. Urgent demands for greater facilities all along the
line are constantly made, and are well nigh irrestistible ; faster freights and quicker
despatch are a necessity to meet the demand of customers.

It is, therefore, in my opinion, necessary that the authorized rates be put in force
to meet the increased obligations entailed on the Intercolonial.

The revival and expansion of the Canadian ship building industry, long dormant,
on the great lakes, is a highly gratifying feature of the present day. ^Heretofore the
sources of supply of the vast fleet of huge steel vessels plying on these waters have bean
the United States, England and Scotland. Canadian shipyards, notably those of
Collingwood on the Georgian Bay, Lake Huron, are now awakening to the great
possibilities before them, and a number of large steel vessels adapted for carrying
200,000 to 300,000 bushels of wheat have been built in them. At Collingwood, too,
there has been built a fast and luxuriously fitted steamer for the route between Sarnia,
Port Arthur, Fort Wiliam and Duluth, to be run by the Northern Navigation Com-
pany in connection with the Grand Trunk and Grand Trunk Pacific Kailways. Her
dimensions are: Length, 365 feet, and 50 feet beam, with 27 feet moulded depth.
She will carry 400 first-class and 70 second-class passengers, and 3,000 tons of freight
The development of this industry means much for Canada.

The question of enlarging the Welland canal is passing beyond the stage of mere
tentative suggestion, and assuming the position of a need voiced by many practical
business men, composing boards of trades in important cities, from Halifax to Van-
couver,* who being fully acquainted with the immediate conditions of traffic on the
Jakes, and capable of wisely prognosticating the expansions of trade and commerce
boiwc-en the east and the fast-growing west are urging that no time be lost in providing
better means of water communication between Lake Superior and Lake Ontario.

* Re&olutious urging enlargement have been sent to the department by 27 Boards of
trade and other commercial bodies, including the Dominion Marine Association and the
Grain Produce Exchange of Winnipeg.

The following, extract from these resolutions will show the attitude of the applicants:

"******* the enlargement and improvement of the Welland canal is a matter of the
most iirgent importance to Canada, both as a means of reducing the cost of transportation
of grain and other export products from the interior to tide-water, and also as a means of
making the St. Lawrence route the highway which it should be, not onlv for the export
commerce of the Dominion, but also for that of the central and northern portion of the
United States.

" That at present the route from the head of the lake to the sea board via Buffalo and
New York enjoys a great advantage in the cheapness with which grain can be carried from
western lake ports to Buffalo in large vessels of 10,000 tons and over; that that advantage
will be further increased by the enlargement of the Erie canal which has been undertaken,
whereby barges of 1,000 tons will replace those of 250 tons now in use on the second portion
of this route; and that under existing conditions the Canadian route via the Welland canal
cannot possibly complete with that via Buffalo and New York, even if Port Colborne harbour
is iniproved so as to provide the same facilities for storage and transshipment as are now
available at Buffalo, because additional difficulties and expenses are entailed in providing
for the navigation of the second part of the route which includes, with the Welland canal
and ^the St. Lawrence, the broad exposed waters of Lake Ontario.

" That on the other hand if the Welland canal is enlarged and improved so as to permit
these large vessels of the upner lakes to extend their voyages to the full length of deep
water at or below the foot of Lake Ontario, the longer haul of the large cargoes in unbroken
bulk will place the advantage decidedly with the Canadian route

lAnnn'^^ *^® S?/?'^^-^*'!'' C?^L^H^^^ ^^^^ *^®'i be :-By the New York route, a steamer of
10,000 tons fcr 900 miles to Buffalo, and a barge of 1,000 tons for 450 miles to New York-

REPORT OF TEE DEPUTY MINISTER Ixv

SESSIONAL PAPER No. 20

The canal accommodation at the Sault Ste. Marie, ample as it was but a few years
ago, with one smnll lock (increased in 1896 to three and they the largest in the world),
is already regarded as calling for further provision. With a commerce amounting in
season of 1907 to 58,217,214 tons; with a tleet of 879 vessels plying on these upper
waters, 302 being of 5,000 to 14,000 tons capacity, and 77 steamers of over 10,000 tons,
and with a steady development, year by year, of vast proportions, the policy of a
prescient recognition of the requirements of even ten years hence, is no doubt a wise
one. In 1897 the freight carried was only 18,982,755 tons, and what the traffic will
be in ten years, with the growing Canadian west behind it, can be predicted with large
increase of the present figures. The Welland canal, with its system of no less than
25 lift locks, whose dimensions are no more than 270 feet in length by 45 feet in
width, with but 14 feet of water on the sills, and a canal prism so narrow as to compel
severe restrictions on speed, is the only means of further approach to the sea.

A vessel of 255 feet in length and 44 feet beam, the dimensions to which vessels
using the Welland canal are practically restricted, has a very limited carrying capacity,**
and to make a remunerative voyage from Lake Superior western ports to Lake Ontario
eastern ports vessels should be callable of carrying 7,000 to 10,000 tons,

/The growing importance of water transport in Canada is shown by the fact that
the total quantity of freight carried on the Dominion canals for the season of 1907
was 20,543,639 tons, an increase over the previous year of 10,020,454 tons, or 95 -2
per cent. This addition was largely at the Canadian Sault Ste. Marie canal, where
the 6,574,039 tons of 1906 was increased to 15,588,165 tons in 1907.

The quantity of freight that passed down the Welland Canal from points west
of the canal to Montreal was 789,167 tons, as against 479,442 tons in 1906; of this.

By the Canadian route, a steamer of 10,000 tons for 1,100 miles to the east end of Lake
Ontario, and a barge of 2,000 tons for 170 miles to Montreal.

"That the comparative cost of transportation would then be: —

Per Bushel.
From foot of Lake Erie. Buffalo to New York, incliiding

terminals 4-90o

Improved Welland canal from Port Colborne to foot of Lake

Ontario -SOo

From there to Montreal by river barge, including tranship-
ment and all other terminals 1 -6250

Additional insurance via St. Lawrence ,. .. -250 2 -3750

Balance of cost in favour of the St. Lawrence route 2 -5250

' That the above comparisons establish the complete supremacy of the proposed im-
proved Canadian route.

'' That the saving in cost of transportation means a corresponding saving to the producer
of the gram of two and one-half cents on every bushel; and that on a crop of 75,000,000 bushels
the ^saving would be at least $1,875,000.

" T^^a-t no other proposed route shows so effective a method of reducing the difference
between the price paid by the consumer for our products and the price realized by the
producer; That no other route offers the same opportunity to retain Canadian trade and
at the same time to mvite trade from the United States into Canadian channels; That no
other route is so feasible, and no other is so easily within our means.

/'That what is to be avoided is the frittering away of our national resources on works
which cannot within practicable cost, accommodate vessels of the size necessary to accom-
plish national results m the conditions of existing and further business.
Be it therefore further resolved:
" That in the opinion of this Board of Trade, the work of enlarging and improvinc^ the
Welland canal should be undertaken by the Dominion government without further delay."

who^ Wf^^?=°9rn^f*V''''^?^ wheat has gone through the Welland canal in a propeller
whose length is 260 feet, and beam 43 feet, drawing 14 -2 feet of water
20 — E

Ixvi DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

635,573 tons were grains. One hundred and two Canadian and 14 American vessels
business men, composing boards of trades in important cities from Halifax to Van-
took their grain cargoes, ^^,1 08,790 tons, to Montreal without transhipment, against
108,734 tons carried in 74 Canadian and 10 American vessels in 1906. The quantity
of grain carried down the Welland canal to Kingston and Prescott was 840,890 tons.
The Grand Trunk and Canadian Pacific Eailways carried to Montreal 383,735 tons of
grains, a decrease, compared with the previous year, of 3,228 tons. It wiil be clear
from the above that the use of water transport for certain classes of commodities,
where it is available, is becoming more and more commercially desirable from the
economic point of view.

Being unable, in face of the patent facts before me and the demands put forward
by the shipping, forwarding and trade interests of the cotmtry, to do otherwise than
contemplate the possibility of the decision being reached to enlarge the Welland
canal, I desire here to express my personal opinion as to the features that should, and
probably must, govern the execution of such a scheme, if undertaken, so that there
may be no misunderstanding as to the extent of the work involved, and so that those
advocating it and those concerned in the decision as to its adoption may realize its
full import. ^

The dominant factors to be considered are threefold. (1) The extent of accom-
modation to be provided; (2) the time to be consumed in passage, and (3) the cost
of the work.

As to the first point, the larger class of vessels of from 500 to 600 feet in length
using the Sault canals, should be provided for on an enlarged Welland. The depth
of the water should be 25 feet in the reaches and not less than 22 feet on the lock-
gate sills; further, the canal prism should be widened.

The question of saving time in passage is one of great importance.

It is essential to speed that a certain amount of water should at all times be
under the keel of the vessel, and that the width of the water way should be greater
than is requisite for slow-moving vessels. It is further essential that the number of
locks should be as limited as possible ; this can only be attained by increasing their lift
or drop. The multiplicity of locks on the present canal is not only an unavoidable
source of great delay in passage, but each separate work is itself a possible source of
delay, the extent of which cannot be foretold, through accident due to the breaking
of its gates. The present number of lift-locks is twenty-five.

By widening the canal prism to about two and a half times its present width, and
increasing its depth to 25 feet, vessels could pass through at two-thirds of full speed.
The number of lift-locks might be reduced to seven; their lift to be 25 feet. This
would greatly reduce the normal delays, and would also minimize the risk of delay
throiigh accident.

With the above measures of accommodation, the passage through the canal, which
now consumes an average of 15 hours in the case of a loaded vessel of full canal size,
could be effected in about seven hours.

REPORT OF THE DEPUTY MINISTER Ixvii

SESSIONAL PAPER No. 20

With regard to the cost of such works as those above outlined, it is impossible,
in the absence of the necessary surveys, to make any reliable estimate.

The time to be consumed in their execution should not, with modern appliances,
exceed five years.

I have made the foregoing observations as a means of readily reaching a large
number of people desirous of information, but with whom verbal or written com-
munication on the subject is impracticable, and not as prematurely and gratuitously
either advocating or deprecating the project.

While making these remarks I am not unmindful of the claims to consideration
due to the Montreal, Ottawa and Georgian Bay Canal project; the economic and com-
mercial aspects of which should be carefully looked into before it is undertaken.

In the case of this canal, however, not only is the work one of great magnitude
and cost, but even under the most favourable conditions, many years would be re-
quired to complete it, and, meanwhile, the demands for better water accommodation
between the west and east must remain unmet.

In an enlarged Welland canal, the existing canal would itself facilitate construc-
tion, and progress would be comparatively rapid, resulting in early completion; while
the cost would be but a fraction of that entailed by the larger scheme. Both projects
are, no doubt, desirable of execution, and both will probably, some day, be realized;
the minor one is, however, urgent.

In dealing with this question of canal enlargement in its prospective bearings,
there is a very natural tendency to keep before the mind the enormous figures that
represent the canal trafiic at the Sault Ste. Marie, to which I have above very briefly
referred, or the commerce of the Detroit river, which is considerably greater even,
being, in 1907, 71,226,895 tons, and to conclude that a considerable portion of this
could, if better means of access were provided, be diverted to the River St. Lawrence
and so to the sea via Montreal. This conclusion, however, would be erroneous.

The eastbound traffic of the Sault is mainly in ores destined for Cleveland and
Pittsburg. Of the total water borne traffic originating in Lake Superior, it is probable
that 95 per cent would never seek the sea, but would be absorbed, as now, in the great
manufacturing and milling districts bordering on Lakes Michigan, Huron and Erie.**

It is, at the same time, however, to be borne in mind, when dealing with such
enormous figures as those of the eastbound traffic from Lake Superior, that even five
per cent of the traffic would itself reach to a high figure, amounting on, say, 60,000,000
tons to 8,000,000 tons ; while during the season of 1907, the traffic from points west of
the Welland canal to Montreal aggregated only 789,167 tons, of which 635,573 tons
were grains.

** Of the total freight passed through the Sault Ste. Marie canals during the season
of 1907, 58,217,214 tons, the quantity passed east was 45,544,319 tons, and comprised 39,594,944
tons of iron ore, 1,105,811 tons of lumber, of wheat, 2,944,073 tons; 995,051 tons of other grain,
and 687,102 tons of flour.

Ixviii DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Water transport comprises much more than the mere conveyance of goods. It
is the great controller and restricter of freight charges as against its competitor the
railway, and, by this control, the producer and the consumer and the several interests
lying between them all profit.

Meantime, pending determination as to the enlargement of this canal, and its
execution, if it be decided to carry it out, we have in the now completed grain elevator
at Port Colborne — the machinery equipment of which is competent to handle 2,000,000
bushels, though the storage capacity of its bins is, at present, limited to 800,000
bushels^the best available means of utilizing such facilities as the present canal affords,
and so tending to prevent the diversion to other routes of the traffic which Canada may

reasonably expect to attract to her own waterways. ]

.J

The digest of the sworn statements of railway companies relating to their opera-
tions in Canada for the twelve months ended June 30, 1908, is now prepared by the
Departmental Comptroller of Statistics, and is issued as a separate report. It contains
a mass of highly important and interesting information on the subject, in its various
phases.

The traffic statistics of the Dominion canals for the season of navigation of 1907
are compiled under the direction of the same officer, and are also issued as a separate
report. They will be found of much value, as indicating the nature and extent of the
water-borne traffic on the Canadian inland waters.

I have the honour to be, sir,

Your obedient servant,

M. J. BUTLEE,

Deputy Minister and Chief Engineer of Railways and Canals,

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

I^^HT I

STATEMENTS OF THE ACCOUNTANT

20— i— 1

8-9 EDWARD VII.

SESSIONAL PAPER No. 20

A. 1909

No. 1.

Statement showing the amount expended by the Department of Railways and Canals,
Dominion of Canada, during the Fiscal year ended March '61, 1908.

Name of Work.

Chargeable

to

Capital.

Chargeable

to

Income.

Chargeable

ro Revenue.

Staff.

Repairs.

Canals.
Iiea.uharnoi.s

$ cts.

$ cts.

2,260 81

1,387 35

34,264 31
11,270 83
92,362 48
37,334 70
42,903 03

S cts.

7,032 31

23,019 45

28,375 21
73,651 90
74,222 78

4,244 42
44,875 16
20,345 38
28,988 36

2,248 29

$ cts.
13,019 76

Carillon. . . 1

9,775 35

Grenville .. /

Chambly

Cornwall

Lachine

ikiurray

157 90

9,897 90

203,307 25

30,627 72

35,708 68

70,427 37

2,953 23

Rideau

"140,433 22
50,634 01

55,090 45
23,206 00

Soulanges

4,245 18
2,501 42

35,687 11
1,693 63

rNorth Channel

40,500 00
4,862 30

8,114 47

St. Lawrence.... j^p^^^^,.^j of shoals upper

I. entrance Galops Canal .

St. Ours

3,338 79

2,894 76
3,371 13

32,826 38
108,101 56

19,441 86

2,i2i 43

St. Peter's

942 64

Trent

Welland

343,i76 05
806,760 46
100,312 81

96,315 87

138,430 19

16,635 15

33,382 94
78,460 40

Williamsburg — Galops

18,563 82

Total

1,708,156 37

483,250 11

473,638 95

411,660 53

General on Canals.

7,297 44

1

10,458 20

2,175 46
32,544 39
29,449 80

499 47

Salaries and contingencies, canal officers . . . .

1,864 48

19,094 23

,-, , „ ri 1 1 Remarking- boundaries ...'. .

C^uebec Canals-^ ^^ ^^^.^^ ^^^^^ ^^^^^^

14,999*70

2,479 70

4,494 90

15,921 00

4,000 00

Total

14,999 70

24,760 08

83,263 88

22,255 11

Railways

4,363,494 01

18,910,449 41

390.461 83

9,157,435 53

399,947 79
37,912 11

19,000 66

Total

23,683,405 25

9,595,295 43

Note. —Up to and including the year 1906 the Fiscal year ended .June 30th, after which the closing
datf is March 31st.

20-

-n

4 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909

Statement showing the amount expended by the Department of Railways and Canals,

&c. — Concluded.

Name of Work.

Chargeable

to

Capital.

Chargeable

to

Income.

Chargeable to Revenue.

Staff.

Repairs.

General on Railways.

$ cts.

S cts.

2,500 00

2,963 69

2,037,629 30

642 54

123,679 22

97 33

45,603 71

2,000 00

779 90

$ cts.

$ cts.

Subscription to Raih\ay Congress, Brussels. .

Government Director Grand Trunk Pac. Ry.

Can. Pac. Ry.— Compensation right of way..

600 00

Total

600 00

2,215,895 69

(

Miscellaneous.

5,030 79

155 06

36,340 00

3,590 14

Extra clerks preparmg returns to Parliament

ti extra clerks, &c

■

Total

45,115 99

Recapitulation.

Total on canals

,, general ^

1,708,156 37
14,999 70

483,250 11
24,760 08

473,638 95
83,263 88

411,660 53
22,255 11

Total on canals

1,723,156 07

508,010 19

556,902 83

433,915 64

Grand total canals, §3,221,984.73

23,683,405 25
600 00

' 2,215,895'69

9,595,295 43

M general

Total on railways

23,684,005 25

2,215,895 69

9,595,295 43

1

Grand total railways, 835,495,196.3'^

Grand totals railways and canals, including
miscellaneous, •S45,115.99

25,407,161 32

2,769,021 87

10,152,198 26

433,915 64

Total amount expended, $38,762,297.09.

Department of Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accountant.

STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20

Is^o 2.

Statement showing the amount expended on Construction, Renewals, Ordinary Repairs
and Working Staff of the Canals of the Dominion of Canada, up to March 31, 1908.

ST. PETER'S CANAL.

>1

Capital .

Renewals

Chargeable

to

Income.

Staff.

Repairs.

Government expenditure prior to Confederation
11 since « . .

i868'

1869

1870

1871

1872

1873

1874

1875

1876

1877

1878

1879

1880

1881

1882

1883

1884

1885

1886

1887

1888

1889

1890

1891

1892

1893

1894

1895

1896

1897

1898

1899

1900

1901

1902

1903

1904

1905

1906

1907

1908

$ cts.

156,523 32
21,519 72
70,719 80

S cts.

S cts.

S cts.

"46, 193 57

II II II . .

225 36

280 00

343 32

725 93

560 00

641 55

600 00

600 00

631 50

400 00

959 58

1,920 54

2,089 19

2,601 47

1,929 11

2,360 67

2,777 13

3,217 77

3,085 29

3,110 15

3,255 30

3,007 70

2.938 15
2,935 94
2,499 81
2,182 04
2,728 38
2,785 25
2,819 86
2,833 24
2,730 44

2.939 81
2,836 49
3,126 94
2.969 90
3,239 19
2,468 78
3.371 13

555 78

6,122 07

6,539 58

1,558 57

20 97
11,125 00
63,330 18
26,511 51
107,3.37 75
80,120 54
69,434 76
484 00

889 35

17 45

266 63
232 42

2,471 40

16,820 15

2,316 85

1,087 75

367 85

75606'

183 11
297 81
343 23

1,588 40

500 00

353 38

255 34

972 65
14,387 00
811 59
437 05
868 44
1,455 21

510 53

30,936 82

9,987 78

3,852 21

26,222 46

16,743 64

312 02

1,461 24

1,856 30

1,986 70

353 55

260 90

1 20

111 70

453 85

456 61

1,483 30

2,311 26
10,014 43

841 63

274 44

764 11

122 45

3,000 10

1,095 90
253 65

246 87

942 64

648,755 64
208 50

Less — Refunds of previous years

Total

*648,547 14

151,134 50

80,726 91

32,672 33

* Exjjenditure as above • S 648,547 14

Less expenditure prior to Confederation 156,523 32

Agreeing with Public Accounts, 1908, page 4 § 492,023 82

Department of Railways and Canals,

Ottawa, July 31, 1908.

W. C. LITTLE,

Accountant.

6 DEPARTMENT OF RAILWAYS AND CANALS i

8-9 EDWARD VII., A. 1902

Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

BAIE VERTE CANAL.

6C

Capital.
$ cts.

Income.

$ cts.

imk ....

' '1 ♦

1869
1870

1871

17,929 34

1872
1873
1874
1875
1876
1877
1878
1879
1880
1881

6,399 41

14,943 83

4,018 90

443 00

110 75

22 30

520 00

1882
1883
1884

1885

1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Total ,

44,387 53

Department of Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accountant .

STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20

Statement showing the amounts expended on Construction, Renewals, itc. — Continued.

LACHINE CANAL.

^

Renewals

Capital.

Chargeable
to

Staff.

Repairs.

u

Income.

?t cts.

$ cts.

S cts.

$ cts.

$ eta.

Expenditure by Imperial Gov-

40,000 00

Government expenditure prior

2,547,532 85

Government expenditure since

Confederation

1868

1,852 70

13,742 05

10,431 51

„

1869

2,000 00

14,209 02

12.085 84

Cost of original construction and

enlargement from 1845 to 1848
Expenditure by Dominion Gov-

2,589,532 85

ernment

1870
1871

' 12,231 46

15,834 49
17,478 52

13,302 39

15,093 25

II 11

1872

36,708 i5

16,076 93

12,334 69

„ 11 . .

1873

7,824 28

35,158 21

23,601 03

34,300 60

11 11 . .

1874

158,618 35

25,811 07

22,828 66

II 11 . .

1875

197,420 52

28,592 01

30,057 34

II 11

1876

327,769 39

33,797 73

29,103 65

II

1877

1,439,375 73

33,148 86

19,824 33

II M . .

1878

1,484,619 63

39,062 97

13,646 41

II II

1879

958,053 30

42,338 84

12,400 78

II II . .

1880

369,566 74

38,950 90

10,223 62

M II

1881

292,165 51

39,027 99

19,888 33

11 ti . .

1882

252,821 33

2,978 66

41,158 90

17,116 46

1. 11 . .

1883

396,496 96

1,859 68

45,554 91

18,199 59

11 11 . .

1884

188,266 18

48,624 51

19,683 24

,1 11 . .

1885

111,215 23

49,004 85

20,199 78

11 11 . .

1886

210,509 42

50,969 10

19,199 18

11 • 1. . .

1887

28,772 52

12,981 59

53,113 97

22,567 81

•' M . .

1888

19,414 34

7,996 38

52,229 61

19,999 64

11 11 . .

1889

76,032 96

972 71

54,110 67

22,957 71

11 11 . .

1890

7,448 03

8,238 46

53,114 34

22,999 38

11 11 . .

1891

217 53

16,155 75

50,721 69

36", 292 98

11 11 . .

1892

87,852 35

27,480 80

52,729 37

67,499 62

11 11 . .

1893

445,983 21

50,937 40

53,185 00

51,616 79

11 11 . .

1894

64,345 14

17,152 48

60,174 03

40,939 70

11 11

1895

189,944 36

32,405 20

56,337 44

25,891 45

11 11 . .

1896

184,998 25

8,193 15

58,342 96

24,950 20

11 11 . .

1897

282,052 48

14,664 21

57,533 20

25,820 73

11 11 . .

1898

216,717 44

819 62

57,282 50

33,391 92

11 11 . .

1899

162,351 83

3,103 99

55,990 00

35,776 90

11 11 . .

1900

125,009 41

12,210 88

56,791 45

31,988 81

11 11 . .

1901

97,305 52

12,072 87

58,364 29

50,005 48

11 II . .

1902

113,328 26

36,249 02

59,435 33

45,853 97

11 II . .

1903

58,426 92

109,893 43

69,762 03

53,054 20

11 11 . .

1904

181,487 06

162,705 14

77,233 17

50,660 92

11 11 . .

1905

112,460 47

144,996 37

86,209 93

65,202 42

11 11 . .

1906

103,798 28

133,518 77

84,708 78

60,064 84

11 • 11 .

1907

18,840 85

65,872 25

53,308 14

47,465 20

n ..

1908

203,307 25

9,211,525 18

92,362 48

74,222 78

70,427 37

Cost of enlargement

Total

11,801,058 03

1,025,063 60

1,951,885 36

1,255,347 69

Total expenditure on capital account a.s above. - $11,801,058 03

Less charged to St. Lawrence River Canals, see page 9 $2,950,104 15

Less expenditure by Imperial Government 40,000 00

2,990,104 15

Agreeing with Public Accounts balance sheet, 1908, page 4 $ 8,810,953 88

Department of Railways and Canals,
Ottawa July 31 1908.

W. C. LITTLE,

Accountant.

8 DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, itc. — Continued,

BEAUHARNOIS CANAL.

Government expenditure prior to Confederation

Capital.

Total

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

$ cts.
1,611,424 11

266 15

Renewals

Chargeable

to

Income.

S cts.

63,193 75
55 00
27 50

27 50

5,122 50

26 00

36 00

6,727 44
3,277 98
7,999 79
8,491 80
3,633 57
14,411 97
10,993 52

17,085 68
1,696 23

6,547 72
27,982 93

25,000 00

9,813 15
5,799 34
1,000 00
4,959 22
483 40

1,636,690 26

14,949 83

2,531 24

598 64

2,260 81

219,732 51

Staff.

S cts.

9,349 99
9,626 99

10.117 57
12,316 53
11,792 46
12,210 73
15,392 51
14,399 32
14,465 86
14,377 63
14,383 37
15,015 86
15,362 61
17,659 93
18,804 53
18,287 77
19,107 38
18,960 40
19,228 90
18,867 45
19,325 05
20,019 11
19,847 42
18,886 86
20,050 01
20,348 34
20,574 53
20,428 59
20,725 47
21,012 64
20,650 00
20,613 22
20,147 59

20.118 42
16,682 52

8,218 14
9,236 27
9,086 68
9,291 91
7,552 02
7,032 31

649,574 89

Repairs.

S cts.

6,216 98
6,498 57
6,384 81
5,722 36
15,733 38
9,882 06
10,990 56
12,253 01
17,170 83
15,207 36
9,861 05
10,370 71
8,997 34
10,770 67
20,813 86
15,826 71
16,232 61
14,637 70
14,356 00
14,999 88
14,285 98
14,982 54
14,999 20
12.537 39
14,999 80
14,107 11
13,903 46
12,299 49
15,050 85
14,862 98
16,164 92
13,463 01
14,505 30
14,199 12
6,532 33
10,063 38
11,936 37
10,499 99
18,640 71
11,711 09
13,019 76

525,691 23

See page 9 for total cost of St. Lawrence River and Canals.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31. 1908.

STATEMENTS OF THE ACCOUNTANT

9

SESSIONAL PAPER No. 20

Statement showing the amounts expended on Construction, Renewals, Sic. — Continued.

ST. LAWRENCE RIVER AND CANALS

SURVEYS

>, &c.

si

Chargeable to Capital.

Chargeable
to

North
Channel.

River
Reaches.

Galops
Channel.

Total.

Income.

Government expenditure prior to

S cts.

S cts.

S cts.

$ cts.
18,442 85

$ cts.
98,378 46

Government expenditure since

1868
1809
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889

" "

" "

'

11 I

"

33,241 69

26,541 30

20,611 36

50,215 47

47,377 31

5,570 46

9,265 77

9,214 56

6,927 96

28,933 45

44,874 31

89,846 03

115,110 17

116,051 73

74,437 31

56,482 85

18,493 92

23,979 91

35,137 25

59,779 31

52,643 39

13,721 66

182,775 75

7,457 05

12,347 31

211,537 76

513,775 97

347,484 41

2f)5,.392 06

178,306 49

168.266 22

84,680 08

168,504 10

109,535 24

74,878 34

53,476 77

11

1

1 . . . .

"

"22,006" 00
41,300 00
74,300 00
101,400 00
99,800 00
54,400 00
40,400 00
17,200 00
5,700 00

„

6,933 45
3,574 31
15,546 03
13,710 17
16,251 73
20,037 31
16,082 85
1,293 92

"

"

„

1890

18,279 91
35,137 25
59,779 31
52,643 39
13,721 66
1,223 72
7,457 05
12,347 31

7 4Q1 11

"

1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905

..

181,552 03

"32,716 00

42,430 00
.50,000 00
91,211 97
24,037 85
25,000 00
6,450 00
49,734 70
26,506 26
13,350 00
12,976 77

171 S.^6 fi^S

tl II

461,979 50 9,366 47
225,000 00 72,484 41
184,790 34 19,389 75
125 000 00 • '^1 "^^f^ f^-^

It It

126,833 94
68,595 42
Q^ n9n ao

16,4.32 28

9,634 66

25,743 51

1,

11 IT

1906 ' s^'o'^s OS

" "

1907
1908

61,528 34
40,500 00

„

Total

1,641,619 06

483,830 20

1,012,459 58

3,365,317 57*

98,378 46

*In this total is included an expenditure on capital account of $227,408.73 on the St. Lawrence River and
Canals for the period previous to 1882.

ST. LAWRENCE RIVER AND CANALS, SURVEYS, &c.

St. Lawrence River and Canals, as above $ 3,365,317 57

Beauharnois Canal, see page 8 1,636,690 26

Cornwall Canal ., 12 7,234,182 60

Williamsburg Canal „ 14 10,47.3,624 10

Lake St. Louis „ 10 298,176 11

Soulanges Canal „ 26 6,955.317 59

Lachine Canal, from prior to Confederation to June 30, 1875, see page 7 . . . 2,950,104 15
Lake St. Francis, see page 11 75,906 71

Agreeing with Public Accounts balance sheet, 1908, page 4 $32,989,319 09

W. C. LITTLE,
Department of Railways and Canals Accountant.

Ottawa, July 31, 1908.

10 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

LAKE ST. LOUIS.

Government expenditure prior to Confederation,
since

Total.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Chargeable

to

Capital.

$ cts.

4,753 14

49,909 31

73,300 41

64,495 83

57,607 79

11,765 70

12,918 31

6,000 00

9,508 72

7,916 90

t

t

t

t

'^298,176 11

Chargeable

to

Revenue.

§ cts.

* Included in total cost of St. Lawrence River and Canals, see page 9.
t Transferred to Department of Marine and Fisheries.

W. C. LITTLE,

Accountant.

Department op Railways and Canals,
Ottawa, July 31, 1908.

i STATEMENTS OF THE ACCOUNTANT 11

SESSIONAL PAPER JMo. 20

Statement showing the amounts expeuded on Construction, Renewals, 6ic. — Continued.

LAKE ST. FRANCIS.

Governnient expenditure since Confederation 1868

1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887

1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Total.

Capital.

S cts.

3,420 00
23,110 00
15,431 46
15,000 00
13,945 25

5,000 00

Renewals

Chargeable

to

Incon^.

75,906 71

$ cts.

12,288 39
8,060 30

2,199 52

22,548 21

* Included in total cost of St. Lawrence River and Canals, see page 9.
t Transferred to Department of Marine and Fisheries.

W. C. LITTLE,

Accountayit.

Department of Railways and Canals,
Ottawa, July 31, 1908.

12 DEPARTMENT OF RAILWAYS AND CANALS i

8-9 ED,WARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

CORNWALL CANAL.

Government expenditure prior
to Confederation..

Government expenditure since
Confederation

Cost of original construction.

E.Kpenditure by Dominion Gc

ernment

Cost of enlargement.
Total . .

Chargeable to Capital.

$ cts.
!l,933,152 69

1868
1869
1870
1871
1872
1873
1874
1875

10,692 04

1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

1,780 00

49,211 37
145,015 45

143.092 05
109,454 95

53,948 14

44,587 61

21,728 93

23,018 13

62,034 90

57,820 83

46,966 43

67,945 74

163,993 85

365,038 01

599,001 85

398,555 25

3.52,536 13

404,990 22

450,689 65

448,408 31

438,487 51

133,208 96

37,649 00

169,889 51

62,032 47

90,535 18

77,833 81

113,795 16

104.093 45
37,879 09

5,218 03
9,897 90

$ cts.

Renewals
Chargeable '
to
Income.

$ cts.

1,945,624 73

5,288,557 87

'7,234,182 60

2,786 00

17,780 05

7 50

10,000 21

1,011 75

16,298 96
6,960 95

2,000 00
1,459 98
2,345 26

21,497 74
2,175 00

15,960 80
18,547 50

1,730 16
8,324 83

20,063 79
4,191 61

11,270 83

Staff.

S cts.

11,244 47
10,347 91
10,368 16
11,848 39
10,594 30
13,042 25
13,405 20
13,351 91

13,320 61
13,375 70
13,825 50
13,817 96
14,440 33
15,173 60
15,052 20
18,283 67
18,475 48
15,988 96
15,994 80
17,520 54
16,938 54
17,890 55
17,063 49
16,077 72
15,596 66
15,173 01
15,344 02
15,414 56
15,472 26
15,540 43
15,011 50
16,000 00
18,798 10 I
17,104 13
17,896 58
70,129 29
45,792 64
71,073 68
71,246 77
52,050 56
73,651 90

164,412 92 908,738 33

Repairs.

8 cts.

3,774 18
3,859 14
7,145 42
8,891 61
8,163 70
12,467 65
7,610 70
7,097 34

6,423 67

6,440 54

4,935 21

4,983 15

9,735 76

5,524 10

6,634 62

8,361 71

9,007 73

12,368 51

11,832 83

12,100 29

13,942 64

58,205 26

12,758 18

9,830 05

9,864 36

9,668 14

7,733 54

13,053 55

25,259 56

16,438 32

15,431 02

14,623 90

13,998 29

13,166 89

15,045 95

19,205 66

20,932 55

28,100 67

31,893 13

24,489 IS

35,708 68

566,707 38

Included in total cost of St. Lawrence River and Canals, see page 9.

w. c.

LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

STATEMENTS OF THE ACCOUNTANT

13

SESSIONAL PAPER No. 20

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8-9 EDWARD VII., A. 1909

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i STATEMENTS OF THE ACCOUNTANT „ 15

SESSIONAL PAPER No. 20

Statement showing the amounts expended on Construction, Renewals, ifec. — Continued.

WELLAND CANAL.

Imperial GovernniPiit I . . .

Govemnientexpenditiirepriorto Confederation

since .. . . 1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
190.S
1904
1905
1906
1907
1908

Capital.

Total

S cts.

222,220 00

7,416,019 83

12,097 84

43,480 36

53,

82,

746,

1,047,

1,569,

2,199,

2,138,

1,5.52,

1,252,

1,242,

603,

549,

432,

463,

215,

1,071,

429,

225,

117,

36,

29,

8,

1,

3,

1,

2,

680 32
282 20
420 61
119 91
478 19
962 61
392 99
697 41
924 75
943 37
402 17
433 29
336 21
505 .38
380 75
073 87
720 94
910 21'
633 22
371 03
541 21
259 94
571 78
809 35
677 67
282 35

Renewals

Chargeable

to

Income.

I

18,167 29!
224,536 96
303,997 81
315,819 49
555,751 00,
890,457 82
715,198 24'
480,305 03
806,760 46 1

S cts.

Stafif.

•S cts.

22,173 72

48,569 10

6,022 44

47,876 27

700 00

6,.593 19

13,664 80;

5,979 03,

6,1.50 21

1,359 00

3,828 67

10,740 86

43,803 80

51,648 28 i

19.767 73i
9,008 80:

25,103 13'
13,430 20
24,245 02

18.768 99
22,283 06
34,803 25
.30,099 84
37,164 84
87,777 43
78,905 37
94,127 21
31,140 58
34, .^59 42
28,799 66
56,036 47

138,430 19

Repairs.

$ cts.

37,679 05

39,060 61

40,340 45

42,383 33

37,085 37

45,382 99

50,966 48

52,-595 00

57,623 31

59,963 47

60,138 59

59,912 23

63,198 10

56,398 04

74,641 51

109,207 21

113,276 871

112,670 00

111,660 22

109,371 69]

110,806 01

11.3,587 05 !

109,202 02'

107,662 63

104,673 73:

104,926 73;

102,018 80

90,438 07

87,988 11

88,095 20

84,806 54

86,110 88

84.888 36

86.889 24
88,048 95
90.684 05
91,115 35
91,928 96

107,932 96

75,031 24

108,101 56

.38,852 96
50,773 03
65,009 19
53,381 02
50,276 90
66,550 73
103,666 99
88,539 99
81,376 12
49,783 93
66,393 53
56,755 57
76,535 25
69,249 53
84,374 97
72,707 62
90,926 97
91,534 66
69,507 48
77,440 80
86,518 97

77.547 77
72,686 19

82.548 30
73,771 87
65,016 84
53,053 71
48,270 94
62,542 64
41,247 81
59,571 66
56,270 60
59,507 64
72,055 89
69,279 90
72,004 59
85,717 88

111,418 62
78,704 93
.53,247 50
78,460 40

28,082,629 86 1,153,560 50 .3,348,520 96 2,863,081 89

* Total expenditure as above S 28,082,629 86

Less expenditure by Imperial Government 222,220 00

Agreeing with Public Accounts Balance Sheet, 1908, page 4 . . .-S 27,860,409 86

Original c<:)st of construction, including fir^t enlargement. -S 7,693,824 03

Enlargement, including new Welland Canal.. 20,388,805 83

Tot^l expenditure as above .§ 28,082,629 8«

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa. July .31, 1908.

16 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909v
Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

STE ANNE'S LOCK AND CANAL.

Government expenditure prior to Confederation
since

Total.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Capital.

.> cts.
134,456 51

Renewals

Chargeable

to

Income.

StafiF.

12,753 27

32,627 71

24,935 85

30,003 08

14,618 85

22,113 02

3,054 68

69,042 76

193,158 .36

172,959 95

142,006 25

93,679 57

129,681 67

45,276 08

18,910 55

24,786 33

6,151 14

'1,170,215 63

•S cts.

1,939 46
540 11

6,054 10
1,372 59

8,173 69
25,471 61
6,521 88
3,497 56
3,694 33

§ cts.

Repairs.

1,984 39

2,449 96
2,501 42

64,201 10

B,147 60

$ cts.

778 16

432 47

1,062 96

. 1,873 51

1,136 54

1,280 36

1,285 84

1,539 02

1,106 80

1,393 63

2,199 64

1,264 40

^614 90

7,208 63

1,859 20

4,506 68

1,952 14

4,033 72

1,982 65

1,7.56 93

2,057 32

541 95

2,202 03

3,259 70

2,152 57

1,704 71

2,553 02

3,257 92

2,611 30

2,343 99

2,569 86

3,448 83

2,775 32

2,725 49

2,618 60

4,042 04

2,611 90

5,803 01

2,537 41

1,499 96

2,505 61

1,380 75

2,569 22

1,730 79

2,571 04

1,525 51

2,505 69

1,503 56

2,571 28

1,666 21

2,581 08

2,800 03

2,640 00

2,799 63

2,508 14

3,025 91

2,495 54

4,993 89

2,357 51

1,688 12

1,904 10

1,699 44

1,920 12

1,997 96

1,840 51

2,679 21

1,895 89

3,999 02

1,994 52

3,015 97

2,072 17

4,684 42

2,292 94

2,244 13

2,151 01

6,091 44

2,259 16

2,294 86

1,595 62

901 47

2,248 29

1,693 63

108.332 90

Included in total cost of Ottawa River Works, see page 19.

Original construction •$ 134,456 51

Enlargement, including new lock 1,035,759 12

$ 1,170,215 63

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

1 STATEMENTS OF THE ACCOUNTANT 17

SESSIONAL PAPER No. 20

Statement showing the amount expended on Construction, Renewals, &c. — Continued.
CARILLON AND GRENVILLE CANAL.

Imperial Government

Government expenditure prior toConf ederation
since . .

Total.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Capital.

$ cts.

63,053 64

165,257

133,199

245,258

339,864

326,203

24.5,738

22,676

243,141

281,514

336,707

433,084

433,-575

399,267

157,187

104,973

20,747

38,996

298

17

34,585
207
385

'3,850
1,908
82,663
39,999
22,802
4,930

Renewals

Chargeable

to

Income.

$ cts.

19,817 22

4,167 96
23,119 37

' 3,051 38

75 00

14,182,092 96

4,528 61

4,395 25

15,036 48

42,298 74

20,034 94

5,963 76

4,939 20
5,082 03

4,476 50

9,331 95

16,998 69

15,992 52

9,150 07

8,715 46

24,179 33'

9,393 38

1,387 35

Staff.

$ cts.

6,301 88
6,549 38
6,617 81
8,676 90
8, .324 51
10,068 28
10,710 88
10,378 57
10,764 38
11,050 27
n,401 30
11,501 22j
11,959 14
13,0.59 18!
14,387 49'
17,479 58 [
17,393 9ll
19,702 30|
20,597 82
20,011 36
21,531 12
22,098 88
15,896 16
21,230 22
17,4.58 69
16,762 71
14,144 98
15,453 21
13,995 69
13,780 29
11,697 81
11,919 27
13,657 06
13,342 22
13,725 99
14,348 17
16,224 94
15,858 19
18,232 71
16,749 03
23,019 45

Repairs.

cts.

252,133 19 588,062 95

8,911 28

10,157 42

9,852 09

8,218 24

17,235 31

8,781 50

10,605 82

18,520 44

11,475 96

10,304 06

5,082 72

7,629 98

7,625 54

8,076 91

7,582 68

8,310 02

7,918 42

10,429 26

9,303 31

10,554 41

10,036 62

10,135 66

7,582 38

10,796 68

8,620 15

10,669 28

11,620 09

12,303 25

12,161 10

11,607 95

10,993 61

11,478 88

14,666 71

13,416 00

19,366 .30

17,766 28

17,262 29

19,977 19

10,924 72

7,036 40

9,775 35

454,772 26

* Expenditure not given — records relating to same were kept in Ordnance Office at Montreal and
were destroyed by fire in 1S52.

t Included in total cost of Ottawa River Works, see page 19. Cost of enlargement, §4,119,039.32.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

20— i— 2

18 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, S:c. — Continued.

CULBUTE LOCK AND DAM.

* Included in total cost of Ottawa River Works, see page 19.

Department of Railways and Canals,

Ottawa, July 31, 1908.

Year

ending.

Capital.

Renewals

Chargeable

to

Income.

Staff.

Repairs.

Government expenditure since Confederation.

18C8
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

•S cts.

$ eta.

$ cts.

$ cts.

M tl

*"

II II II

U 1- II

11 II 11

835 53
38,388 99

11 11 11

'"6'3',659'29'
76,842 44
56,081 87

5,933 53
20,694 19
16,088 20

4,721 62
29,567 15
14,249 60

8,151 16
19,071 76
26,385 27

7,760 88

7,573 99
17,112 01

2,818 35

2,183 15

II 11 11

1, 11 11

11 11 11

11 11 1-

11 ..

" 262'56'
962 85
790 00
695 00
733 50
730 00
730 00
730 00
739 50
1,050 00
747 83
745 25
736 00
749 00
730 00
436 05

2.59 3i'

11 11

11 11 11

162 33

11 11 '1

288 99

;; ;! '' '"

572 75

2,396 14
967 33
730 60

n tl

116 53

,1 ..

9,122 05
1,546 25
1,420 65
2,540 14
1,475 26

499 91

,1 ..

13 55
494 43

II 11

434 28

100 00

3,085 00
197 00

1,135 00

2,204 50
2,255 00

n

11

1, .

Total

*382,776 46

60,923 37

11,507 48

7,036 15

W. C. LITTLE,

Accountant.

STATEMENTS OF THE ACCOUNTANT

19

SESSIONAL PAPER No. 20

Statement showing the amounts expended on Construction, Renewals, S:c. — Continued.

RIDEAU CANAL.

Imperial Government

Government expenditure prior toConfederation
M since "

Capital.

Total.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
li702
1903
1904
1905
1906
1907
1908

•S ets .
3,911,701 47
153,062 60
166 50

Renewals

Chargeable

to

Income.

S cts.

Staff.

S cts.

9,310 85

2,163 96

214 11

7,298 12

13 16
11,732 98

4,967 50
18,070 97

5,793 16

7,703 88

1,565 84

133 50

70 65

4,597 50

2,098 76

550 00

20,823 96

18,889 48

6,665 22

21,124 10

20,967 25

31,363 23

24,274 71

14,485 11

31,559 48

21,452 29

19,079 11

13,608 39

700 29

11,780 41

8,894 40
16,235 13
13,525 04
14,513 35

5.272 90
14,322 03
42,903 03

18,397 28
19,250 71
20,022 37

22.814 58
22,139 48
22,841 51

26.815 44
26,553 37
26,430 77
25,959 56
26,651 51
26,042 52
26,463 88
26,024 71
26,915 29
27 322 81
26,938 95
26,971 32
27,045 95
29,440 46
33,458 83
33,801 77
34,270 57
34,641 98
35,500 82
35,022 49
34,943 35
33,827 08
34,052 77
31,461 .55
30,759 05
30,751 20
30,623 27
31,334 40
32,193 66
34,595 31
39,127 96
40,838 81
41,819 77
30,667 34
44,875 16

Repairs.

$ cts.

4,085,889 21 427,765 21 11,229,609 61

16,475 21
13,140 77
19,469 33
18,120 52
14,005 32
26,074 49
22,957 40
19,699 81
14,428 25

14.198 18
11,034 22

7,134 55
11,434 05

8,627 00
13,860 28
23,524 84
19,245 02
18,189 55
35,648 04
18,565 34
25,478 87
18,106 36
18,025 21
21,537 56
21,507 16

18.789 50
16,939 47
19,897 32
30,196 38
29,535 94
26,599 93

28.199 49
30,237 09
33,791 17
33,959 86
36,424 23
38,496 78

49.790 55
54,495 63
44,627 82
55,090 45

997,558 94

* Ottawa River Works.

Ste. Anne's Lock, page 16 S 1,170,215 63

Carillon and Grenville Canal, page 17 4,182,092 96

Culbute Canal, page 18 382,776 46

Rideau Canal, as above. $ 4,085,889 21

Less expenditure by Imperial Government 3,911,701 47

Total Ottawa Ri>er Works (Capital)

Add expenditure on slides and booms prior to Confederation S

M 11 11 since n

11 on Chats Canals prior to Confederation

11 in 1881, charged tc Miscellaneous, see page 229, part ii,

Public Accounts

Add amount transferred, see page xxxvi. Pub. Accounts Bal Sheet, 1881 .

719,247 13

7,243 60

482,950 81

174,187 74
..S 5,909,272 79

1,133 84
233,555 85

1,444,134 23.

Less expenditure prior to Confederation, transferred to Income Accounts
Less expenditure in 1872, on Carillon and Grenville Canal, as shown in

Public Accounts Balance Sheet, page xx, under Miscellaneous.

320,618 28
165,257 28

$ 7,353,407 02

485,875 56

Agreeing, less outstanding cheques, with Balance Sheet, Public .4ccounts, 1908, page 4. .$ 6,867,531 46

DEP.4RTMENT OF R.4ILWAYS AND CaNALS,

Ottawa, July 31,1908.
20— i— 24

W. C. LITTLE,

Accountant.

20 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

ST. OURS LOCK

a
a

Capital.

Renewals

Chargeable

to

Income.

Staff.

Repairs.

Government expenditure prior to Confederation

1868
1869
1870
1871

!$ cts.
121,537 65

$ cts.

S cts.

S cts.

.. since ..

1.532 75
1,755 15
1,458 09
1,414 48
1,565 80
2,076 50
2,219 13
1,362 22
1,403 92

1.533 40
1,556 65

1.581 55
1,614 01
1,741 97
2,002 71
2,361 65
2,315 37
2,271 57
2,311 70
2,175 37
2,216 04
2,421 14
2,138 40
2,011 08
2,168 44
2,136 66
2,216 68
2,161 63
2,094 91
2,135 60
2,049 67
2,244 12
2,181 43
2,128 25
2,262 39
2,288 63
2,334 67
2,479 66

2.582 95
2,064 62 .
2,894 76

753 74

1,399 18
1,006 22
1,210 98

.... 1872
■ .. .. 1873

1,263 19
1,575 10

.. ..1 1874

2,363 42

.. ..' 1875

.. * .. .... 1876

.... 1877

.. ..| 1878

.. ..1 1879

-. ..1 1880
.... 1881

1,245 69

1,601 71

750 80

283 77

456 07

705 54
1,299 77

1882
1883
18.S4

'17,230 32
5,279 17
4,700 64

1,902 41
2,188 08
1,494 99

..! 1885
.. ..1 1886

3,652 63
4,143 47

1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903

5,861 78

„ „ „

2,801 17

" I' ....

17,964 45

24,571 96

21,696 74

3,585 34

2,002 63
1,935 44
4,460 16

11 11 „

1,944 33

" ii II

1,994 34

1, „ „

924 55

„ „ ,,

915 50

;; ;; ••

1,678 49
707 06

" 1. t.

692 04

" M 1.

1,494 93

II 1. „

] ,596 88
3,610 06

15.549 27
9,344 89
7,984 41

14,900 90
7,307 39
4,200 00
3,338 79

2,681 10

;; ;; ;; •■

1,681 44
984 36

n II ,,

1,671 83

" " .1 ..

1904
1905

1,690 61
1,716 35

;; ;; ;; •■

1906
1907
1908

3,872 75
1,142 79

„ ..

2,121 43

Total

*12l,537 65

162,861 21

83,465 72

74,274 84

* Included in the total cost of Chambly Ca

nal anc

1 Richelieu R

ver, sec page

W. C. LI

21.

LTTLE,

Accou

ntant. .

Department of Railways and Canals,
Ottawa, July 31, 1908.

i STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20

21

Statement showing the amounts expended on Construction, Renewals, &c. — Continued.

CHAMBLY CANAL.

Government expenditure priorto Confederation
since

Less proceeds of sale of piece of land .
Total

1868
18C9
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
19<i5
1906
1907
1908

Capital.

S cts.
634,711 76

2,415 00

80 00

157 90

637,364 66
150 00

*637,214 66

Renewals

Chargeable

to

Income.

$ cts.

2,839 85

1,906 40

7.59 00

2,810 00

31,796 41

21,332 36

41,640 77

21,049 23

14,547 27

17,911 17

65,536 84

51,437 87

23,221 48

43,344 41

38,353 99

21,127 65

8,567 78

6.147 63

3,694 63

12,665 88

13,184 68

15,2.55 42

5,448 88

1,195 09

19,132 80

8,977 43

26,701 59

33,066 50

26,192 72

29,953 80

34,264 31

Staff.

$ cts.

8,312 90
8,437 22
8,934 41
10,214 71
9,628 50
10,390 44
11,675 67
12.201 99
10,593 14
10,281 78
10,413 99
11,301 53
11,516 22
13,950 47
16,686 78
15,904 38
18,448 85
18,378 55
19,501 28
19,053 62
20,073 60
19,679 22
19,655 38
19,204 76
19,665 22
19,310 29
19,040 93
19,325 49
19,349 65
18,754 17
17,992 90
18, .3.36 50
18,397 58
18,529 48
18,832 25
19,286 10
21,544 69
26,970 79
26,039 53
19,916 33
28,375 21

Repairs.

$ cts.

644,063 64 684,106 50

9,355 70
13,120 97
20,180 73

22.426 33
22,327 99
11,789 27

16.427 19
16,306 91
13,273 56
10,111 32

6,022 96
8,809 77
12,377 74
20,705 17
16,843 60
15,182 24
12,0(13 34
13,046 95
11,999 77
20,071 .S7
11,823 74
19,392 18
14,399 93
11,399 93
12,970 48
12,451 03
11,920 74
11,779 12
11,801 12
13,128 55
12,466 51
11,997 51
13,995 00
17,.'='72 35
17,313 02
21.745 65
25,656 00
19,896 57
25,173 48
22,508 88
30,627 72

642,408 39

Chambly Canal and Ri\er Richelieu.

Chambly Canal, as above $ 637.214 66

St. Ours Lock, see page 20 121,537 65

Less amount deducted at Confederation, see Public $ 758,752 31

Accounts, 1868, i)art i, page 9,
Government e.xpenditiire prior to Confederation,

Chambly Canal, as above $ 631,711 76

St. Ours Lock, see page 20 121,537 65

$ 75«5,249 41
Returned as an asset in Public .Vccounts, 1868. 433,807 83

322,441 58
Agreeing with Public Accounts, 1908, page 4 S 436,310 73

Department of Railways and Canals,
Ottawa, July .31, 1908.

W. C. LITTLE,

Accountant.

22 DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, Arc. — Continued.

MURRAY CANAL.

Cajiital.

Uovernrnentexpenditure prior toConfederation
since

$ cts.

Total *1,248,820 26

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

7,

84,

118,

148,

179,

142,

146,

215,

106,

61,

5,

30,

135 63
071 68
187 43
902 66
704 52
563 66
754 37
326 46
760 35
260 49
964 22
838 79

Renewals

Chargeable

to

Income.

cts.

Staff.

cts.

400 00

500 00
750 00
100 00

2,521 13

740 45

293 75

10,423 00

37,334 70

51,713 03

494 31
5,137 03
5,803 48
5,499 62
5,667 52
5,354 97
5,409 10
5,526 87
5,799 94
5,073 70
5,613 83
5,175 74
5,254 51
5,757 00
5,291 43
5,346 62
5,183 61
2,788 14
4,244 42

Repairs.

cts.

173 53
3,505 15
5,341 34
5,295 57
5,063 49
5,410 33
3,966 41
4,710 23
3,533 68
2,777 60
1,138 15
6,377 19
4,627 70
6,075 94
4,452 68
2,840 91
1,710 55
2,953 23

94,421 84 69,953 68

I

Agreeing with Public Accounts Balance Sheet, 1908, page 4.

Department of Railways and Canals,
Ottawa, Julv 31, 1908.

W. C. LIITLE,

Accountant.

i STATEMENTS OF THE ACCOUNTANT 23

SESSIONAL PAPER No. 20
Statemext showing the amounts expended on Construction, Renewals, etc. — Continued.

TRENT CANAL.

i

Renewals

g
h

Capital.

Chargeable
to

Staff.

Repairs.

t

^

Income.

S cts.

S cts.

$ cts.

$ cts.

Go \ernnient expenditure prior toConfederatioE

309,371 31

II sinop M

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880

•

561 50

1,188 92

3,568 89

1881

2,489 93

2,233 50
8,115 50

1882

5,836 51

2,011 92

1883

40,767 ie

9,303 66

2,235 50

3,047 42

1884

120,393 91

6,198 57

2,208 64

5,264 35

1885

121,;382 84

3,303 87

4,653 50

1886

75,103 30

1,639 75

5,917 88

1887

179,541 63

1,938 08

6,008 88

1888

114,879 35

1.770 29

5,151 42

1889

47,592 13

29,677 92

3,242 05

5,935 94

1890

58,644 50

11,522 65

3,450 99

730 55

1891

9,826 49

3,164 81

3,803 66

4,888 98

1892

4,457 28

6,506 97

3,695 85

4,721 85

1893

5,962 47

10,838 90

3,739 86

2,087 17

' 1894

3,412 32

20,403 93

3,785 47

4,988 59

1895

53,907 70

21,143 41

4,184 18

3,374 49

, 1896

392,976 08

6,185 75

4,349 34

3,329 97

; 1897

486,575 70

13,880 37

4,965 39

3,497 90

1898

351,273 31

8,991 54

5,034 60

4,998 80

1899

166,611 49

6,179 79

5,048 72

6,454 49

1900

334,583 01

8,043 39

5,131 52

9,989 26

1901

284,503 89

10,494 82

5,254 51

13,075 89

1902

449,075 45

26,165 93

5,575 52

14,984 88

1903

523,9.50 74

18,548 58

6,993 25

10,791 15

1904

489,038 44

21,228 55

7,237 05

21,179 12

19<J5

333,261 75

36,853 28

12,071 88

26,056 78

1906

319,789 49

26,030 36

17,440 68

33,398 85

1907

153,045 42

35,360 10

19,229 25

36,516 47

1908

343,176 05

96,315 87

32,826 38

3.3,382 94

Total

*5,773,664 71

438,875 66

175,847 05

288,345 41

* Total experliture on Capital Account as above $5,773,664 71

Less— Expenditure prior to Confederation $ 309,371 31

Year 1880 56150

309,932 81

Agreeing with Public Accounts Balance Sheet, 1908, page 4 .§5,463 731 90

Department of Railways and Canals,
Ottawa, July .31, 190S.

W. C. LITTLE,

Accountant.

24 DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909
Statement showing the amounts expended on Construction, Renewals, <kc. — Continued.

TAY CANAL.

Government expenditure since Confederation

Total .

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
18S0
1881
1882
1883
18S4
188.5
1886
1887
1888
1889
1890
1891
1892
1893
1891
1895
1896
1S97
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Capital.

Renewals

Chargeable

to

Income.

$ cts.

4,831 80
50,878 12
92,473 97
65,561 51
49,617 92
54,166 57
89,4«6 18
22,226 23
17,114 78
29,771 65

10,720 50

2,750 00

+489,599 23

$ cts.

748 65

Staff.

Repairs.

.$ cts.

$ cts.

748 65

* Included in Rideau Canal.

t Agreeing with Public Accounts 1908, page 4.

Department of Railways and Canals,
Ottawa, July 31, 1908,

W. C. LITTLE,

AccountanL

i STATEMENTS OF THE ACCOUNTANT 25

SESSIONAL PAPER No. 20
Statement showing the amounts expended on Construction, Renewals, ttc. —Continued.

SAULT STE. MARIE CANAL.

Government expenditure since Confederation

fotal

1868
1869
1870
1871
1872
1873
1874
1875
!■<-&
1877
1878
1879
1880
1881
1.-82
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
189.S
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Capital.

§ cts.

Renewals

Chargeable

to

Income.

Staff.

34,

176,

325,

341

589,

1.316,

466,

189,

209,

21,

63

27,

323,

122,

65,

32,

110,

120,

95,

140,

145
018
568
336
474
801
,529
151
986
561
004
935
157
353
505
933
029
181
uOO
504
433

'4 779,613 84

S cts.

§ cts

949 35

48 39

997 74

3,4.32 73
16,074 70
15.381 59
14,389 92
13,840 24
13,901 40
13,730 93
15,920 80
16,077 22
14,653 35
15,681 55
15,878 11
12,290 94
20,345,38

Rei^irs.

cts.

2,650 17

7,671 79

8,172 09

6,564 40

13,219 87

10,289 18

14,839 71

10,855 70

9,491 44

14,776 33

20,086 15

11,520 53

23,206 00

201,598 86 L53,343 36

* Agreeing with Public Accounts, 1908, p.age 4.

Department of Railways and Canals,
Ottawa, July 31, 1908.

W

C. LITTLE,

Accounta'nt.

26 DEPARTMENT OF. RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909.
Statement showing the amounts expended on Construction, Renewals, itc. — CotUinued-

SOULANGES CANAL.

1^

Capital.

Renewals

Chargeable

to

Income.

Staff.

Repairs.

Government expenditure prior to Confederation

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886

$ cts.

ft cts.

S cts.

S cts.

t» since

.' ::

II M

II II

M M

II ir

•

..1 1887
1888

1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

54,235 76
210,336 24
723,380 95
752,016 53
535,939 07
363,126 06
1,016,401 00
1,442,824 22
693,806 24
462,626 36
235,021 79
248,929 10
113,328 45

34,202 71,
5,000 22

13,508 88

50,634 01

li5 00

6,711 84
25,154 78
22,672 50

31.987 06
25,235 25
25,432 49
24,817 37
19,%4 04

28.988 36

5,000 00

5,888 77
2,267 13

10,362 23

15,608 69

30,406 25

16,033 79

3,216 29

4,245 18

39,382 01
21,174 84
17,096 33
15,604 71
35,687 11

Total

*6,955,317 59

69,625 20

210,963 69

152,463 13

^Included in total cost of St. Lawrence River and Canals, see part i, page 9.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 190>S.

STATEMENTS OF THE ACCOUNTANT

27

SESSIONAL PAPER No. 20

Statement showing amount expended on Construction and Enlargement of Canals, to

March 31, 1908.

Canal.

Construction. ; Enlargement

cts.

ctb.

Total.

cts.

St. Peter's

Lachine

Beauharnois . .

St. Lawrence River and CaTials

Lake St. Louis

Lake St. Francis

Corn wall

j'Farran's Point.

I Galops

048,547 14

2,589,532 85

1,<J36,690 26

18,442 85

1,945,624 73

Williamsburg.

\ Rapide Plat .
IWil'

Welland. . .

Ste. Anne's

*Carillon and Grenville.

Culbute

Rideau

Saint Ours

Cbambly

Murray

Trent

Tay

illiainsburg

Sault Ste. Marie.
Soulanges

Total

1,320,
7,693,

134,
63,

382,
4,085,

121,

637,
1,248,
5,773,

489,
4,779,
6,955,

655 54
824 03
456 51
053 64
776 46
889 21
537 65
214 66
820 26
664 71
599 23
613 84
317 59

40,525,261 16

9,211,525 18

3,346,

298,

75,

5,288,

6,106,
2,158,
10,
20,388,
1,035,
4,119,

874 72
176 11
906 71
557 87
090 57
939 73
242 00
696 26
805 83
759 12
039 32

52,917,613 42

648,547 14

11,801,058 03

1,636,690 26

3,365,317 57

298,176 11

7.5,906 71

7,234,182 60

10,473,624 10

28,082,
1,170,
4,182,

382,
4,085,

121,

637,
1,248,
5,773

489,
4,779,
6,955,

629 86
215 63
092 96
776 46
889 21
537 65
214 66
820 26
664 71
599 23
613 84
317 .59

93,442,874 58

* Construction by Imperial Government not included. Records relating to same were kept in Ordnance
Office, Montreal, and were destroyed Viy fire in 18.52.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

DEPARTMENT OF RAILWAYS AND CANALS ■ 1

8-9 EDWARD VII., A. 1909;
♦RECAPITULATION — Expenditure on Canals, also showing Revenue received.

'•Vi
■A

Capital.

Income.

Staff.

Repair.?.

Revenue

received.

Government expend i t u r e

§ cts.

S cts.

S cts.

S cts.

S cts.

prior to Confederation, in-

cluding Imperial Govern-

ment exi)enditure. . .

Government expenditure

20,593,866 13

98,378 46

.since Confederation

1868

33,784 06

9.5,347 79

113,084 50

101,646 44

403,879 19

II II . .

1869

126,898 20

55 00

116,069 76

118,579 31

400,263 32

IT II

1870

90,355 96

120,403 02

150,176 70

414,687 02

II 11 . .

1S71

116,429 54

13.5,040 81

140,467 52

488,538 76

11 11 . .

1872

255, 645 75

33,289 Ti

124,137 09

152,086 25

466,847 52

<l 11 . .

1873

256,547 27

127,369 55

148,581 18

186,573 13

486,433 26

11 11 . .

1874

1,189,.591 91

51,037 05

167,194 40

213,613 86

510,755 99

11 11 . .

1875

1,714,830 37

479 00

108,401 21

203,226 85

414,979 59

1. 11 . .

1876

2,388,733 46

810 75

178,411 80

190,578 45

390,337 04

M II

1877

4,131,374 30

22 30

179,661 40

138,448 51

390,857 37

■ 1 II

1878

3,843,338 62

187,521 31

122,251 00

373,814 17

"

1879

3,064,098 61

191,892 44

115,349 99

337,675 13

1880

2,123,366 34

195,039 33

147,167 52

341,598 14

II II . .

1881

2,075,891 65

"' 7,246 69

197,573 62

154,6.53 63

361,558 17

1 11 . .

1882

1,593,174 09

55,025 03

224,572 61

187,399 02

»25,231 54

■1 II . .

1883

1,763,001 97

62,503 14

269,415 01

178,617 86

361,604 01

II II

1884

1,-577,295 42

60,993 99

280,657 29

192,219 .38

372,561 69

II II . .

1885

1,504,621 47

58,297 59

280,226 20

201,708 47

321,289 47

.1 1 . .

1886

1,333,324 80

31,984 02

282,323 63

198,251 97

328,977 43

11 M .

1887

1,783,698 16

65,983 06

285,172 62

198,888 84

321,784 88

,. 11 . .

1888

1,033,118 34

120,561 59

292,458 76

201,928 93

317,902 04

11 11 . .

1889

972.918 43

162,015 49

301,040 23

240,261 36

333,188 90

II 11 . .

1890

1,026,364 24

146,853 54

290,510 63

176,089 00

354,816 92

II 11 . ,

1891

1,318,092 15

165,843 87

294, .562 12

204,768 45

349,431 90

•1 11 . .

1892

1,4X7,149 30

194,129 61

293,115 58

231,089 54

324,475 24

• 1 11 . .

1893

2,069,573 30

196,185 84

291,588 97

204,759 39

357,089 87

II 11 . .

1894

3,027,164 19

109,216 33

294,446 34

179,630 13

387,788 97

II . .

1895

2,452,273 65

216,057 58

281,477 04

164,033 71

339,890 49

1. II . .

1896

2,2.58,778 97

85,820 49

292,121 05

209,321 60

339,538 72

11 •■ . .

1897

2,348,636 91

101,205 74

287,970 36

178,385 47

384,780 53

■1 11 . .

1898

3,207,249 79

82,400 55

280,872 44

203,478 86

40.-,652 81

II 11 . .

1899

3,899,877 31

82,205 60

280,628 57

202,312 36

369,044 38

11 .1 . .

1900

2,639,564 93

120,653 93

292,609 24

227,626 97

322,642 86

■1 11 . .

1901

2,360,569 89

135,500 57

314,095 04

262,876 07

315,425 69

11 11 . .

1902

2,114,6S9 88

213,044 91

317,838 61

263,768 27

300,413 68

11 11 . .

1903

1,823,273 61

275,103 58

390,281 82

294,113 92

230,213 15

11 11 ..

1904

1,880,787 20

298,678 23

381,016 82

350,278 54

79,536 51

II 11

1905

2,071,593 72

352,855 43

431,499 60

401,742 79

78,009 21

It 11 . .

1906

1 552,121 21

310,716 70

447,962 92

375,889 60

108,007 76

1. 11

1907

887,838 61

254,423 18

329,629 63

287,231 03

105,003 15

11 . .

1908

....

1,708,156 37

483,250 11

473,638 95

411,660 53
8,563,151 82

144,882 13

Total

93,442,874 58

5,062,331 06

10,704,749 95

13,763,468 60

*This does not include expenditure which has been charged to Canals— General
expended on specified canals.

w. c.

-but only the amounts

LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

8TATEME^^T8 OF THE ACCOUNTANT

29

SESSIONAL PAPER No. 20

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STATEMENTS OF THE ACCOUNTANT

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SESSIONAL PAPER No. 20

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32 DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909
INTERCOLONIAL RAILWAY.

(Including amounts paid to Nova Scotia Railway and European & North American Railway, N.B.)

Expenditure j)rior to Confederation
since

1868
18G9
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
I 1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Construction. Income

$ cts.

Total

10,766,725

483,353

282,615

1,729,381

2,916,782

5,131,141

.5,201,4.'30

3,614,898

3,426,099

1,108,.321

1,318,352

408,816

226,639

2,048,014

608,7.32

585,-568

1,616,632

1,405.377

1,195,363

.544,958

823,070

742,203

655,228

365,246

79,929

168,101

228,984

166,362

327,034

259,105

145,142

2.52,367

1,081,929

1,796,348

3,633,836

4,621,841

2,2.54,266

tl,880,856

3,9.37,621

t3, 765, 170

1,506,209

4,363,494

'77,673,576 92

$ cts.

70,000 00
210,000 00

Working
Expenses in-
cluding
Windsor
Branch Ry.

$ cts.

280,000 GO

359,961 08
387,548 47
44.5,208 75
442,993 31
595,076 22
1,011,892 60
1,847,175 24
1,532,589 62
1,277,197 79
1,661,673 .55
1,811,273 56
2,010,183 22
1,607,9,56 70
1,780,353 53
2,080,.592 37
2,383,477 20
2,366,719 95
2,460,229 87
2,508,473 10
2.854,1.58 91
3,300,481 94
3,174,785 19
3,500,455 80
3,691,273 65
3,4.58,891 39
3,062,207 45]
2,999,317 07
2,964,940 98
3,029,304 08
2,936,789 71
3,275,830 14
3,478,559 30
4,444,296 25l
5,477,285 30'
5,590,939 57!
6,214,496 38
7,264,263 13
8,53.5,689 91
7,599,400 33
6,04.5,597 15
9,195,347 64

Revenue
received, in-
cluding
Windsor
Branch Ry.

$ cts.

420,752 58

455,022 76

471,245 09

565,713 52

622,900 56

703,458 26

893,430 17

801,593 43

848,861 46

1,154,445 35

1,378,946 78

1,294,099 69

1,520,310 45

1,777,856 76

2,100,315 S5

2,395,0.34 99

2,376,666 19

2,,392,605 00

2,406,8.58 88

2,021,337 41

2,037,337 40

2,923,736 46

2,9.58,243 38

3.007.630 51
2,978,950 82
3,099,815 20
3,020,485 74
2,979,795 59
2,994,201 93

2.906.631 25
3,154,896 49
3,775,5.58 08
4,599,423 14
5,019,497 76
5,720,990 50
6,366,884 53
6,392,865 48
6,833,561 50
7,693,282 40
6,293,751 52
9,229,989 21

130,664,887 40 122,148,984 07

Including .$296,872.90 charged to ' Consolidated Fund.'

t Expenditure for j-ear $ 1,894,&56 90

Less refunds of previous years 14,000 30

$1,880,856 60

t Expenditure for year $ 3,700,942 95

Add refunded cheque of 1901-2 paid during fiscal year

1905-6. 4,227 95

$3,765,170 90

I STATEMENTS OF THE ACCOUNTANT 33

SESSIONAL PAPER No. 20

INTERCOLONIAL RAILWAY -Concluded.
Total cost of Construction as shown on page 32 $77,673,576 92

Less amounts transferred from Capital to Consolidated Fund as follows : —

European and North
Nova Scotia Ry. American Ry.

1868 .$ 16,800 99 S 11,302 89

1870 34,403 45 1,749 21

1871 50,405 69

1873 106,899 59 75,31108

$ 208,509 72 $ 88,363 18
208,509 72

296,872 90
t$77,376,704 02

Cape Breton Railway, page 37 3,860,679 14

Oxford and New Glasgow Railway, page 36 1,949,063 21

Eastern Extension Railway, page 34 1,324,042 81

Montreal and European Short Line Railway, page 38 333,942 72

Drummond County Railway, page 42 1,464,000 00

Canada Eastern Railway, page 45 819,000 00

*9, 750, 727 88

Total capital cost of Intercolonial Railway system §87,127,431 90

* Agreeing, less outstanding cheques, with Public Accounts, 1907-8, page 4.

t Includes S220. 48 amount of an Exchequer Court award against the Oxford and New Glasgow Rail-
way.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
OttawaI July 31, 1908.

20— i— 3

DEPARTMENT OF RAILWAYS AND CANALS i

8-9 EDWARD VII., A. 1909
EASTERN EXTENSION RAILWAY.

Government expenditure prior to Confederation.
<i since n

Total

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
'.908

Capital.

$ ctt.

Working
ExpenseB.

$ cts.

Revenue
Received.

$ cts.

!•• !

1,284,311' 97"

2,055 92

183 79

10,033 77
78,273 65
94,756 06
94,254 04
90,954 73
90,719 04

79,102 77

*

*

*
*

*
*
*
*
*
*

30,767 66
73,050 01
66,893 V
64,107 10
70,552 20

34,235 73
" " 3,255 46

72,436 65
84,658 95

t

t

+

t

+

t

+

t
t
+
t
t
t

t

t
t

+

*

t

+ 1,324,042 81

538,094 06

462,465 68

Included in Intercolonial Railway expenses, t Included in Intercolonial Railway revenue.
: Included in total cost of Intercolonial Railway system, page 33.

W. C. LTTTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

STATEMENTS OF THE ACCOUNTANT

35

SESSIONAL PAPER No. 20

CARLETON BRANCH RAILWAY.

Capital.

Working
Expenses.

Revenue

Received.

Government expenditure prior to Confederation

§ cts.

S cts.

$ cts.

II since .1

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1S04
1905
1906
1907
1908

II II 11

•i II 11

II II 11

II '1 II

11 II 11

II II 11

II II M

11 II 11

11 11 II

11 11 11

II 11 11

II II 11

II II 11

II II M

II II 11

85,610 69

2,299 62

500 17

II •• 11

II II 11

II II 11

II II 11

Total

*88,410 48

i

* Victoria, chap. 6, transferred the Carleton Branch Railway to the city of St. John, N.B., for the sum
of $40,000, which sum was paid in March, 1893, to the Receiver General.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottaava, July 31, 1908.

20-

-H

36

DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909"
OXFORD AND NEW GLASGOW.

Capital.

Working
Expenses.

t-vnpnrlitnrfi iirior to Donferlpration

$ cts.

S cts.

,t sinnp.

1868
1869
1870
1871

1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

280,932 35
840,553 57
434,074 60
220,886 39
48,745 23
7,922 80
112,382 75

*
3,565 52

1

*

Total ...

+ 1,949,063 21

t

* Included in Intercolonial Railway capital, f Included in Intercolonial Railway working expenses.
+ Included in total cost of Intercolonial Railway system, page 33. Add $220.48 amount of Exchequer
Court award in 1907 included in I. C. R.

W. C. LITTLE,,

Accotintant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

i

STATEMENTS OF TEE ACCOUNTANT

37

SESSIONAL PAPER No. 20

CAPE BRETON RAILWAY.

Government exiDenditure prior to Confederation.
M since »

Capital.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

cts.

Working
Expenses.

76,501 89

689,450 50

1,083,276 60

1,170,523 62

521,441 62

99,936 96

59,982 74

158,770 61

405 00
389 60

Total .

§3,860,679 14

cts.

* Included in Intercolonial Railway capital. + Included in Intercolonial Railway working expenses.
§ Included in total cost of Intercolonial Railway system, see page 33.

W. C. LITTLE,

Accoinitant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

38

DEPARTMENT OF RAILWAYS AND CANALS

I

8-9 EDWARD VII., A. 1909*
MONTREAL AND EUROPEAN SHORT LINE RAILWAY.

Construction.

Working

Expenses.

Government expenditure prior to Confederation -

M since "

$ cts.

.? cts.

1868
1869
1870
1871
1872

1873
1874
1875
1876
1877
1878
1879
1880
1881
1882

"

/

1883
1884

1885

49.587 45

1886 1 135,214 38

1887 1 24,157 32

1888 397 35

1889

1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

124,568 23

17 99

M tl

1> tl

M 11

Total

*333,942 72

Included in total cost of Intercolonial Railway system, page 33.

Department op Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accou7itant.

i STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20

PRINCE EDWARD ISLAND RAILWAY.

39

Construction.

Working
Expenses.

Revenue

received.

S cts.

$ cts.

$ cts,

Government expenditure prior to Confederation

II since «

3,114,735 11

1874

750 00

• 1 11 M . . .

1875

46,086 63

49,344 62

24,493 99

„ „ ,,

1876

42,546 10

219,930 43

118,060 96

„ ,1 ti

1877

200,000 00

228,595 25

130,664 92

„ „ „

1878

6,551 86

221,599 49

135,899 60

„ „ 1,

1879

40,129 05

223,313 12

125,855 91

1880

16,539 82

164,640 55

113,851 11

„ „ II

1881

203,122 88

131,131 43

„ „ M

1882

402 03

228,259 97

137,267 54

„ M t,

1883

57,186 02

252,808 41

146,170 42

II II •!....

1884

130,663 38

236,428 13

144,504 12

„ „ M

1885

76,956 56

211,207 01

158,588 06

,. „ It

1886

4,668 33

216,744 34

155,584 36

„ II II

1887

5,800 00

204,237 45

155,303 37

„ 1, M

1888

229,639 95

158,363 62

M

1889

247,559 44

171,369 56

„ „ ,,

1890

266,485 85

160,971 78

„ „ „

1891

257,990 08

174,258 05

„ „ M

1892

8,366 49

289,706 38

157,442 69

n

1893

226,422 17

162,690 42

M

1894

226,891 06

1.58,533 83

,, „ „

1895

232.905 19

149,654 78

• 1 II n . . . .

1896

225,138 56

146,476 54

„ II II

1897

240,489 90

153,443 13

„ „ ,,

1898

17,54i 88

231,418 74

158,950 61

„ II M

1899

22,000 00

218,053 01

165,012 03

„ ,1 M

1900

53,546 02

220,931 81

174,738 73

„ „ „

1901

280,173 93

261,766 24

193,883 48

„ II 1,

1902

475,997 94

270,1.59 97

197,999 93

„ „ ,1

1903

829,414 18

259,637 82

217,714 24

„ „ 1,

1904

698,877 47

335,695 44

234,390 03

,1 „ „

1905

591,412 65

370,464 44

217,330 61

II II II

1906

496,124 89

294,253 16

257,270 57

„ „ ,1

1907

91,710 52

283,148 50

215,434 97

......

1908

390,461 83

399,947 79

304,579 83

Total

*7,697,826 69

8,249,687 15

5,607,885 22

■ Agrees with Public Accounts Balance Sheet, 1907-1908, page 4.

Department of Railways and Canals,
Ottawa, July 31 1908

W. C. LITTLE,

Accoujifant

40

DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909
CANADIAN PACIFIC RAILWAY.

1

Construction,

including

subsidy

of

$25,000,000.

Working
Expenses.

Revenue

received.

Government expenditure prior to Confederation. . .

$ cts.

$ cts.

$ cts.

.. since. «

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

30,148 32

489,428 16

561,818 44

310,224 88

1,546,241 67

3,346,567 06

1,691,149 97

2,228,373 13

2,240,285 47

4,044,522 72

4,968,503 93

(1) 4,589,075 79

(2)10,033,800 04

(3)11,192,722 02

(4) 9,900,281 53

(5) 3,672,584 81

(6) 915,057 49

52,098 65

86,716 07

40,980 54

37,367 00

66,211 39

413,836 49

146,539 87

49,209 77

65,669 49

14,054 50

692 17

8,418 53

236 11

8,978 87

448 70

""78,892'6i'

236,944 98

1,786 20

266 09

327 02

104,975 69*
291,498 06

33,076 39

600 00

Total

*62,785,919 97

318,216 30

396,473 75

Agrees with Public Accounts Balance Sheet, 1907-1908, page 8.

(1) Including $ 2,210,000 00 on account subsidy.

(2)
(3)
(4)
(5)
(6)

5,323,076 60
7,254,208 27
6,862,201 00
2,890,427 00
460,087 13

t$25,000,000 00

t See also statement No. 3, page 50, for the expenditure.

Department of Railways and Canals,
Ottawa, July .31 1908.

W. C. LITTLE,

Accountant.

STATEMENTS OF THE ACCOUNTANT

41

SESSIONAL PAPER No. 20

ANNAPOLIS AND DIGBY RAILWAY.

Capital.

Income

Lxpenses.

$ cts.

$ ets.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

" "

"

" "

'

II

"

'

II

II 1 1 . . .

"

i

1

9,847 27

381,942 75

196,869 36

26,129 89

2,190 62

1,675 36

570 55

41,457 29 1

1

8,381 82

" " "

Total

*660,683 09

8,381 82

* Of this amount Parliament voted under 52 Vic, chap. 8, the sum of §500,000 as a subsidy to the
Western Counties Railway.

W. C. LITTLE,

Accountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

42

DEPARTMENT OF RAILWAYS AND CANALS i

8-9 EDWARD VII., A. 1909
DRUMMOND COUNTY RAILWAY,

Government expenditure prior to Confederation .
since.

Total.

18G8
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1&93
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Construction.

Working
Expenses.

S cts.

S cts.

1,459,000 00

"5^666 '66'

n, 464, 000 00

Included in total cost of Intercolonial Railway system, page 33.

Department of Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accoii,nta7it.

STATEMENTS OF THE ACCOUNTANT

43

SESSIONAL PAPER No. 20

YUKON TERKITORY WORKS.
(Stikine Teslin Bail way.)

1

i

>*

Construction.

Government expenditure prior to Confederation

"ises"

1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1881
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

S cts.

" since 11

" " "

" " "

" *' '*

" " •• :::::::'.:/.'.:;'.;."

" " "

••

283,323 55

"

Total

*283,323 55

• Included in Public Accounts Balance Sheet, 1902-1903, page 6.

W. C. LITTLE,

Accountant,

Department of Railways and Canals,
Ottawa, July 31, 1908.

44

DEPARTMENT OF RAILWAYS AND CANALS 1

8-9 EDWARD VII., A. 1909'
NATIONAL TRANSCONTINENTAL RAILWAY.

Government expenditure prior to Confederation.
H since n

Total.

18G8
1869
1870
1871
1872
1873
1874
1875
1876
1877
187S
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Construction.

S ct.s.

6,249 -to

778,491 28

1,841,269 95

5,537,867 50

18,910,449 41

'27,074,327 54

Agrees with Public Accounts Balance Sheet, 1907-1908, page 4.

Department of Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accountant.

i

STATEMENTS OF THE ACCOUNTANT

45

SESSIONAL PAPER No. 20

CANADA EASTERN RAILWAY.

S 1

Construction.

Government expenditure

prior to
since

Conff

1
i

S cts.

1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

--

800,000 00

19,000 00

Total .

* 819,000 00

* Included in total cost of Intercolon

ial Railway system, page 33.

w. c.

LITT]

Ace

LE,
ountant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

46 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909
Statement showing amount expended on Capital Account on Railways.

Railways.

Intercolonial

Cape Breton . ■ .

Oxford and New Glasgow

Eastern Extension

Druminond County

Montreal and European Short Line
Canada Eastern

Carleton Branch

Prince Edward Island

Canadian Pacific

Annapolis and Digby

Yukon Territory Works (Stikine-Teslin Ry.)-

National Transcontinental

Governor General's Car

Total.

Memo, re Becapitulation — Raihvays.

$ cts.

77,370,483 54
3,860,679 14
1,949,283 69
1,324,042 81
1,464,000 00
333,942 72
819,000 00

Total cost as per statement above

Add amounts transferred from Capital to Consolidated Fund, Intercolonial Railway, see
statement, page 33

Agreeing with total of Construction, as per statement, page 47.

cts.

127,431 90
48,410 48
697,826 (19
785,919 97
660,683 09
283,323 55
074,327 54
56,538 82

185,734,462 04

185,734,462 04
296,872 90

186,031,334 94

W. C. LITTLE,

Accountant

Department of Railways and Canals,
Ottawa, Julv 31, 1908.

I STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20

RECAPITULATION— GOVERNMENT RAILWAYS.

47

Year.

Construction.

Working
Expenses.

Rcv6nti6.

S cts.

S cts.

$ cts.

Government expenditure prior to Confederation
II since «

13,881,400 65
483,353 65

1868

35'9^!')6i'68'

420,752' 58'

1869

282,615 18

387,548 47

4.55,022 76

1870

1,729,381 49

445,208 75

471,245 09

1871

2,946,930 45

442,993 31

565,713 52

1872

5,020,569 67

595,076 22

622,900 56

1873

5,763,268 81

1,011,892 60

703,458 26

1874

3,925,123 69

1,847,925 24

893,430 17

1875

5,018,427 85

1,581,934 24

886,087 42

1876

4,497,434 75

1,497,128 22

966,922 42

1877

3,209,502 16

1,890,268 80

1,285,110 27

1878

2,643,741 73

2,032,873 05

1,514,846 38

1879

2,.507,053 71

2,233,496 34

1,419,955 60

1880

6,109,077 14

1,851,489 26

1,739,137 25

1881

5,577,236 73

2,220,421 39

2,200,486 25

1882

5,175,046 61

2,310,638 54

2,237,583 39

1883

11,707.619 02

2,636,-551 70

2,541,205 41

1884

14,013,074 89

2,613,508 87

2,551,937 97

1885

11,224,244 54

2,749,710 53

2,624,243 07

1886

4,443,220 17

2,819,973 50

2,628,336 35

1887

1,846,887 18

3,152,650 40

2,840,747 88

1888

1,765,582 11

3,621,076 62

3,166,253 22

1889

2,709,857 37

3,.513,063 67

3,167,542 67

1890

2,392,767 99

3,846,044 42

3,203,874 11

1891

1,184,317 34

3,949,263 73

3,181,888 56

1892

417,425 73

3,748,597 77

3, 136, .393 51

1893

712,917 44

3,288,629 62

3,262,505 62

1894

.585,749 01

3,226,208 13

3,179,019 57

1895

376,814 83

3,197,846 17

3,129,4.50 37

1896

324,774 72

3,254.442 64

3,140,678 47

It <• II

1897

204,624 31

3,195,959 58

3,060,074 38

If i< II

1898

270,990 85

3,507,248 88

3,313,847 10

II II II

1899

1,112,348 47

3,696,612 31

3,940,570 11

It It It

1900

3,309,130 42

4,665,228 06

4,774,161 87

It 11 11

1901

3,922,989 37

5,739,051 54

5,213,381 24

It II It

1902

5,386,611 24

5,861,099 54

5,918,990 4.^

It II M

1903

3,083,680 86

6,474,134 20 '

6,584,598 77

II It II

1904

2,619,059 86

7,599,958 57

6,627,255 51

It II II

1905

6,125,481 79

8,906,154 35

7,050,892 11

II It It

1906

6,102,565 74

7,893,653 49

7,950,552 97

II II II

1907

7,174,370 17

6,328,745 65

6,509,186 49

• „

1908

23,684,005 25

9, .595, 295 43

0,.534,.569 04

Total

*186,071,334 94

139,788,564 88

128,614,808 72

* Total amount paid on Construction •^186,071,334 94

Less amount received from the City of St. John, N.-B., as purchase of the Carleton

Branch Railway 40,000 00

Total cost of Construction., t.S186,031,334 94

t Agreeing with amount expended on Capital, see page 46.

W. C LITTLE,

Accoimtant.

Department of Railways and Canals,
Ottawa, July 31, 1908.

48 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 19091

Statement showing Miscellaneous Expenditure, yearly, by the Department of

Railways and Canals.

1868.
1869.
1870.
1871.
1872.
1873.
1874.
1875.
1876.
1877.
1878.
1879.
1880.
1881.
1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.
1907.
1908.

Chargeable

to

Capital.

Canals.

$ cts.

Ch.\rgkabi.e to Income.

Canals.

$ cts.

Railways.

% ct.s

1,860 00

General.

$ cts.

6,305 66
8,367 52
7,853 03
34,773 72
20,049 50
36,891 74
40,098 84
35,579 24
42,920 10

Chargeable to Revenue.

Canals.

$ cts.

12,000

12,000

18,698

12,018

12,208

12,099

12,959

12,047

86

51

556

Railways. General.

$ cts.

43,639 97

I Total,
I Yearly
I Expenditure

$ cts.

2,416 66
1,000 00

7,679 78

6,889 20
5,428 98
5,620 17
5,690 28

34,388 59

$ cts .

20,722 32
21,367 52
34,231 70
46,792 70
.32,258 26
55,880 38
58,487 07
53,246 84
48,696 46
43,691 84
36,804 59

14,999 70

14,999 70

2,561 55
2,338 41

11,781 27

7,486 62

16,725 47

20,323 62

20,873 21

34,533 07

10,091 87

16,426 69

16,925 31

6,540 49

8,498 41

4,178 85

10,695 48

10,893 40

2,937 47

1,719 69

1,318 79

11,873 35

12,267 99

3,658 23

2,491 84

3,730 79

1,498 14

9,160 44

9,687 55

24,760 08

287,838 08

62,256

11,003

10,383

23,545

22,898

16,!552

50,909

16,314

19,062

4,313

4,855

13,221

6,.562

5,118

8,327

67,005

33,496

28,658

21,752

15,570

85,353

97,507

99,018

92,115

178,266

640 93
746 31
304 87
194 21
142 90
042 10
085 19
802 18
986 68
138 50
398 00
262 32
660 52
484 64
183 75
115 99

49,
56,
65,
63,
60,
60,
70,
62,
56,
06,
58,
61,
65,
63,
66,
64,
62,
66,
105,

323 16
535 22
826 23
978 54
305 41
210 61

776 30
(549 04
799 83
207 64
550 21
922 05
074 07
965 54
265 22

769 56
340 22

777 12
284 42
850 29
836 57
938 61

770 65
175 19
067 30
515 07
171 45
251 27
518 99

597 39

1,400 00'

994,071 971 715,028 44

1,376,382 48

45,039 97

69,711 05

2,884 71

7,873 63

9,826 23

18,759 81

78,048 61

28,939 46

31,483 51

45,067 59

63,231 80

31,852 15

116,886 64

90,161 77

90,677 07

105,418 61

85,045 49

103,991 18

112,990 03

96,573 87

05,774 17

157,260 13

127,009 09

136,852 06

125,319 96

116,635 46

191,413 58

202,180 73

207,835 33

202,238 19

368,661 15

3,503,071 69

Department of Railways and Canals,
Ottawa, July 31, 1908.

W. C. LITTLE,

Accountant.

i STATEMENTS OF THE ACCOUNTANT 49

SESSIONAL PAPER No. 20

RECAPITULATION— RAILWAYS AND CANALS, TO MARCH 31, 1908.

Expenditure.

Charrjeahlc to Capital Account —

Railways, see Statement page 46 $ 185,734,462 04

Canals" >, .■ 28 and 48 93,457,874 28

Charycabh' to Consolidated Fund —

* Railway Subsidies as per Statement No. 3, page 54 . .S 37,616,131 84

Intercolonial Railway see page 32 $ 280,000 00

-S 279,192,336 32

Add transferred from Capital
Railways
Canals

General, Railways and Canals

33 296,872 90

48 994,071 97

28 5,062,33106

48 287,838 08

48 715,028 44

Revenue Account —

Canals — Operating and maintaining staff, see page 28.$ 10,704,749 45

Canals — Repairs, see page 28 8,563,152 32

M 48 1,376,382 48

Railways — Working expenses, see page 47 139,789,564 88

M M 48 45,039 97

General— Railways and Canals n 48 69,711 05

7,636,142 45

160,548,600 15

205,800,874 44

Total expenditure on Railways and Canals $ 484,993,210 76

EXPENDITURE AS ABOVE SEPARATED AS BETWEEN RAILWAYS AND CANALS.

Railways.

Capital Account . . $ 185,784,462 04

Consolidated Fund 179,021,681 56

$ 364,756,143 60

Canals.

Capital Account $ 93,457,874 28

Consolidated Fund 25,994,453 39

119,452,327 67

General, Common to both.
Consolidated Fund 784,739 49

Total expenditure on Railways and Canals % 484,993,210 76

REVENUE, SEPARATED AS BETWEEN RAILWAYS AND CANALS.

Railways— Revenue received from July 1, 1867, to March 31, 1908 (for details seepage 47).$ 128,614,808 72
Canals ., ,. „ „ >, >, 28). 13,763,468 60

Total revenue, Railways and Canals S 142,378,277 32

*This amount does not include the subsidy of .§25,000,000 to the Canadian Pacific Railway, nor the
amount .$660,683.09 expended on the Annapolis and Digby Railway, both of which are included in Capital
Account, nor the annual payment of .?119,700 to the Provincial Government of Quebec, being interest at
the rate of 5 per cent on the sum of $2,394,000 up to 1905, granted by 47 Vict., cap. 8 (1884) and the
annual payment of $107,730, being interest at the rate of 4i per cent since and including 1905 on the
said sum of .§2,394,000, for the line between Ottawa and Quebec which sum was transferred to the Public
Debt as a liability, and is dealt with by the Finance Department, [see Public Accounts, 1898-1904, Page X,
and page 79, 1906).

W. C. LITTLE,

Accountant.
Department of Railways and Canals,
Ottawa, July 31, 1908.

20— i— 4

50

DEPARTMENT OF RAILWAYS AKD CANALS 1

8-9 EDWARD VI 1., A. 1909
Statement showing Subsidies voted for Railways as to which Contracts

Subsidies Voted,

Authority.

chap.

Railways.

Amount.

cts.

156,800 DC

GO
00
00
00
00
00
00
00
00
00
00
00
00
GO
00
00
00
00
00
00
00
00
00
00
00
00
00

384,000
80,000
96,000

186,295
28,800
96,000
64,000
30,000
5,250
44,800
89,600
70,000
12,800
32,000
64,000

272,000
41,000
24,000

115,200
76,800
32,000
32,000
57,600
22,400
48,000
48,000
70,400

48,000 00

660,000 00
660,000 00

July 1, 1883,

to

June 30, 1901.

International Railway, Quebec.

1

- Quebec and Lake St. John Railway, Quebec .

Kingston, Napanee and Western Ry., formerly Napa-
nee, Taniworth and Quebec Ry., Ontario

Pontiac Pacific Junction Railway, Quebec.
V Caraquet Railway, N. B

Canadian Northern Quebec Ry. Co., formerly Great
Northern Ry., Quebec

Kingston and Pembroke Railway, Ontario

> Northern and Pacific Junction Railway, Ontario .

128,000
19,200
32,000
24.439

140,800
35,200

Canada Eastern Ry., formerly Northern and Western
Ry., N.B., including also Chatham Branch Ry

60,342 00:

288,000

72,000

40,000

30,000

64,000

9,()00

38,400

44,252

22,400

90,000

38,400

180,000

750,000

96.000

320,000
300,000

Quebec Central Railway, Quebec.

• Montreal and Sorel Railway, Quebec

Montreal and Champlain Junction Railway, Quebec

- Elgin, Petitcodiac and Havelock Railway, N. B . . . .
St. Louis and Richibucto Railway, N.B

V Canada Atlantic Railway, Ontario

Esquimau and Nanaimo Railway, B.C

Erie and Huron Railway, Ontario

>Baie des Chaleurs Railway, Quebec.

Carried forward

$ cts.

150,800 00

1,006,743 50

203,732 80

193,578 00
224,000 00

520,011 11

48,000 00
1,320,000 00

374,839 84

348,342 00

93,757 57

103,600 00

82,652 82
22,400 00

282,355 20

750,000 00
96,000 00

620,000 00

6,451,812 84

i STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20
have been entered into and Payments made up to March 31, 1908.

50

Payments.

Total
March 31

1
1901-1902.

1902-1903.

1903-1004.

1904-1905.

1905-190(i.

1906-1907 .

1907-1908.

1908.

•S cts.

.$ cts.

$ cts.

$ cts.

S cts.

S cts.

S cts.

-S cts.
15(),S00 00

86,016 00

67,712 00

73,472 00

1,233,943 50

1

:

208,732 80

193,578 00

224,000 00

37,777 20

256,870 40

814,658 71

48,000 00

1,320,000 00

55,638 69

374,839 84

403,980 69

93,757 57

103,600 00
82,652 82

22,400 00

282,355 20

7.50,000 00

96,000 00

620,000 00

37,777 2C

)|....

86,016 OC

67,712 00

385,981 Oi

) 7,029,299 13

51 DEPARTMENT OF RAILWAYS AND CANALS i

8-9 EDWARD Vll., A. 1909
Statement showing Subsidies Voted for Railways as to which Contracts have

Subsidies Voted.

Authority.

48-9 Vic, chap.59
50-1 -, 24

49

49

50-1

56

53

47

52

49

50-1

47

52

.50-1

57-8

49

50-1

45

48-9

51

53

48-9

50-1

49

50-^

49

53

50-1

52

53

57-8

48-9

53

54-5

57-8

49

53

50-1

50-1

48-9

49

49

52

50-1

55-0

62 3

50-1

56

50-1

.%-(;

57-8

52

50-1

55-G

61

50-1

52

52

63-4

10

10

24

2

2

8

3

10

24

8

3

24

4

10

24

14

58

3

2

59

24

10

24

10

2

24

3

2

4

59

2

8

4

10

2

24

24

59

10

10

3

24

5

7

24

2

24j

51

4|

3

24

5

1

24

3

3

Amount.

cts.

R.\IL\VAY.S.

Brought forward.

118,400
217,600

11,200
32,000
9(5,000
64,000
37,500

160,000

96,000
6,400

51,200

65,200

274,940

33,400

4,000

240,000

258,000

100,000

.')1,200

44,800

6,400

16,000

22,400

256,000

96,000
14,400
76,800
96,000

128,000

New Brunswick and Prince Edward Railway, N.B

Laurentian Railway, formerly St. Lawrence, Lower

Lauren tian and Saguenay Ry., Quebec

L'Assomption Railway, Quebec

L

•Great Eastern Railway, (Quebec.

Irondale, Bancroft and Ottawa Railway, Ontario

[ Buctouche and Moncton Railway, N.B

Albert Southern Railway, N.B

-Lake Temiscamingue Colonization Railway, Quebec.

J
Joggins Railway, N.S.

Temiscouata Railway, N.B., and Quebec

)

/Leamington and St. Clair Railway, Ontario.

Toronto, Grey and Bruce Railway, Ontario. . .

Dominion Lime Co., Quebec

West Ontario Pacific Railway and Ontaiio and Quebec
Railway

64,000 00

32,000
10,200
54,400
51,200

-Drummond County Railway, Quebec.

22,400 00

103,800

48,000

118,400

224,000

62,400 00

138,400 00

108,000 00

108,800 00

30,000 00

9,600 00

240,000 00

VBrockville, WeFtport and Sault Ste. Marie Ry., Ont.

[• Montreal and Lake Maskinonge Railway, Quebec. . .

South Norfolk Railway, Ontario

Guelph Junction Railway, Ontario

Belleville and North Hastings Railway, Ontario

Hereford Railway, Quebec.

July 1, 1883

to
June 30, 1901.

S cts.

6,451,812 84

11.3,440 00

217,000 00
11,200 00

40,345 00

144,000 00
101,600 00

50,460 00
310,335 95

37.500 00

645,950 00

51,200 00

14,656 00
15,360 00

256,000 00
423,936 (Ml

105,2(X) 00

41,280 00

54,400 00
46.000 00

21,838 00
155,200 00

j-Lake Erie and Detroit River Railway, Ontario | 3 '8,731 00

Beauharnois Junction Railway, Quebec.

44,800
19.200
54,400

St. Catharines and Niagara Central Railway, Ontario

Fredericton and -St. Mary's Railway Bridge Co., N.B. .
Harvey Branch Railway Co., N.B

Nova Scotia Central Railway Co., N.S

Cumberland Railway and Coal Co., N.S

Pontiac and Renfrew Railway Co., Ontario

\ Thousand Islands Railway Co., Ontario

Carried forward .

62,400 00

38,400 00

30,0lXJ 00
5,553 57

235,200 00

39,850 00
13,600 00

24.400 00

10,097,498 36

I STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20
been entered into and Payments made up to March 31, 1908. — Continued.

51

52 DEPARTMENT OF RAILWAYS AND CANALS i

8-9 EDWARD VII., A. 1909
Statement showing the Subsidies voted for Railways as to which Contracts have

Subsidies Voted.

Authority.

52 Vic

56

52

50-1

57-8

.51

53

50-1

53

54-5

57-8

50-1

52

52

57-8

60-1

47

51

52

53

57-8

61

62-3

53

52

57-8

52

54-5

53

55-6

53

53

53

53

55-6

55-6

56

57-8

55-6

55-6

56

57-8

60-61

55-6

57-8

56

55-6

57-8

55-7

56

57-8

56

57-8

57-8

56

chap.

Amount.

cts.

96,000 00

375,000 00
57,600 00

287,200 00

Railways.

July 1, 1883,

to

June 30, 1901.

Brought forward .

Quebec. Montmorency & Charlevoix Ry. Co. Quebec. . .

St. Clair Frontier Tunnel Co., Ontario

Brantford, Waterloo and Lake Erie Railway, Ontario.

Port Arthur, Duluth and Western Railway, Ontario. . ,

192,000 00 Montreal and Ottawa Railway, Ontario

44,800 00 Cornwallis Valley Railway, N.S

320,000 00
64,000 00

320,000 00 1

J- Ottawa Northern & Western Ry., Quebec, formerly

J Ottawa and Gatineau Railway.

83,612 54

142,400 OO' ]- Central Railway N. B.
48,000 go;

361,270

128,000

64,000

163,200

89,600

35,200

9,600

112,000

35,200

99,200

57,600

25,024

*40,000

102,400

102,400

*21,600

*430,400

67,200

38,400

66,000

48,000

48,000

48,000

80,000

121,600

89,600

22,400

*51,200

*11,200

*38,400

9,000

32,000

Montreal and Western Railway, Quebec

Parry Sound Colonization Railway, Ontario.

Shuswap and Okanagan Railway, B.C . . ,
Tobique Valley Railway, X. B

Columbia and Kootenay Railway, B.C

Waterloo .Junction Railway, Ontario

Orford Mountain Railway, Quebec

r St. Lawrence and Adirondack Railway, Quebec. . .

New Glasgow Iron, Coal and Railway Company, N.S. .

'^ United Counties Railway, Quebec

f

Philipsburg .Junction Ry. Quarry Company, Quebec . . .
Ottawa, Amprior and Parry Sound Railway, Ontario. .

Montfort Colonization Railway, Quebec

[ Lotbiniere and Megantic Railway, Quebec

Grand Trunk, Georgian Bay & Lake Erie Ry., Ont. . . .
Canadian Pacific Ry., B.C., Revelstoke to Arrow Lake.

Nakusp and Slocan Railway, B. C

Dominion Coal Company, N.S

Oshawa Railway and Navigation Company, Ontario. . .
Tilsonburg, Lake Erie and Pacific Railway, Ontario.. .

St. Stephen's and Milltown Railway, N.B

Gulf Shore Railway Company, N. B

Cap de la Madeleine Railway, Quebec

Ontario, Belmont & Northern Ry. Company, Ont

Coast line of Nova Scotia, now Halifax & Yarmouth Ry,
Ottawa and New York Railway Company, Ontario

S cts.
10,097,498 36

96,000 00

375,000 00

57,600 00

271,200 00

192,000 00
44,800 00

284,128 00
226,012 54

361,270 00
152,800 00

163,200 00

134,016 00

88,800 00
32,800 00
84,800 00

149,481 60

39,840 00

188,816 00

23,712 00
779,712 00

167,440 00

96.000 00

39,744 00
80,000 00

117,760 00
87,808 00
22,400 00
69,271 48
14,848 00
.';3,699 20
7,424 00
30,720 00
90,400 00

262.384 00

Carried forward '. . . 14,983,385 18

i STATEMENTS OF THE ACC0V2fTANT

SESSIONAL PAPER No. 20
been entered into and Payments made up to March 31st, 1908. — Continued.

52

Payhexts.

Total

]vlarch 31,

1908.

1901-02.

1902-03.

1903 04 .

1904-05.

1905-06.

1906-07.

1907-08.

$ cts.
142,560 00

S cts.
37,777 2i)

S cts.

8 cts.

S ct.s.
86,016 00

S cts.
103,312 00

$ cts.
385,981 09

S cts.
10,853,141 65

96,C00 00
375,000 00

57,600 CO

271,200 00

192,000 0(j

44,800 00

8,192 00

118,368 00

4,243 20

414 931 20

226,012 54
361,270 0 »

152,800 00

163,200 00

134,016 00

88,800 00

32,800 00

192,942 50

149,481 60

39 840 00

38, 256" 00

"45,764 '50

24,i2S'66

188,816 00

23,712 00
779,712 00

167,440 00

96,000 00
39 744 00

...

80,000 00
117 760 00

87,808 00
22 400 00

i

44,160 00 4,000 66

117,431 48

14 848 00

53,699 20

7,424 00

30 720 00

:::::::::::: :::: :;::::i:: : ■::;

60,000 00

9,600 00

160,000 00
262,384 00

150,752 00

141,937 20

131,968 00

38,250 00

131,780 50

103,312 00

414,352 29

16,095,737 17

53 DEPARTMENT OF RAILWAYS AND CANALS I

8-9 EDWARD VII., A. 1909!
Statement showing Subsidies voted for Railways as to which Contracts have

60-Gl v., chap. 5
GO-GI M 4

G3 H 3

8 Ed. VII.

c. 57

4

34

G

43

G

43

6

43

3

57

6

43

G

43

6-7

40

6-7

40

3,630,000 00
}■ 500,000 00

G2-3 Vic, chap. 7
03-4 ,. 8

60-1 Vic, chap. 4
63-4 M 2

1 Ed. VII., ch. 7

1 M 7

62-3 Vic, chap. 7
62-3 .. 7

63-4 M 8

1 Ed. VII., ch. 7

l,000,OuO 00
212,500 00

Brought forward .

Canadian Pacific Railway Co., B.C. (Crow's Nest Pass)

Grand Trunk Ry. Co., " Victoria Jubilee Bridge," Que.

1 International Ry. of New Brunswick formerly Resti-

/ gouche and Western Ry. Co

East Richelieu Railway Co., Quebec

South Shore Railway, Quebec

Pembroke Southern Railway, Ontario .

Massawippi Valley Railway Co., Quebec

Inverness and Richmond Co., N.S., now Inverness Ry.

and Coal Co

Canadian Northern Railway Co., Ontario, Manitoba

andN.W.T '....^

Canadian Pacific Railway Co. (Pipestone Branch)

Central Ontario Railway Co., Ontario

Midland Railway Co., N.S

Quebec Bridge Co., Quebec

St. Mary River Railway Co., N. W.T j

"1 Pontiac and Pacific and Ottawa and Gatineau Ry.
/ Co. (Interprovincial Bridge over Ottawa River). . .

Atlantic and Lake Superior Railway, Quebec '

Montreal and Province Line Railway, Quebec !

York and Carleton Railway, N . B

14,983,385 18

3,321,774 00
500,000 00

46,930 00

69,952 00

119,290 19

64.000 00

5, .376 00

1.32, SOO 00

537,600 00
92,800 00
67,200 00

170,264 00

74,570 00
75,000 00

212.500 00

Aigoma Central and Hudson Bay Railway, Ontario. . ,

Cape Breton Extension Railway, N.S. .

Can. Pacific Ry. Co. (Kootenay and Arrowhead Br ch).
(Selkirk Branch)

11 (Dyment Branch)

11 (Waskada Branch)

Manitoulin and North Shore Railway Co., Ont

Bay of Quinte Railway, Ont ... .

Bruce Mines and Aigoma Railway, Ont

Maganetawan River Railway Co., Ont

The Canadian Northern Quebec Ry., formerly Chateau-

guay and Northern Ry. , Qiiebec

Canadian Pacific Ry. Co. (Pheasant Hill Branch). . . . .

Halifax and South-western Railway Co., N.S

Northern Colonization Railway Co., Quebec

New Brunswick Coal and Railway Co., N . B

Schomberg and Aurora Railway Co., Ont

Lindsay, Bobcaygeon and Pontypool Ry. Co , Ont. . . .

Middleton and Victoria Beach Ry. Co., N.S

Beers ville Coal and Railway Co., N.B

Nicola, Kamloops and Similkameen Coal and Ry. Co .

Canadian Pacific Railway (Staynerville Branch)

Klondike Mines Railway

Kettle River Valley Ry. Co., B.C

Colchester Coal and Ry. Co., N.S

Minudie Coal Co., N.S

Atlantic, Quebec and Western Ry. Co., Quebec.

Napierville Jet. Ry. Co., Quebec

Edmonton, Yukon and Pacific Ry. Co., Alberta. . . .
Canadian Northern Ontario Ry. Co., fonnerlv James
Bay Ry. Co., Ont ..".

Carried forward 20,473,441 37

i STATEMENTS OF THE ACCOUNTANT

SESSIONAL PAPER No. 20
beea entered into and Payments made up to March -31, 1908 — Continued.

53

Payments.

Marcli 31,
1908

1901-1902. 1902-1903.

1903-1904.

1904-1905.

1905-1906.

1906-1907.

1907-1908.

$ cts. $ cts.

150,752 00 141,937 20

22 946 00! (io.oon on

§ cts.
131,968 00

§ cts.
38,250 00

S cts.
131,780 50

$ cts.
103,312 00

S cts.
414,352 29

S cts.

16,095,737 17

3,404,720 00

1

500,000 00

30 208 00

50,070 07

51,200 00

178,408 07

69,952 00

80,494 16

3,456 46

t203,240 81
64,000 GO

5,376 00

8G,800 00

939,891 00
67 200 00

91,775 53
57 485 on

57,170 44
374,156 00

36X,545 97

1,909,132 00

160,000 00

i9b;is6'3o

132,353 33

" " l',750 '66

4,967 70

76.861 36
31,892 40

144,061 36
399,060 40

167 430 00

374,353 33

40,960 00

32,134 00

148,094 00

212,500 00

14,800 00
58, .560 00

52,353 98

37,000 00

42,336 86

Jl,521 82

144,969 62
.08, .560 00

18,336 00
380,624 00

202,912 00

65,280 00
42,771 00
83,200 00
22,336 00
50,480 00
32,000 00
19,200 00
28,800 00
3,552 00

117,120 00
17,842 85

i3;520'00
49,920'6o

341,440 00

14,560 00

32,896 00
924,976 00

182,400 00

4,176 15

• 89,076 00

153,866 00

83,200 00

"72, 662 '45

22,:^.36 00
64,000 00

32,000 00
141,722 45

25,120 00

53,920 00

3,552 00

191,595 00

378,624 00

185,422 00

58,384 00

48,000 00

46,144 00

56^576 00
291,842 00

116,000 00

176,512' 00
75,376 00

84,224 75

391,819 75
435,200 00

268,107 20

316,567 73

1,238,450 93
133,760 00

48,000 00

46,144 00

185,173 OB
47,789 00
20,736 00

18.5,173 06

50,303 80
il0,.592'66

27,667 20

125,760 00

' 19b' 208 '66

20,736 00
300.800 00

9,600 00
96,000 00

3,424 00 13,024 00
101,184 OOj 197.184 00

97,771 52
12,800 00
18,544 00
64,000 00
173,440 00
91,200 00

244,224 00

97,771 52

12,800 00

18, .544 00

64,000 00

173,440 (X»

91,200 (X)

.

651,264 00

420,608 00

1,316,096 00

1,4.50,974 37

1,907,939 00

1,276,622 34

1,860,278 45

1,089,029 53

1,136,767 48

1,851,029 30

31,045,481 84

20— i—. 5

54 DEPARTMENT OF FAILWATS AND CANALS I

8-9 EDWARD VII., A. 1909
Statement showing Subsidies voted for Railways as to which Contracts have

Subsidies Voted.

Authority.

37 Vic, ch. 14

4G M 2

47 " 8

48-9 „ 58

Ainount.

186,600 annually
for 20 years.

I 1,525,250 00

1,500,000 00

Railway.'s.

July 1, 1883

to
June 30, 1901.

Brought forward

Atlantic and North-western Railway. . .
Canada Central Railway

Canadian Pacific, extension

Totals

•S cts .

20,473,441 37

2,239,200 00
1,.525,250 00

1,500,000 00

25,737,891 37

* 60-61 Victoria, Cap. 4, 62-63 Victoria, Cap. 7, 63-64 Victoria, Cap. 8, 1 Edward VII, Cap, 7,
more than $15,000 per mile, if over that amount, a further sum of fifty per cent, on so much
exceeding in the whole the sura of .$6,400 per mile.

t Of this amount .fl6,164.43 were in connection with subsidy to Montreal and Sorel Railway.

t Less refunds for duplicate claims and claims not paid.

Department of Railways and Canals.

Ottawa, July, 31, 1908.

i STATEMENTS OF THE ACCOUNTANT 54

SESSIONAL PAPER No. 20
been entered into and Payments made up to March 31, 1908 — Concluded.

Payments.

Total

March 31,

1908.

1901-1902.

1902-1903.

1903-1 !)04.

1904-1905

1905-1906.

1906-1907 .

1907-1908.

.$ cts .

1,907,339 00

186,600 00

$ cts.

1,276,622 34

186,600 00

$ cts .

1,860,278 45

186,600 00

$ cts.

1,089,029 53

186,600 OJ

•§ cts .

1,45'\974 37

186,600 00

$ cts.

1,136,767 48

186,600 00

.$ CIS .

1,851,029 30
186,600 00

$ cts .

31,045,481 84

3,545,400 00
1,525,250 00

1,500,000 00

2,093,939 00

1,463,222 34

2,046,878 45

1,275,629 53

1,637,574 37

1,323,367 48

2,037,629 30

37,616,131 84

and 3, Edward VII., Cap. 57, authorize $3,200 per mile subsidy if the cost does not average
of the average cost of the mileage subsidized as is in excess of $15,000 per mile, suah subsidy not

W. C. LITTLE,

Accountant.

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

I^^HT II

SKETCH MAPS OF DOMINION RAILWAYS AND CANALS

AITD

REPORT OF THE CHIEF EIN^GIN^EER

COMPRISINO REPORTS OP

GENlERAt. IklANAGER OF GOVEROTOJNT RAILWAYS AISTJ)

superi:n^tende:n^ts of cain^als

1907-1908

20— il— 1

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

DEPAETMENT OF EAILWAYS AND CANALS.

LIST OP ANNUAL REPORTS UNDER THIS COVER.

1. M. J. Butler, Chief Engineer Railways and Canals, General Report.

2. D. Pottinger, General Manager Government Railways, I.C.R.

W. B. MacKenzie, Chief Engineer, I.C.R.

T. C. Burpee, Engineer of Maintenance, I.C.R.

G. R. Joughins, Superintendent of Motive Power, I.C.R.

S. L. Shannon, Comptroller, I.C.R.

3. D. Pottinger, General Manager Government Railways, Windsor Branch.

T. C. Burpee, Engineer of Maintenance, Windsor Branch.
S. L. Shannon, Comptroller, Windsor Branch.

4. D, Pottinger, General Manager Government Railways, P.E.I. Ry.

W. B. MacKenzie, Chief Engineer, P.E.I. Ry.

G. A. Sharpe, Superintendent, P.E.I. Ry.

W. S. Poole, Mechanical Superintendent, P.E.I. Ry,

W. T. Huggan, Accountant and Auditor, P.E.I. Ry.

5. E. Marceau, Superintending Engineer, Quebec Canals.

6. L. N. Rheaume, St. Lawrence Canals.

7. W. A. Stewart, Superintendent of Operation, St. Lawrence Canals.

8. J. L. Weller, Superintending Engineer, Welland Canal.

9. F. B. Eripp, Engineer in Charge, Sault Ste. Marie.

10. J. W. LeB. Ross, Superintending Engineer, Sault Ste. Marie.

11. A. J. Grant, Superintending Engineer, Trent Canal.

12. A. T. Phillips, Superintending Engineer, Rideau Canal.

13. J. H. Devereaux, Lock Master, St. Peter's Canal.

14. J. H. McClellan, Superintendent, Trent Canal.

15. E. J. Walsh, Trent Canal Surveys.

16. C. Schreiber, C.M.G., Report on Western Division National Transcontinental

Railway.
20— ii— li

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

CHIEF ENGINEER'S REPORT.

Department of Eailways and Canals,

Office of the Chief Engineer,

Ottawa, July 1, 1908.

Sm, — I have the honour to submit my annual report for the fiscal year ended
March 31, 1908, covering, however, the works of construction up to June 1, 1908.

First. — The annual report of the General Manager of Government Eailways, to
which are attached the reports of the Chief Engineer, the Engineer of Maintenance,
the Mechanical Superintendent of the Intercolonial division and the reports of the
Superintendent of the Prince Edward Island division, with statements of accounts
prepared by the Accountants of these roads.

Second. — The annual reports of the Superintending Engineers of the several
canals, and of the Superintendents of the Sault Ste. Marie canal, the St. Peter's
canal, the Trent canal and of the St. Lawrence canals, and the engineer in charge of
the improvements to the entrance to the Sault Ste. Marie canal.

The following shows the length of the government railways in operation on March
31, 1908.

INTEECOLONIAL EAILWAY.

MAIN LINE AND BRANCHES.

MILES,

Halifax to Truro 61-83 .

Dartmouth Branch 12-38

Truro to Moncton 124-03

Moncton to St. John 89-36

Point du Chene Branch 11-38

Moncton to Campbellton 185-16

Campbellton to Ste. Flavie ■ 105-09

Indian Town Branch 13-51

St. Flavie to Eiviere du Loup 83-28

Eiviere Ouelle Branch 6-25

Eiviere du Loup to Point Levis 115 47

Hadlow to Chaudiere Curve 5?62

Chaudiere to Ste. Eosalie 115-95

St. Charles Junction to Chaudiere Junction 16-98

Nicolet Branch 14-61

Dalhousie Branch 7-00

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Pictou to Oxford Junction

Brown's Point to Stellarton

Junction near New Glasgow to Pictou Landing.
Pugwash Junction to Pugwash

69

12

7

...... 4

Truro to Mulgrave 123

Point Tupper to Sydney 91

North Sydney Branch , 4

Sydney to Sydney Mines 2

Fredericton to Loggieville 125

10
23
76
70
07
48
38
70
00

1,408-32

LEASED.

Length of main line from Point Levis to Hadlow. . 1-50

Chaudiere Curve to Chaudiere 1-18

Ste. Rosalie Junction to Montreal 37-62

- 40-30
1,448-62

FREIGHT BRANCHES AND Y OWNED.

Y's at Windsor Junction, Truro, Brown's Point,
Oxford Junction, Painsec Junction, Moncton,
Chaudiere, Springhill Junction, Stellarton,
Mulgrave, North Sydney Junction, Newcastle,
Riviere Ouelle, St. Charles Junction, St.

Leonard Junction, Ste. Rosalie Junction. . . . 3-62

Switch near North Street to D.W.T., Halifax. ... -85

Halifax Cotton Factory 2-10

Dartmouth Station to end of line 2-29

Stewiacke Wharf Branch -87

Sydney Station to Wharf -90

North Sydney Station to Wharf -78

Switch near Pictou Landing to Coal Wharf -75

Pictou Station to Wharf -15

Pictou Station to Copper Crown Smelter ^ -72

Logan's Tannery Siding -48

Pugwash Station to Wharf -07

Sackville Wharf Branch -47

Dorchester Wharf Branch. 1-00

Moncton Wharf Branch 1-00

Courtney Bay Branch 2-39

St. John Water Front Extension -44

St. John Station to Deep Water Wharf -28

Newcastle Wharf Branch 1-75

Dalhousie Station to Wharf Branch -40

ii CHIEF ENGINEER'S REPORT

SESSIONAL PAPER No. 20

Campbellton Wharf Branch . . . . ' '43

Eimouski Wharf Branch 2 -00

Trois Pistoles Spur 2-38

Eiviere du Loup Wharf Branch 4-35

St. Pacome Spur 1-27

Nicolet Station to Wharf 2 -05

Carmel Branch, Main Line to Village (estimated) . . 1 "05

Blackville to Indian Town 8 "50

43-34

1,491 -96

WINDSOE BEANCH.
Windsor Junction to Windsor 32

PEESrCE EDWAED ISLAND EAILWAY.

Souris to Tignish 166

Mount Stewart to Georgetown 24

Charlottetown to Eoyalty Junction 5

Emerald Junction to Cape Traverse 13

Alberton to Cascumpec Wharf 1

Charlottetown to Murray Harbour 52 '3

Montague Junction to Montague 6*2

267-5

Total length of government railways 1,791:^6

The result of the twelve month's operations of the government railways may be
stated as follows: —

Name of Railway.

Mileage

in

Operation.

Amount.

Profit.

Loss.

Intercolonial Division

Windsor Branch

$ cts.

1 AAa / [Working expenses . . . 9,157,435 53
^'***' t Earnings 9,173,558 80

oo / One-third earnings. . . 76,471 58

$ cts.

16,123 27
18,518 20

$ cts.

Prince Edward Island Division. .

267 {

iviamtenance 6i,yr^ ii

Working expenses . . . 399,947 79
Earnings 304,579 83

Deduct profit from loss

95,367 96
34,641 47

Total, miles

1,747

Net loss

60,726 49

8 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909"

The maintenance of the roads and rolling stock has received careful attention
and both roads continue to be in efficient condition; the rolling stock is being brought
up to the modem standard.

The working expenses of the Intercolonial Eailway given above include the
$140,000 rental paid to the Grand Trunk Eailway.

The gross earnings of the government railways for the last two years compare as
follows : —

1906-7. 1907-8.

Intercolonial Division $8,305,985 69 $9,173,558 80

Windsor Branch 55,130 39 76,47158

Prince Edward Island Division. . . . 283,262 23 304,579 83

$8,644,378 31 $9,554,610 21

Showing an increase in the gross earnings of $910,231.90.

The gross working expenses of the government railways for the last two years
compare as follows: —

1906-7. 1907-8.

Intercolonial Division $7,856,312 37 $9,157,435 53

Windsor branch 15,425 32 37,912 11

Prince Edward Island Division. . . . 359,588 92 399,947 79

Total $8,231,326 61 $9,595,295 43

Gross working expenses of government railways $9,595,295 43

Gross earnings of government railways 9,554,610 21

Excess of working expenses over earnings, which include

rental, $140,000, Grand Trunk Eailway $ 40,685 22

Showing an increase in working expenses for the year compared with the previous
year of $364,078.82, which is made up of the following: —

Intercolonial Division $301,123 16

Windsor Branch 22,596 79

Prince Edward Island Division. . 40,358 87

$364,078 82

ii CHIEF ENGINEER'S REPORT 9

SESSIONAL PAPER No. 20

INTEKCOLONIAL DIVISION.

CoMPARATiv'E Statement of Ocean-borne Passenger Business done at the Port of
Halifax during the fiscal period ended March 31, 1908.

Name of Steamer.

Pretorian

Parisian

Southwark

Corinthian..

Virginian

Siberian

Mongolian

Corean

Numidian

Victorian

Canada

Tunisian

Sardinian

Lauren tian

Pomeranian

Dominion

Sicilian

Sarmatian

Empress of Ireland
Empress of Britain

Ionian

Vancouver

1906-11)07.

No. of Passengers.

Total.

1st
Class

2nd
Class.

Nil.

Nil.

Nil.

Nil.
71

Nil.

Nil.

Nil.

Nil.
40
42
130

Nil.

Nil.

Nil.
10

Nil.

Nil.
6

25
58

Nil.

Total

382

667
1,578
1,120
1,669
1,727
1,065

577
58

880
1,467
1,889
2,363

669
1,074

289
2,141
1,449

169
Nil.
Nil.
1,880

780

24,511

667
1,.578
1,120
1,669
1,798
1,065

577
58

880
2, .507
1,931
2,493

669
1,074

289
2,151
1,449

169
6

25
1,938

780

24,893

Name of Steamer.

Pretorian

Southwark

Corinthian

Virginian

Siberian

Mongolian

Corean

Numidian

Victorian

Canada

Tunisian

Sardinian

Lanrentian . . .

Pomeranian

Sicilian

Empress of Ireland
Empress of Britain.

Ionian

Vancouver

Kensington

Carthaginian

Ottawa

Armenia

Dahome

Hispania

City of Bombay . . .

Mount Temple

Corsican

Grampian..

Total

1907-1908.

No. of Passengers.

1st
Class.

2nd

Class.

Total.

Nil.

596

596

Nil.

1.337

1,337

Nil.

• 323

323

114

1,856

1,97a

36

1,044

1,680

32

936

968

22

389

411

5

789

794

160

2,682

2,832

23

951

974

16 1

3,311

3,475

Nil.

1,342

1,342

Nil.

611

611

Nil.

855

855

2

1,380

1,382

45

29

74

33

12

45

85

1,760

1,845

Nil

798

798

Nil.

1,330

1,330

47

2,623

2,670

Nil.

893

893

Nil.

1,173

1,173

29

117

146

Nil

632

632

37

463

500

Nil.

589

589

103

2,416

2,519

28

783

811

965

33,655

34,620

♦Note.— Of the total number 34,620 7,318 travelled over the Inter^lonial Railway as
follows:

25,417 via St. John and Canadian Pa-cific, 1,885 via Intercolonial Eailway, long haul.

Comparative Statement of Ocean-borne Freight Traffic during the fiscal period

ended March 31, 1908.

Name of Line of
Steamers.

Allan Line

Furness Line

Canadian Pacific

Canada-Jamaica

Steamship Line

Pickford and Black . . .
Various other lines and

Tramp Steamers . . .

Total

Winter

OF 1906-1907.

Measure-

Weight

Total j

ment tons.

tons.

tons.

7,329
2,307
Nil.

4,672
7,204

Nil

12,001
9,511

Nil.

Nil.

40

1,862
13,844

1,862
13,884

Nil.

Nil.

Nil.
37,258

9,676

27,582

Name of Line of
Steamers.

Allan Line

Furness Line

Canadian Pacific

Canada and Mexico

Pickford and Black

Various tramp steamers
and sailing vessels

Total.

Yeak ending March 31,
1908.

Export I Import q^jt^
tons. tons.

1,3:^5

24,128

130

9,510

14,810

51,340

101,253

15,382

52,408

13,464
34,673
2,403
15,26ft
21,133

66,722

153,661

10 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909'

The above statement shows an increase of 116,403 tons of ocean-bome freight
traffic for the winter season of 1907-8, as compared with the winter season of 1906-7.

The following is a statement of the quantity and classes of the rolling stock pur-
chased on capital account during the fiscal year ending March 31, 1908: —

H P

16

Passenger Car Stock.

,-H ^

d a

bDcS

be a

PQ

628 310
31... .
25

•" S

mi <!

o

The following is a statement of the quantity and classes of rolling stock which
have been rebuilt during the year ended March 31, 1908, at the cost of revenue to
maintain the work: —

09

S
'So
a

Passenger Car Stock.

t:

0

S
1

PH

...2

u
u

fa

i

s
s

i

o

1

f§

11

O

■i

B
m

CO

1

1

o

0)

"bb

3

o
"E

o
a

>>

%

I

T3
O ® c8

Jl

1

s

S

^ .

® M

bo J)

as.

3
<1

Total

1

2

100

100

3

92

9

«

1

CHIEF ENGINEER'S REPORT

11

SESSIONAL PAPER No. 20

The following table shows the working expenses, gross earnings, the tonnage of
freight and number of passengers carried each year since July 1, 1876, when the road
was first ojpened as a through line to the west: —

Year.

® c S

s? * =*

1876-77

714
714

1877-78

1878-79

714

1879-80

829
840

1880-81

1881-82

840
840

1882-83

1883-84

887

1884-85

941

1885-86

946
977

1886-87

18-i7-88

971

1888-89

971
971

1889-90

1890-91

1,094
1,142

3891-92

1892-93

1,142

1893 94

1,142

1894-95

1,142

1895-96

1,142

1896-97

1,145

1897-98

1,201

*1898-99

1,301

*1899-1900 ..

1,301

*1900-01

1,301

*1901-02

1,301

*1902-03

1,315

*1903-04

1,321

*1904-05

1,446

*1905-()6

1,446

•1906-07

1,448

♦1907-08

1,448

Working
Expenses.

1,661
1,816,
2,010,
1,603,
1,759,
2,069,
2,360,
2,377:
2,519,
2.583,
2,922,
3,366.
3,244,
3,560,
3,662.
3,439,
3,045,
2,981,
2,936,
3,012,
2,925,
3,327,
3,675,
4,431,
5,460
5,574,
6,196:
7,239,
8,508.
7,581.
6,030,
9,157,

673 55
273 56
183 22
429 71
851 27
657 45
373 27
433 62
751 56
999 67
369 62
781 74

647 73
575 74
341 94
377 00
317 50
671 98
902 7\
827 62
968 67

648 51
686 21
404 69
422 64
563 30
653 19
982 04
826 75
914 36
171 83
435 53

Gross
Earnings.

1,154

1,378
1,294
1,506,
1,760
2,079
2,370,
2,384,
2,441,
2,450,
2,660,
2,983,
2,967
3,012
2,977,
2,945
3,065
2,987,
2,940
2,957
2,866
3,117
3,738,
4,552
4,972,
5,671,
6,324
6,339,
6,783,
7,643,
6,248,
9,173,

,445 .33

,946 78
009 69
298 48
393 92
262 66
910 10
414 92
203 66
093 88
116 93
336 05
801 00
,739 87
,395 38
441 97
499 09
510 27
717 95
640 10
028 02
669 85
331 44
071 71
235 87
385 91
323 72
231 43
522 83
829 90
311 00
558 80

Profit.

542 65

9,605 18

10,547 18

6,981 30

20,181 59
5,838 29
.3,815 21

62,645 43
120,667 02

96,822'6i'
127,670 53

61,915 54

218,139 17

16,123 27

Loss.

507,228 22

432,326 78

716,083 53

97,131 23

78,547 90
133,905 79
262,252 69
383,445 69
276,847 73
847,835 87
684,946 56
493,935 03

55,187 52

59,940 65

209,978 66

3,186 77

900,750 61
1,725,303 92

Tons

of Freight

carried.

421,327

522,710

510,861

561,924

725,777

838,956

970,961

1,009,237

989,986

1,023,788

1,143,020

1,288,823

1,218,877

1,368,819

1,304,534

1,264,575

1,388,080

1,342,710

1,276,816

1,379,618

1,296,028

1,434,576

1,750,761

2,151,208

2,lll,3i0

2,385,816

2,790,737

2,664,149

2,782,257

3,156,189

2,606,073

4,134,064

No. of

Passengers

carried.

613,420

618,957

640,101

581, 48g

631,245

779,994

878,600

944,636

957,228

932,880

942,784

1,040,163

1,136,272

1,219,233

1,298,304

1,297,732

1,292,878

1,301,062

1,352,667

1,471,866

1 '501, 690

1,523,444

1,603,095

1,029,754

2,517,295

2,186,226

2,404.230

2,663,156

2,810,96o

2,737,160

2,044,847

2,789,37i

*The working expenses include the rental paid for leased line

1906-07 nine months only.

12 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

INTERCOLONIAL RAILWAY.

Statement of Earnings from the several sources named from June 30, 1876, to March

31, 1908.

1876-7....

1877 8....

1878-9...

1879-80...

1880-1....

1881 2....

1882-3 ...

1883-4....

1884-5....

1885-6....

1886-7....

1887-8

18S8-9....

1889-;^0...

1890-1....

1891-2 ...

1892-3....

1893-4....

1894-5 ...

1895-6....

1896-7 ..

1897-8....

1898-9. ..

1899-1900.

1900-1 ...

1901-^2...

1902-3....

1903-4....

1904-5....

1905-6....

1906-7....

1907-8....

Year.

Miles

in

operation .

Passenger
Traffic.

714

714

814

829

840

850

940

887

941

946

977

971

971

971

1,094

1,142

];132

1,142

1,142

1,142

1,145

1,201

1,315

1,315

1,315

1,315

1,315

1,321

1,446

1,446

1,448

1,448

cts.

460,368 15

475,256 82

4.51,893 29

490,338 66

545,114 48

651.296 94

741,992 72

775,783 77

747,285 13

765,900 03

828,328 28

884,448 07

906,246 47

895,094 53

962,316 88

961,427 94

1,002,912 74

958,915 13

963,914 44

971,426 26

979,005 57

1,053,864 04

1,167,453 16

1,404,469 87

1,607,166 79

1,770,941 13

1,927,916 87

2,021,568 40

2,105,066 75

2,297,716 52

1,952,438 88

2,711,416 98

Freight
Traffic.

$ cts.

607, .'64 99
801,709 82
752,490 85
915,486 50
1,113,872 21
1,803,496 00
1,487,601 98
1,461,390 37
1,542,052 10
1,52.3,487 72
1,677,971 59
1,932,877 85
1,909,094 44
1,964,646 86
1,854,629 88
1,803,529 03
1,868,853 84
1,834,126 34
1,782,608 54
1,788,813 18
1,687,050 42
1,857,740 06
2,348,096 58
2,912,790 52
3,121,006 15
3,644,513 42
4,128,255 00
4,041,122 48
4,373.178 75
5,019,805 53
4,032,745 00
6,054,493 45

Mails

and

Sundries.

Total.

cts.

86,512 21
101,985 07

88,715 55
100,473 32
101,407 23
124,470 72
141,326 40
147,240 78
151,566 35
160,706 13
153,817 06
166,010 13
152,460 09
152,998 48
160,448 62
180,485 00
184,468 80
193,762 51
194,194 97
197,400 66
199,472 03
206,065 15
222,781 70
234,811 32
244,062 93
255,931 36
268,151 75
276,540 55
305,277 53
326,307 85
263,127 12
407,643 37

1,154
1,378,
1,294,
1,506,
1,760,
2,079,
2, .379,
2,383,
2,441
2,450,
2,660.
2,98.3,
2,967,
3,012
2,977,
2,945,
3,06.5,
2,987,
2,940
2,957,
2,866,
3,117,
3,738,
4,552,
4,972,
5,761,
6,324.
6,339,
6,783.
7,643
*6,248,
9,173

cts.

443 33

946 78
009 69
298 48
493 92
262 66
910 10
414 92
203 66
093 88
116 93
336 95
801 00
739 87
395 38
441 97
499 09
502 27
717 95
640 10
028 02
669 85
331 44
071 91
235 87
.385 91
323 72
231 43
522 83
829 90
311 00
358 80

1906-r7 nine months onlv.

CHIEF ENGINEER'S REPORT

13

SESSIONAL PAPER No. 20

INTERCOLONIAL RAILWAY.

Statement showing the Number of Tons of Local and Through Freight Carried from
June 30, 1876, to March 31, 1908.

187&-7. ..
1877-8. . . .
1878-9. . . .
1879-80. . .
1880-1. . . .
1881-2. ..
1882-3. . . .
1883-4. . . .
1884-5....
1885-6. . . .
1886-7. . . .
1887-8. . . .
1888-9. . . .
1889-90. . .
1890-1. . . .
1891-2. . . .
1892-3. . . .
1893-4. . . .
1894-5. . . .
1895-6. . . .
1896-7. . . .
1897-8. . . .
1898-9. . . .
1899-1900.
1900-1. . . .
1901-2. . . .
1902-3. . . .
1903-4. . .
1904-5. . . .
1905-6. . . .
1906-7.. .
1907-8. . . .

Year.

Miles

in

Operation.

714

714

714

829

840

840

840

887

941

946

977

971

971

971

1,094

1,142

1,142

1,142

1,142

1,142

1,145

1,201

1,315

1,315

1,315

1,315

1,315

1,321

1,446

1,446

1,448

1,448

Local
Freight.

Through
Freight.

The information for these
years was destroyed
when the general offices
in Moncton were burned.

571,784

537,025

584,581

506,574

580,076

633,455

727,599

624,436

756,696

797,492

750,783

1,030,628

966,114

901,374

1,101,229

927,167

1,053,569

1,351,569

1,713,928

1,633,671

1,914,551

2,239,993

2,123,261

2,119,528

2,413,863

1,996,869

3,227,435

267,272
443,936
424,656
483,.S52
443,712
509,565
561,224
594,441
612,123
507,042
513,792
357,452
376,-596
.366,442
368,389
368,859
381,007
399,192
437,280
477,639
471,265
550,744
540,888
662,729
742,326
609,204
906,629

Total.

421,327

522,710

510,861

561,924

725,777

838,956

970,961

1,009,237

989,936

1,023,788

1,143,020

1,288.823

1,218,877

1.368,819

1,304,534

1,264,575

1,388,080

1,342,710

1,267,816

1,379,618

1,296,028

1,434,576

1,750,761

2,151,208

2,111,310

2,385,816

2,790,737

2,fi64,149

2,782,257

3,150,189

*2, 606,073

4,134,064

1900-07 nine months only.

14 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

mTERCOLONIAL RAILWAY.

Statement of the Number of Local and Through Passengers carried from June 30,

1876, to March 31, 1908.

1876-7....

1877-8....

1878-9....

1879-80. . .

1880-1 ....

1881-2....

1882-3....

1883-4....

1884-5....

1885-6....

1886-7....

1887-8....

1888-9....

1889-90...

1890-1 . . . .

1891-2....

1892-3....

1893-4....

1894-5...

1895-6 . .

1896-7....

1897-8....

1898-9 ...

1899-1900.

1900-1 . .

1901-2 ...

1902-3....

1903-4 ..

1904-5....

1905-6....

*1906-7...

1907-08...

Year.

Miles

in

Operation

714

714

714

820

840

840

840

887

941

946

977

971

971

971

1,094

1,142

1,142

1,142

1,142

1,142

1,145

1,201

1,315

1,315

1,315

1,315

1,315

1,321

1,446

1,446

1,448

1,448

Number of

Local
Passengers.

Number of

Through
Passengers.

The information for these
years was destroyed
when the general offices
in Moncton were burned

647,534

728,186

784,715

812,028

784,817

814,032

948,324

1,050,592

l,llg,695

1,203,814

1,198,649

1,188,827

1,216,027

1,272.284

1,386,803

1,416,631

1,438,590

1,504,652

1,878,858

1,905,599

2,061,196

2,255,013

2,447,843

2,589,928

2,491,472

1,853,126

2,593,886

132,460

150,414

159,921

145,200

148,063

128,752

91,839

85,680

91,531

94,490

99,083

104,051

85,035

80,383

85,063

85,059

89,854

98,443

112,896

119,696

125,030

149,217

215,313

221,032

245,688

191,721

195,485

Total.

613,420

619,957

640,101

581,483

631,245

779,994

878,600

944,636

957,228

932,880

942,784

1,040,163

1,136,272

1,219,233

1,298,304

1,297,732

1,292,878

1,301,062

1,352,667

1,471,866

1,501,690

1,523,444

1,103,095

1,791,754

2,025,295

2,186,226

2,404.230

2,663,156

2,810,960

2,737,160

2,044,847

2,789,371

1906-07 nine months only.

11

CHIEF ENGINEER'S REPORT

15

SESSIONAL PAPER No. 20

The following table shows the number of tons of coal carried over the Intercolonial
Railway from the Nova Scotia collieries to Ste. Rosalie, Montreal and St. John for
points west thereof, and to local stations in each year since the road was opened as a
through line: —

1876-7....

1877-8....

1878-9....

1879-80. .

1880-1 . . . .

1881-2....

1882-3 ...

1883-4....

1884-5....

1885-6....

1886-7....

1887-8 ...

1888-9....

1889-0....

1890-1....

1891-2....

1892-3....

1893-4 ...

1894-5.. .

1895-6...

1896-7....

1897-8....

1898-99...

1899-1900.

1900-1....

1901-2 . .

1902-3....

1903-4....

1904-5....

1905-6....

*1906-7 ..

1907 8 . . .

Year,

For the West.

Via
Ste. Rosalie.

Via

Montreal.

136
1,131
2,200
2,260

800

7,542

1,737

22

300

1,097

6,102

18,015

12,837

32,014

133,440

171,170

192,871

183,704

160,026

164,453

113,996

35,447

136,868

102,273

67,082

53,124

38,395

9,084

4,644

3,495

5,763

7,817

637

265

1,625

2,808

183

Via
St. John.

4,022

11,779

22,206

19,532

1,773

21,150

27,536

36,228

27,923

25,126

69,213

5,918

3,775

8,028

7,865

9,681

12,305

9,796

5,399

3,640
6,775

513
5,022

661
3,252
4,245

To Local

Stations.

103,420
97,043
112,232
135,369
174,483
218,364
227,380
252,014
213,791
215,272
233,178
309,727
338,538
366,967
344,829
392,441
402,653
367,390
310,253
369,708
331,469
351,069
484,163
599,714
506,454
546,986
725,727
691,346
596,290
610,444
624,833
1,061,694

Total,

103,420
97,043
112,532
136,466
184,607
248,158
262,423
293,562
349,004
407,592
453,585
529,659
526,487
554, .546
498,038
433,806
543,296
478,691
385, 20a
432,513
382,172
369,949
494,206
603,289
506,.590
557,520
742,519
694,761
602,377
620,272
632,630
1,066,134

* 1906-07 nine months only.

16 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

Table showing the number of bushels of grain carried during each year for shipment
at Halifax since the road was opened as a through line to the west.

Year.

Bushels.

Total.

Year.

Bushels.

Total.

Via
Chaudiere.

Via
St. John.

Via
Chaudiere.

Via
St. John.

1876-77

1892-93

1893-94

1894-95

189.^96

1896-97

1897-98

1898-99

1899-1900

1900-01

1901-02

1902-03

1903-04

1904-05

1905-06

1906-07 ... . .

156,306

Nil.

"8,000
30,000
13,239

147
NU.

147,438
Nil
*170,000

197,666
8,026
Nil.

II
ii

352,975
8,026

1877-78

1878-79

Nil.

1879-80-

1880-81

II

1881-82.

8,000

1882-83

.31,011
73,389
300,901
389,122
575,880
69,021
129,725
502,012
148,803
845,997

31,011

73,389

300,901

389,122

575,880

69,021

129,725

502,012

218,337

1,265,497

30,000

1883 84

13,239

1884-85

1885-86

147
Nil.

1886-87

1887-88

147,438

1888-89

Nil.

1889-90

59,543
519,500

170,000

1890-91

Nil.

1891-92

1907-08

* Via Montreal.

Table showing the number of barrels of flour and meal carried during each year since
the road was first opened as a through line to the west.

1876-77..
1877-78..
1878-79.,
1879-80..
1880-81.,
1881-82.,
1882-83.,
1883-84..
1884-85.,
1885-86.,
1886-87..
1887-88.,
1888-89.,
•18S9-90.,
1890-91.,
1891-92.

Year.

Barrels.

254,710
557,778
630,329
535,248
672,310
692,095
983,916
817,134
935,977
761,127
763,894
871,838
948,514
1,116,050
1,013,129
954,015

1892-93....

1893-94...

1894-95.. . .

1895-96...

1896-97.. .

1897-98...

1898-99...,

1899-1900.

1900-01...,

1901-02...,

1902-03....

1903-04....

1904-05....

1905-06.. . .

1906-07...

1907-08....

Barrels.

856,913

944,967

938,351

822,097

847,701

987,408

1,157,250

1,234,077

1,292,106

1,311,707

1,521,540

1,607,050

1,769,480

1,882,630

1,631,140

1,528,620

1906-07 nine months only.

il

CHIEF ENGINEER'S REPORT

17

SESSIONAL PAPER No. 20

Table showing the number of bushels of grain carried during each year since the road
was first opened as a through line to the west.

1876-77. .
1877-78. .
1878-79. .
1879-80. .
1880-81. .
1881-82. .
1882-83. .
1883-84.
1884-85. .
1885-86. .
1886-87. .
1887-88.
1888-89. .
1889-90.,
1890-91. .
1891-92. .

Year.

Bushels.

292,852

331,170

302,921

534,021

565,678

560,253

1,195,601

654,673

734,902

849,800

1,018,395

1,219,035

1,256,158

2,610,202

2,890,921

3,776,677

Bushels.

1892-93 1,514,619

1893-94 1,304,684

1894-95. . .
1895-96. . .
1896-97. . .
1897-98. . .
1898-99. .
1899-1900.
1900-1901.
1901-02. . .
1902-03...
1903-04. . .
1904-05. . .
1905-06. .
1906-07. . .
1907-08...

1,036,384
1,064,385
1,093,499
1,551,372
2,595,-353
2,720,453
3,535,364
2,959,761
3,392,252
2,788,772
3,317,910
2,924,226
2,231,864
4,567,245

Table showing the quantity of lumber in feet carried during each year over the road
since it was first opened for traffic as a through line to the west.

1876-77. .
1877-78. . .
1878-79. . ,
1879-80. . .
1880-81.
1881-82. . .
1882-83. . .
1883-84. . ,
1884-85.
1885-86. .
1886-87. . .
1887-88. . ,
1888-89. .
1889-90. .
1890-91. .
1891-92. .

Year.

Feet.

50,096,474

56,626,547

55,626,696

55,462,654

72,841,388

78,356,418

104,633,417

131,120,948

138,493,675

117,186,512

161.801,763

197,755,272

199,507,777

210,886,071

184,188,324

175,474,340

Year.

Feet.

1892-93 i 181,211,013

1893-94 200,507,949

1894-95 202,247,269

1895-96 226,332,715

1896-97 243,355,725

1897-98 354,093,816

1898-99

1899-1900. .
1900-1901. .
1901-02.. ..

1902-03

1903-04

1904-0.5

1905 06

1906-07

1907-08

306,554,031
379,350,074
396,858,964
428,051,029
459,231,589
465,379,803
518,434,,S10
572,878,600
452.602,703
754,769,888

1906-07 nine months only.

20— ii— 2

18 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909|»

Table showing the number of live stock carried during each year over the road since
it was first opened for traffic as a through line to the west.

1876-77..
1877-78..
1878-79.,
1879-80..
1880-81..
1881-82.,
1882-83.,
1883-84.,
1884-85.,
1885-86.,
1886-87.,
1887-88.
1888-89.,
1889-90.
1890-91.
1891-92.

Year.

Year.

Number.

1892-93

93,369

1893-94

1894-95

1895-96

79,203
72,106
64,051

1896-97

72,082

1897-98

1898-99

1899-1900

1900-01

89,301

109,821

92,815

95,923

1901-02

98,495

1902-03

1903-04

1904-05

127,060
113,006
110,670

1905-06

1906-07

106,589
97,381

1907-08

99,824

Table showing the number of tons of ocean-borne goods to and from Europe carried
over the road during each year since it was first opened for traffic as a through
line.

1876-77....

1877-78....

1878-79....

1879-80....

1880-81 . . . .

1881-82....

1882-83....

1883-84....

1884-85....

1885-86. ...

1886-87....

1887-88....

1888-89. ..

1889-90....

1890-91 . . . ,

1891-92...,

1892-93...,

1893-94...,

1894-95.. ,

1895-96. ,

1896-97. .

1897-98....

1898-99. .

1899-1900.

1900-01 . . .

1901-02...

1902-03...

1903-04...

1904 05...

1905-06...

1906-07...

1907-08 . . .

Year.

ViaSte.

Rosalie and

from the

West.

Via Mont-
real to
and from the
West.

322
1,106

817
2,079

284
2,026
1.384

14,949

21,628

21,073

15,454

21,607

24,875

19,696

22,787

13,464

16,923

41,864

17,340

9,895

9,923

9,719

7,295

3,023

6,749

3,767

2,654

5,950

2,465

2,379

6,860

7,780

11,925

21,.S77

15,325

17,217

15,922

Via
St. John
to and from
the West.

17

100

204

213

314

263

1,637

243

307

1,142

1,528

1,194

2,994

3,687

5, .337

436

To and

from Local

Stations.

3,405

2,643

4,952

3,334

4,168

7,911

6,533

8,405

8,216

9,811

8,878

11,481

11,730

10,764

23,835

12,319

13,455

10,399

16,748

17,239

18,633

31,555

37,108

155,514

172,733

124,695

146,070

85,853

128,462

110,447

Total.

18,354

24,271

26.025

18,788

25,775

32,786

26,229

31,192

21,680

26,734

50,742

28,821

21,625

20,687

33,571

19,714

16,682

17,361

20,829

20,156

26,220

34,263

39,794

163,838

183,147

138,631

174,520

105,149

153,042

128,219

1906-07 nine months only.

ii

CHIEF ENGINEER'S REPORT

19

SESSIONAL PAPER No. 20

Table showing the number of tons of raw and refined sugar carried over the road
during each year since it was first opened as a through line.

Year.

1876-77. . .
1877-78. . .
1878-79. . .
1879-80. . .
1880-81. . .
1881-82. . .
1882-83. . .
1883-84. . .
1884-85. . .
1885-86. . .
1886-87. . .
1887-88. . .
1888-89. . .
1889-90. . .
1890-91. . .
1891-92. . .
1892-93. .
1893-94. . .
1894-95...
1895-96. . .
1896-97. . .
1897-98. . .
1898-99. . .
1899-1900.
1900-01. . .
1901-02. . .
1902-03. . .
190.V04. . .
1904-05...
1905-06...
1906-07.. .
1907-08.. .

Raw Sugar.

Via Ste.
Rosalie.

357
602

To
Montreal

for
the West.

Tons.

340

186

1,041

12,220

13,872

14,256

9,465

13,778

10,381

4,394

20,450

14,320

24,358

7,390

5,088

7,142

96
489

90
194
875
509
715
394
912

To

St. John

for the

West.

Tons.

4,670
3,960

nU

To

Local

Stations

Tons.

1,290
508
3,068
3,661
3,998
8,500

14,085
7,160
8,913
8,215

10,535

10,137
6,775

10,342
9,824
4,925

11,553
17,137
7,495
1,495
9,308
14,671
4,371

Total.

Tons.

340
186

1,041
12,220
13,872
15,546

9,973
16,846
14,042

8,392
28,950
28,405
31,518
16,303
17,973
21,637
10,137

6,775
10,342

9,824

4,925

96

489

11,643

17,331

8,727

15,684

10,091

15,065

5,283

Refined Sugab.

To Ste.

Rosalie
for the
West.

Tons.

403
3,101
3,183
6,013
1,446
4,235
1,998
5,280

To
Montreal

for
the West.

Tons.

4,022

7,146

11,126

14,543

18,024

7,674

15,044

21,641

12,955

6,778

10,130

12,633

8,327

17,729

l.S,351

15,138

5,694

6,624

8,138

9,795

14,791

6,831

5,763

8,628

7,107

12,268

5,898

10,555

To

St. .John

for the

West.

Tons.

To

Local

Stations

Total,

Tons. Tons.

468
7,647
6,456
6,967
15,819
13,734
8,069
8,821
2,193

257
12

861
1,636

879

224

176
2,374

723

2,902

3,607

5,497

7,265

8,445

5,858

8,395

7,133

11,120

6,125

5,996

12,414

7,840

8,885

4,695

11,309

6,957

10,989

15,833

19,655

10,615

18,839

20,529

29,400

22,937

24,780

13,927

21,073

6,924
10,753
16,623
21,808
26,469
13,518
23,439
28,774
24,075
12,903
16,594
32,721
22,623
33,581
33,865
40,181
20,720
26,534
26,164
29,907
25.821
29,632
31,111
44,920
31,764
41,459
24,197
37,631

1906-07 — nine months only.

20— ii— 2i

20

DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909<

Table showing the numher of tons of fresh and salt fish carried over the road during
each year since it was first opened as a through line.

Year.

1876-77...

1877-78..

1878-79.. .

1879-80...

1880-81..

1881-82...

1882-83..

1883-84...

1884-85.. .

1885-86..

1886-87.. .

1887-88..

1888-89..

1889-90..

1890-91...

1891-92.. .

1892-93..

1893-94...

1894-95...

1895-96..

1896-97...

1897-98.. .

1898-99...

1899-1900.

1900-01..

1901-02..

1902-03..

190^-04.. .

1904-05...,

1905-06.. .

1906-07.. . .

1907-08.. .

Fkksh Fish.

To Ste.
Rosalie
for the

West.

Tons.

37
219
140
539
779
284
320
199

To
Mont-
real for

the
West.

To
St. John

for the

West.

T(5ns.

Tons.

530

921

596

1,015

471

1,336

519

1.362

498

1,879

475

1,619

542

384

838

1,682

1,062

1,885

1,669

1,645

1,278

1,572

1,533

1,477

2,474

2,000

2,235

1,787

2,029

2,788

1,367

1,746

1,683

1,875

1,959

2,192

2,006

3,726

1,966

3,059

3,307

3,115

3,575

3,703

1,210

2,070

2,547

2,706

2,009

3,207

3,013

4,373

2,269

3,040

1,939

3,588

1,902

3,674

2,748

2,439

2,882

3,712

3,288

1,353

To
Local

Sta-
tions.

Tons.

527

474

817

453

920

957

393

412

484

902

2,008

1,031

1,870

2,111

1,848

547

3,340

2,224

1,160 I

1,319

1,286

1,052

3,305

3,686

4,125

5,477

4,842

5,002

5,516

7,706

7,400

6,224

Total.

Tons.

1,978

2,085

2,624

2,334

3,297

3,051

1,319

2,932

3,431

4,216

4,858

4,041

6,344

6,223

6,665

3,660

6,898

6,375

6,892

6,344

7,708

8,330

6,583

8,939

9,393

13,082

10,289

11,068

11,871

13,177 I

14,314 I

11,064 i

Salt Fish.

To Ste.
Rosalie
for the
West.

Tons.

360
283
493
225
433
683
307
661

To

Mont-

treal for

the

West

Tons.

551
898
988
1,612
2,418
4,031
3,229
1,322
3,563
1,680
3,236
2,617
3,070
2.449
1,953
1,946
3,262
2,921
2,075
1,863
2,168
1,729
1,651
2,421
3,419
3,150
2,808
2,359
2,673
2,740
3,156
2,856

To

St. John

for the

West.

Tons.

1,848
1,644
1,038
2.238

937
1,066

759
1,143
3,600
2,047

569

476
7,746

S47
1,917

928
1,811
1,814
1,849
1,087
1,176
1,066
1,198

To
Local
Sta-
tions.

Tons.

802
805
1,048
959
1,051
2,487
1,354
1,224
1,596
3,376
1,747
1,099
2,994
3,288
3,236
1,889
2,176
2,962
5,285
2,791
2,536
2,210
3,625

Total.

1,563

2,659

1,346

4,643

1,413

5,196

1,615

6,579

564

5,848

272

6,759

346

6,994

416

6,348

1,976

7,034

Ton.s.

3,201

3,347

2,974

4,809

4,406

7,584

5,412

3,689

8,759

7,103

5,552

4,193

13,810

6,584

7,106

4,763

7,249

7,697

10,209

5,741

5,880

5,005

5,474

6,643

9,768

10,042

11,495

8,996

10,137

10,763

10,227

12,527

During the year 428:63 miles of 56, 58, 67, 80 and 110-lb. rails were taken up and
replaced with 67 and 80-lb. rails; 558,436 ties and 128 sets of switches renewed.

Cost of road and equipment up to March 31, 1908: —

On capital account —

Eoad, including $1,464,000 paid on account purchas-
ing Drummond County Eailway $67,049,311 56

Kolling stock 20,078,120 24

Total $87,127,431 80

The work of increased accommodation at the deep water terminus at Halifax is
progressing, which facilitates the work of conducting the traffic.

Both the road and rolling stock have been efficiently maintained during the year.
Additions to the rolling stock continue to be made, as being a necessity for the
efficient working of the traffic.

CHIEF ENGINEER'S REPORT

21

SESSIONAL PAPER No. 20

WINDSOE BEANCH.

This road continues to be operated by the Dominion Atlantic Eailway Company,
formerly the Windsor and Annapolis Eailway Company, the company receiving two-
thirds of the gross earnings for working the traffic, and the government one-third of
the gross earnings for maintaining the way and works.

Miles

Year.

in oper-

ation.

1880-81..

32

1881-82..

32

1882-83..

32

1883-84..

32

1884 85..

32

1885-86..

32

1886 87..

32

1887-88..

32

1888-89..

32

1889-90..

32

1890-91..

32

1891-92..

32

1892-93 . .

32

1893-94..

32

1894-95..

32

1895-96..

32

1896-97..

32

1897-98..

32

1898-99..

32

1899-1900

32

1900-01..

32

1901-02

32

1902-03..

32

1903 04..

32

1904 05..

32

1905-06..

32

1906-07..

32

1907-08..

32

One-third

gross
earnings.

?> cts.

28,434 29
28,461 07
31,199 77
30,428 39
32,246 30
31,185 63
33,564 58
32,242 85

37.313 43
39,544 19
39,519 56

42.891 23
43,901 28
41,834 70
50,703 84
47,456 74
54,208 81

48.892 21

56.314 51
62,266 61
62,523 20

65.315 38
56,417 38
72,708 54
66,798 46
65,936 66
61,597 30
76,471 58

Proportmn of d ..• e

},■ , Proportion of

one-thirn gross /u- j

• ° one-third gross
earnings • °

credited to line

Windsor

Junction to

Halifax.

$ cts

7,217 76
7,407 88
8,085 88
7,409 46
7,794 95
7,527 52
8,237 00
6,689 30
8,941 32

9.381 73
9,284 48

9.382 38
9,585 17
8,859 23

11,626 20
10,894 91
13,605 58
11,665 57
13,840 48
14,925 18
15,261 31
15,710 79
13,856 57
19,074 49
16,759 79
16,484 16
16,156 78
20,041 17

earnings

credited to

the Windsor

Branch.

8 cts.

21,216 53
21,052 19
24,113 89
23,018 93

24.451 35
23,658 11
25,327 58
24,553 55
28,372 11
30,162 46
33,508 35
30,235 13
34,316 11
32,975 47
39,077 64
36,561 83

40.603 23
37,226 64
42,474 04
47,351 43
47,261 89

49.604 59
42,560 81
53,634 05
50,038 67

49.452 50
45,440 52
56,430 41

Maintenance
exi)en8e8.

20,502
13,099
23,103
22,140
18,751
19,229
26,04?
24,040
20,856
18,982
28,931
19,514
16,889
17,645
14,640
16,476
10,821
18,181
12,873
12,891
16,862
16,376
17,843
24,281
26,863
17,485
15,425
37,912

cts.

26
55
93
86
96
49
33
33
50
82
71
37
95
09
07
46
04
09
06
56
66
27
19
09
16
97
32
11

Profit.

Loss.

$ cts.

$ cts.

714 27

7,953 64

1,009 96

878 07

5,699 39

4,428 62

714 75

513 22

7,515 61

11,179 64

1,303 42

13,994 48

17,426 16

15,330 38

24,437 57

20,985 37

29,782 19

14,045 01

29,600 94

34,459 87

30,399 23

33,228 32

24,717 62

29,352 96

23,175 51

31,966 53

30,015 20

18,518 20

22 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909'
PRINCE EDWARD ISLAND RAILWAY.

CAPITAL ACCOUNT.

The cost of road and rolling stock up to March 31, 1908 : —

Road, &c $ 7,029,212 97

Rolling stock 668,548 07

Total $ 7,697,761 04

The rolling stock provided on capital account consisted of: —

1

03

ns

Passenger Car Stock.

d a

O 0!

Si

a
>

o
"a

Engines.

i«-

1 .

<r.S g

u

cs be

S

o

i^

1

gc2 « ci

o

SE

c3 o

'V

o

bo

CO

s

^73 CS*^

OQi

o

cS

s

(M

CQ

O
1

pq"

Ph

O

Ph

10

Ph

31

23

19

14

271

. 147

4

1

9

21

22

3

294

169

The capital expenditure during the year amounted to $390,461,83, of which $229,-
875.71 was expended on increased accommodation at Charlottetown.

CHIEF ENGINEER'S REPORT

23

SESSIONAL PAPER No. 20

The following table shows the working expenses, the gross and net earnings, the
tons of freight and number of persons carried each year since June 30, 1875, when
the road was first opened for traffic: —

Year.

Miles

in

operation .

1875-76 . .
1876-77 . .
1877-78 ..
1878-79 . .
1879-80 . .
1880- 81 . .
1881-82 . .
1882-83 . .
1883-84 .
1884-85 . .
1885-86 .
1886-87 .
1887-88 . .
1888-89 . .
1889-90 . .
1890-91 ..
1891-92 . .
1892-93 . .
1893-94 . .
1894-95 . .
1895 96 .
1896-97 . .
1897-98 . .
1898-99 .
1899-1900
1900-01 ..
1901-02 . .
1902-03 .
1903-04 . .
1904-05 . .
1905 06 . .
1900-07
1907-08 . .

199
199
199
199
199
199
199
199
199
211
211
211
211
211
211
211
211
211
211
211
211
211
211
211
211
211
210
209
209
209
261
267
267

Working

expenses.

$ cts.

214.930 43
228,595 25
221,599 49
223.313 12
164,640 55
203,122 88
228,259 97
252,808 41
236,428 13
211,207 01
216,744 .34
204,237 37
229,639 95
247,559 44
266,485 85
257,990 08
289,706 38
226,422 17
226,891 06
232,105 19
225,138 56
240,489 90
231,418 74
218,053 01

220.931 81
261,766 24
270,159 97
259,637 82
335,695 44
370,464 44
294,253 16
283,148 50
399,947 79

Gross
earnings.

§

cts.

118,060 96
130,664 92
135,899 60
125,855 99
113,851 11
131,131 43
137,267 54
146,170 42
144,.504 12
158,588 06
155.584 .36
155,303 37
158,365 62
171,369 56
160,971 78
174,258 05

157.442 69
162,690 42
158,533 83
149,654 71
146,476 54

153.443 13
158,950 61
165,021 03
174,738 73
193,833 48
197,999 97
217,714 24 i
234,390 03
217,330 61
257,270 57
215,4.34 97
304,579 83

Loss.

$ cts.

96,869 47
97,930 33
85,699 89
97,457 21
50,789 44
71,991 45

90.922 43
106,637 99

91,924 01
52,618 95

61.159 9S
48,934 00
71,276 33
76,189 89

105,514 07
83,732 03

132,263 69
63,731 75
68,857 23
83,250 41
78,662 02
87,046 77
72,468 13
53,040 98
46,193 08
67,883 76

72.160 00

41.923 58
101,305 41
153,133 83

36,982 59
67,713 53
95,367 96

Tons
of freight
carried.

28,358
41,039
38,668
38,923
37,208
45,336
48.315
51,920
51,841
57,346
57,913
63,589
59,603
55,682
51,604
59,511
51,065
56,718
53,577
48,325
46,395
52,151
57,539
57,938
62,227
73,696
75,381
80,582
86,286
75,969
87,162
67,144
97,250

No. of

passengers

carried.

93,964
93,478
111,428
105,046
90,533
102,937
118,436
117,162
118,988
130,423
120,374
103,067
131,246
152,780
133,099
145,508
139,389
132,111
123,727
125,089
122,586
121,498
126,510
129,667
147,471
157,793
184,748
205,265
224,517
235,194
256,092
232,371
317,828

1906-7 nine months only.

Steel rails (50 and 56 lb. to yard) 263-5

Iron rails (40 lb. to yard) 4

Total length of road 267-5

The road and rolling stock are in good running condition.

24 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 190»
Plans and Sections showing the Dimensions of the Smallest Lock on each

mmmm

wm^y

Lachine S.Mnne, Chambiy Rideau

S^Ours.
Carillon.
fi Grenville.

S! Peters

There are no locks on the through route between Lake Superior and

ii CHIEF ENGINEER'S REPORT

SESSIONAL PAPER No. 20

of the Canadian Canal Systems except the Trent Canal, which is uncompleted.

25

Soulanges. Beauharnois.

Sault Ste Marie.
Montreal of less dimension than those of the Welland Canal Locks.

26

DEPARTMENT OF RAILWATd AND CANALS 11

8-9 EDWARD VII., A. 1909

TRENT C^NA_L

Hydraulic Lift-Lock at Peterborongli

65 Feet Lift

^

J3. o

J1

V7

I

i.o\.

JJ

ii CEIEF ENGINEER'S REPORT 27

SESSIONAL PAPER Mo. 20

CANALS.

The preceding diagrams of the locks on the Lachine, Soulanges, Welland and
Sault Ste. Marie canals practically give the key to the whole navigation between
Montreal and Lake Superior. There are no locks to be passed of less dimensions than
those of the Welland canal.

The dimensions of the locks of the Beauharnois, Carillon and Grenville, Ste.
Anne, Chambly, St. Ours, Kideau, Trent and St. Peter's are also shown.

CONSTRUCTION.

SOULANGES CANAL.

This canal extends from Coteau Landing to Cascades, a distance of 14 miles.

The works of construction of this canal are completed.

Total expenditure up to March 31, 1907 $6,904,683 58

Expended during the year ended March 31, 1908. . . . 50,634 01

Total expended up to March 31, 1908 $6,955,317 59

There yet remain some further payments to be made.

SAULT STE. MARIE CANAL.

This canal is cut through St. Mary's island; it is 1^ miles in length. The depth
of water on the mitre sill at low water is 20 feet 4 inches, 22 feet in the prism, 21 feet
5 inches in the lower entrance, with a minimum width of 315 feet. In the upper
entrance there is only a depth of 18 feet of water at low water, but the work of deep-
ening to 21 feet 5 inches is in progress. A contract was entered into with Mr. Boone
to continue the work of deepening and widening, which, when completed, will give
safe passage for vessels approaching and departing from the canal.

Total expenditure up to March 31, 1907 $4,639,180 62

Expended from March 31, 1907, to March 31, 1908. . . . 140,433 22

Total expended up to March 31, 1908 $4,779,613 84

TRENT CANAL.

This canal is designed to extend from the waters of Lake Ontario to the Georgian
bay on Lake Huroti, at the mouth of the Severn river, the total distance being about
200 miles, of which 20 miles are canal and about 180 miles river and lake navigation.

Section No. 1 extends from deep water in the river at station A, above the high-
way bridge at Trenton, to the station marked B, about one mile above Gren Millar
Bridge, a distance of about four and one quarter miles. Larkin & Sangster, con-
tractors.

28 DEPARTMENT OF RAILWAYS AND CAJ<IALS U

8-9 EDWARD VII., A. 1909.

Section No. 2 extends from the end of section 1 at station marked B, about a
mile above Glen Millar bridge, to the station marked C, about one and a quarter miles
above Frankfort bridge, a distance of about four and one-half miles. Dennon &
Rogers contractors.

Section No. 3 extends from the end of section 2, about a mile and a quarter
above Frankfort bridge, to station marked D, about three miles above Glen Ross, a
distance of about seven miles and a half. Canadian Development Company, con-
tractors. ,

Section No. 4 will fill in the location between sections 3 and 5 ; this section had
not been let up to August 1, 1908.

Section No. 5 extends from deep water in the River Trent, at station marked A
above highway bridge in Campbellford, to deep water in Crow bay at station marked
B, a distance of about three miles. Brown & Aylmer contractors.

Rosedale section. — The work embraced in this section extends from deep water
at station A in Balsam lake, above the highway bridge at Rosedale, to deep water at
station B in Cameron lake, a distance of about two miles. R. McDonald Co. con-
tractors.

Balsam-Simcoe Lake Division.

For section No. 1 Mr. Andrew Onderdonk was the contractor. He completed his
contract some time ago, but as it is only a section of this division, it is only occasion-
ally used, and has not been formally opened for public traffic. It is about six miles in
length. J

Section No. 2 is completed.

Section 3. — To complete this canal, which is designed to extend from the Georgian
bay to the waters of Lake Ontario, there remains to be placed under contract the sec-
tion from Lake Simcoe to Georgian bay waters.

Holland River Division.

Section No. 1. — A contract for this section was entered into with the Lake Sim-
coe Dredging Company on April 30, 1906. Contract cancelled.

Section No. 2. — From Holland Landing to Newmarket, a contract has been made
with Mr. J. Riley, of St. Catharines, for this section, and assigned to the York Con-
struction Company, Ltd., of Toronto.

The following is a statement of the exi>enditure made on the construction of thi»
canal from its commencement up to March 31, 1908: —

Total expenditure to March 31, 1907 $5,430,488 66

Expended from April 1, 1907, to March 31, 1908 343,176 05

Total expenditure to March 31, 1908 $5,773,664 71

li CHIEF ENGINEER'S REPORT 29

SESSIONAL PAPER No. 20

ENLAEGEMENT.

, LACHINE CANAL.

This canal extends from Montreal to Lachine, a distance of 8J miles. There are
5 lift locks, 270 x 45 feet, with 14 feet water on the mitre sills, giving a total rise
of 45 feet. There was a large amount of work performed in the way of repairs and
renewals during the year. There were new plans prepared during the year providing
for the rebuilding of part of the slope walls in concrete. Messrs. Quinlan & Robertson
secured the contract and the work was pushed vigorously as soon as the canal was
unwatered. The work of dredging the basin, &c., was continued during the year. The
total quantity of material excavated was about 12,350 cubic yards. Work on the instal-
lation of the electric machinery for the operation of lock gates, &c., was continued
during the year.

The total expenditure for original construction from

1843 to 1848 $2,587,532 85

Expenditure in 1869 2,000 00

Total expenditure up to June 30, 1869 $2,589,532 85

Total expenditure for enlargement to

March 31, 1907 $9,008,217 93

Expenditure from April 1, 1907, to

March 31, 1908 203,307 25

Total expenditure for enlargement to March 31, 1908. . 9,211,525 18

Total expenditure for construction and enlargement

to March 31, 1908 $11,801,058 03

CORNWALL CANAL.

This canal extends from Cornwall to Dickenson's Landing, a distance of 11 mil
No 8i)ecial work during the year.

J FARRAN'S point CANAL.

This canal commences at Farran's Point and extends a mile westward.

The work of enlargement on this canal is completed.

The total expenditure for construction and enlargement

up to March 31, 1907, is $877,090 57

Expended during the year ended March 31, 1908 Nil

Total expenditure up to March 31, 1908 $877,090 57

30 DEPARTMENT OF RAILWAYS AND CANALS li

8-9 EDWARD VII., A. IQCg"
RAProE PLAT CANAL.

This canal extends from Morrisburg westward for a distance of 3| miles.

A power plant is being constructed at the lock in the village of Morrisburg for
manufacturing and lighting purposes.

The work of enlargement was completed on January 14, 1905.

Total expenditure up to March 31, 1907 $2,158,242 00

Expended during the year ended March 31, 1908. . . . Nil

Total expenditure up to March 31, 1908 $2,158,242 00

GALOPS CANAL.

The works of enlargement of both the Iroquois section and the Cardinal section
of this canal are completed.

The work on the upper entrance section, for which Messrs. Murray & Cleveland
are the contractors, is drawing to a close, and will, it is confidently expected, be com-
pleted during the current year.

Total expenditure on enlargement up to March 31, 1907.$6,006,626 92
Expended from March 31, 1907, to March 31, 1908. . . . 100,312 81

Total expenditure up to March 31, 1908 $6,106,939 73

WELLAND CANAL.

The trunk line extends from Port Dalhousie on Lake Ontario to Port Colbome
on Lake Erie, a distance of 26| miles.

IMPROVEMENTS AT PORT COLBORNE.

Messrs. Hogan & McDonell are the contractors for this work. The condition of
the works may be described as follows: —

The contractors have made some progress with the excavation in the new harbour.
Mr. M. J. Hogan, under his contract for ' New Docking along West Pier,' has made
very good progress.

The contract was let to P. Lyall & Sons to build an 800,000 bushel elevator, work
is practically completed.

Total expenditure up to March 31, 1907 $1,495,545 26

Expended from April 1, 1907, to March 31, 1908 581,701 35

Total expenditure up to March 31, 190^ $2,077,246 61

REMOVAL OF OBSTRUCTIONS AND IMPROVEMENTS.

The obstructions referred to are the pivot piers of the bridges in the centre of the
canal. It is proposed each year, to tear down two or three of the old bridges and

U CHIEF ENGINEER'S REPORT 31

SESSIONAL PAPER No. 20

build new structures spanning the entire channel, until all the bridges have been
rebuilt.

Nine of these bridges have been replaced with modern structures, giving a clear
channel 100 feet in width.

Other improvements of various kinds have been carried out.

Total expenditure up to March 31, 1907 $ 656,464 21

Expended from March 31, 190Y, to March 31, 1908. ... 175 88

Total expenditure up to March 31, 1908 $ 656,640 09

DEEPENING PORTIONS OF LONG LEVEL.

This work was executed by Magnann & Phinn.

This deepening will give 17 feet at normal level and 15 feet at extreme low water ;
the work is completed.

Total expenditure up to June 30, 1906 $ 492,288 76

Expended from June 30, 1906, to March 31, 1907 61,516 73

Total expenditure up to March 31, 1907 $ 553,805 49

General.

Total expenditure on original construction $ 7,693,824 03

Expended on enlargement, including new Welland

canal, to March 31, 1908 20,388,805 83

Total expenditure up to March 31, 1908 $28,082,629 86

ST. LAWRENCE EIVEE AND LAKE IMPROVEMENTS.

GALOPS RAPIDS CHANNEL.

Total expenditure up to March 31, 1907 $ 999,482 81

Expended from April 1, 1907, to March 31, 1908 4,862 30

Total expenditure up to March 31, 1908 $1,004,345 11

NORTH CHANNEL.

This channel is about 2J miles in length, 300 feet wide, with 16 feet of water at
low water. ,

It commences about one mile west of the upper entrance to the Galops canal, and
runs in a direct line to deep water off Chimney Point.

32 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 190^

The work also comprises the building of dam from Adam's island to Galops
(Ogden) island. These works were executed by the contractor, Mr. M. A. Cleveland.

Total expenditure up to March 31, 1907 $1,601,119 06

Expended from April 1, 1907, to March 31, 1908. . . . 40,500 00

Total expenditure up to March 31, 1908 $1,641,619 06

ST. LA WHENCE KIVEK AND CANALS.

REDUCING SHOALS WEST OP CORNWALL CANAL.

The contemplated improvement of the river channel west of the upper entrance
of the Cornwall canal has been completed by the removal of the following five shoals : —

Wagner's Island shoal.

Dawson's Point.

Archibald's Point.

Markell's Point.

Maxwell's shoal.

The removal of these shoals to a depth of I7i feet of water, has materially im-
proved the channel. It has changed the direction of the current, which, instead of
flowing in the direction of the Long Sault as heretofore, has taken a direct course
towards the entrance of the canal, a deviation which greatly advantages the navigation
of the channel.

Total expenditure on river reaches to March 31, 1907. .$ 496,484 08
Expenditure April 1, 1907, to March 31, 1908 9,897 90

Total expenditure up to March 31, 1908 $ 606,381 98

CHIEF ENGINEER'S REPORT

33

SESSIONAL PAPER No. 20

SUMMARY.

To summarize, I may state the cost of construction and enlargement of the canals
and improvements to the river ajid lakes up to March 31, 1908, to be as follows, viz. : —

Route from Montreal to Port Arthur.

Original

Construction

of Canals.

Enlargement

of

Canals.

Improvement

to

St. Lawrence

River and

Lakes.

Total.

Lachine Canal

$ cts.
2,589,532 85

S cts.
9,211,525 18

S cts.

$ cts.

11,801,058 03

298,176 11

6,955,317 59

75,906 71

7,234,182 60

Lake St. Louis

298,176 11

Soulanges Canal

6,955,317 59

Lake St. Francis

75,906 71

Cornwall Canal

1,945,624 73
1,320,655 54

5,288,557 87

10,696 26^

877,090 57 \

2,158,242 00 (

6,106,939 73 J

Williamsburg Canal

Farran's Point Canal

10,473,624 10

Galops Canal

1,012,4.59 .'•.8

711,238 93

1,641,619 06

Galops Rapids

1,012,459 58
711 238 93

St. Lawrence River and Reaches

North Channf-l

1,641,619 06

1,248,820 26

28,082,629 86

4 779 613 84

Murray Canal '.

1,248,820 26
7,693,824 03
4,779,613 ^4

Welland Canal

20,388,805 83

Sault Ste. Marie Canal

Total

26,533,388 84

44,041,857 44

3,739,400 39

4,314,646 67

If to the above total there is added the cost of the Beauharnois canal — $1,636,-
690.26, not now required for navigation — the total expenditure is $75,951,336.90.

Route from Lachine to Ottawa.

Original
Construction.

Enlargement.

Total.

Ste. Anne's Lock

S cts.

134,456 51
63,053 64

S cts.

1,035,759 12
4,119,039 32

S cts.

1,170,215 63
4,182,092 96

Carillon and Grenville

Total

197,510 15

5,154,798 44

5,352,308 59

Constnuction by the Ip]|Oerial Government is not included. Records relating to same
were kept in Ordnance Ofhoe, Montreal, and were destroyed by fire in 18.52.

Route from Ottawa to Kingston.

Original
Construction.

Enlargement .

Total.

Rideau Canal

S cts.

4,085,880 21
489, .599 23

S cts.

$ cts.

4,08.5,889 21
489,599 23

Tay Canal

T. til . .

4,. 575, 488 44

4,575,488 44

20— ii— 3

34 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909
Route from St. John, P.Q., to Sorel.

Original
Construction.

Enlargement.

Total.

Chambly Canal

$ cts.

637,056 76
121,537 65

S cts.
157 90

S ets.

637,214 66
121,537 65

St. Ours Lock ...

Total

758,594 41

157 9C

758,752 31

Route from Lake Ontario to Georgian Bay.

Original
Construction.

Enlargement.

Total.

Trent Canal ...

$ cts.
5,773,664 71

cts.

§ cts.
5,773,664 71

Total

5,773,664 71

5,773,664 71

Route from Atlantic Ocean to Bras d'Or Lakes.

Original
Construction.

Enlargement.

Total.

St. Peter's Canal — Cape Breton

$ cts.
248,762 84

$ cts.
399,784 30

S cts.
648,547 14

Total

248,762 84

399,784 30

648,547 14

The Culbute canal has been abandoned and the Beauharnois canal is no longer
required for navigation purposes, but has to be maintained as a power canal.

The construction of these two canals cost: —

Culbute canal $ 382,776 46

Beauharnois <:anal 1,636,690 26

Total. . $ 2,019,466 72

ii CHIEF ENGINEER'S REPORT 35

SESSIONAL PAPER No. 20

MAINTENANCE AND OPEKATION.

LACHINE CANAL.

Operation.

An interruption occurred to the traffic througli this canal during the season of
1907 of o4 hours.

Mainfenance.

A very large amount of work was performed towards maintaining the canal in
good order during the year.

The cost of repairs made during the year ended March 31, 1908, is as follows: —

Ordinary repairs under head of staff and repairs $ 70,427 37

Special repairs under head of income: —

Rebuilding slope wall, St. Gabriel's bc.sin

No. 2 $15,481 12

Wall at Warehousing Co.'s basin No. 2 17,662 75

Eebuilding locks 1 and 2 7,489 65

Spare lock gates 18,998 88

Manny's gate protection bars 5,170 00

Engineer's office, lock 2 870 81

Repairs to lock No. 1 4,898 74

To reimburse Lachine and Soulanges re-
pairs, appropriations, leak at lock 1. . 21,699 53 92,271 48

Total $ 162,698 85

SOULANGES CANAL.

Operation.

The operation of this canal was conducted without interruption during the season
of 1907. The cost of repairs made during the year ended March 31, 1908, is as fol-
lows : —

Ordinary repairs under head of staff and repairs $ 35,687 61

Special repairs under head of income —

General repairs 5,200 00

Total $ 40,887 61

CORNWALL CANAL.

Operation.

No interruption occurred to the traffic through this canal during the season of
1907.

20— ii— 3i

36 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909
The easal is well lighted by electricity, and the lock gates, valves, weirs and
bridges have continued to be operated most successfully by electrical power.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows: —

Ordinary repairs under the head of staff and repairs. .$ 35,708 69

Special repairs under head of income —

^ To make land plan and mark boundaries. .$ 2,653 80

To rebuild river wharf at foot of canal. .. . 1,444 13

To complete north bank above lock 21. . . . 6 00

To provide storage room for spare gates .... 1,236 44

' To fill in space old and new locks at foot of

canal 5,930 46

11,270 83

Total ^ $ 47,417 36

WILLIAMSBURG CANAL.

Operation.

No interruption occurred in the traffic through these canals during the season of
1907.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows: —
Ordinary repairs under the head of staff and repairs. .. .$ 18,563 82

WELLAND CANAL.

Operation.

The removal of the pivot piers from the centre of the canal, which is being done
by degrees, is a great benefit to navigation, and is much appreciated by the transporta-
tion companies using the canals. Navigation was interrupted for 48 hours.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows:—
Ordinary repairs under the head of staffs and repairs. .$ 78,460 40

Special repairs under head of income —

Repairs to foundation, locks 4 and 18....$ 6,999 15
Dredging in Port Dalhousie entrance. . . . 4,997 01

To build retaining wall in rock cut 70,000 00

To renew entrance piers at Port Maitland. 56,434 03

138,430 19

$ 216,890 59

li CHIEF ENGINEER'S REPORT 37

SESSIONAL PAPER No. 20

SAULT STE. MARBE.

Operation.
No interruption to navigation occurred in this canal during the season.

Maintenance.
The cost of repairs during the year ended March 31, 1908, is as follows : —
Ordinary repairs under the head of staff and repairs. .$ 23,206 00

CHAMBLY CANAL.

Operation.

The operation of this canal was conducted without interruption during the season
of 1907.

Maintenance.
The cost of repairs during the year ended March 31, 1908, is as follows:—

Ordinary repairs under head of staff and repairs.. . .$ 30,627 72
Special repairs under head of income —

Telephone line $ 799 94

To strengthen banks 9,428 12

To macadamize road west of canal 4,167 23

To macadamize tow-path 13,998 81

General repairs 5,870 21 ,

( 34,264 31

$ 64,892 03

ST. OURS LOCK.

Operation.
There was no interruption to navigation on this canal during the season of 1907.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows : —

Ordinary repairs under the head of staff and repairs $ 2,121 43 ,

Special repairs under head of income —

New boom piers and booms $ 2,071 37 ,

Manning's gate bare 1,267 42

3,338 79

Total $ 5,460 22

38 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909
_ ST. anne's lock. ■
Operation.
There was no interruption to navigation on this lock during the season of 1907.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows : —

Ordinary repairs under the head of staff and repairs. .. .$ 1,693 63

General repairs 1,199 82

Manning's gate bars 1,301 60

Total $ 4,195 05

, CARILLON AND GRENVILLE CANALS.

Operation.

There was no interruptioon to navigation on these canals during the season of
1907.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows: —

Ordinary repairs under the head of staff and repairs. .. .$ 9,775 35

Special repairs under head of income —

To macadamize road, Carillon canal $ 478 95

^ General repairs 908 40

1,387 35

Total $ 11,162 70

BEAUHARNOIS CANAL.

Operation.

This canal is only being used by a few market boats and barges. The staff has
been reduced to one man at each lock and isolated bridge, and three men in charge of
ferries.

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows : —

Ordinary repairs under head of staff and repairs. . . .$ 13,019 76
Special repairs under head of income —

Eepairing leak in south bank 2,260 81

$ 15,280 57

ii CHIEF ENGINEER'S REPORT 39

SESSIONAL PAPER No. 20

MURRAY CANAL.

Operation.
There was no interruption to navigation on this canal during the season of 1907.

Maintenance.
The cost of repairs during the year ended March 31, 1908, is as follows : —
_ Ordinary repairs under the head of staff and repairs. .. .$ 2,953 23

Special repairs under head of income —

To rebuild piers with concrete, east end 37,334 70

$ 40,287 93

RIDEAU CANAL.

Operation.

There was an interruption to navigation on this canal during the season of 1907.
of six days. ^

Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows: —

Ordinary repairs under the head of staff and repairs. .. .$ 55,090 45

Special repairs under head of income —

To complete purchase of tug $ 7,270 23

To rebuild waste weir at Black Eapids 3,500 00

Improvements 3,000 00

Compensation for damages in connection with

break in Poonamalie dam 12,132 80

To reimburse the united counties of Leeds and ,

Grenville and the county of Lanark for

outlay in connection with the rebuilding

of bridge over the Eideau river at And-
^ drewsville carried away by the breaking

of the Poonamalie dam on the Eideau

canal 1,000 00

, Eebuilding apron below bulkhead at Hog's

Back 16,000 00

42,903 03

Total $ 97,993 48

TRENT CANAL.

Operation.
There was no interruption to navig?.tion on this canal during the season of 1907.

40 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VII., A. 1909

I Maintenance.

The cost of repairs during the year ended March 31, 1908, is as follows: —
Ordinary repairs under the head of staff and repairs. .. .$ 33,382 94

Special repairs under the head of income —

Trent improvements $33,493 49

Dam at Buckhorn 28,359 64

New boat for towing and inspection 19,062 50

Dam at Lovesick 9,994 23

I To construct a road across McLaren's Creek. . 1,991 43

92,901 19

Total $126,284 13

ST. Peter's canal.

Operation.
There was no interruption to navigation on this canal during the season of 1907.

, Mlaintenance.

The cost of repairs during the year ended March 31, 1908, as follows: —
Ordinary repairs under the head of staff and repairs. .$ 942 64

J CULBUTE CANAL.

This canal has been abandoned for navigation purposes.

SUMMAKY.

Cost of maintenance and Qperation of the canal system

for the year ended March 31, 1908 $ 924,417 74

Net revenue of canals after deducting refunds 144,882 13

Excess of cost of maintenance and operation over

revenue $ 779,535 61

u CHIEF ENGINEER'S REPORT

SESSIONAL PAPER No. 20

Table showing the dates of closing of the canals for the season of 1907.

41

Name of Canal.

Lachine

Soulanges

Cornwall

Farran's Point

Rapide Plat

Galops

Murray

Welland

Sault Ste. Marie

Grenville

Carillon

Ste. Anne's

Charably

St. Ours

Rideau.. I At Ottawa. .

\ At Kingston.

•Trent....

Beauharnois

St. Peter's

Navigation
opened 1907.

Navigation
closed 1907.

April 30 December

May 1 . . .
April 28 . .

29..

29..

29 .

15..

15..

22..

May 1 [November 30

„ 1 1 M 30

April 22 1 .. 30

Mayl ..I .. 30

April 27 „ 30

Mayl I M 29

„ 1 i .. 27

April 20 .. 27

May 27 ' - 30

,r 1 January 14, 1908

* Navigation opened and closed on Trent Canal at various dates (see Superintendent's report).

GENERAL REMAEKS.

Eor details as regards the subjects treated in this report, I refer you to the reports
of the officers in charge of the government railways and canals, which form appendices
hereto.

RAILWAY SUBSIDIES.

The subsidies voted for railways, as stated in previous annual reports, are in
such a form that it is not possible to show the amount of cash subsidy granted, as the
amount of subsidy will, in many cases, be based upon the cost of each road. Eor this
reason it is not possible to give the amount of each subsidy available ; but, the amount
paid will be shown in the statements in Parts 1 and 2, also the number of miles of
railway for which subsidy is granted ,per mile, which was available, and the number
of miles of railway built up to March 31, 1908, for which cash subsidy per mile was
granted. There will also be found the amount of subsidy per annum paid up to March
Si, 1908, with the number of miles built.

42

DEPARTMENT OF RAIL^^AYS AND CANALS il

8-9 EDWARD VII., A. 1909!

CANAL STATISTICS.

Comparative Statement of tons of freight which passed through the canak in seasons

of 1906 and 1907.

Name of Canal.

Season

of
1906.

Season

of
1907.

Number of trips

of

vessels passing through.

Season

of
1906.

Season

of
1907.

Welland Canal

St. Lawrence Canals

Chambly Canal..

Ottawa River Canals

1,201,967

1,636,117

498,939

397,415

82,159

76,327

28,495

27,727

6,574,039

1,614,132

2,100,466

625,282

337,850

82,369

73,167

69,806

52,402

15,588,165

1,536
9,471
3,890
2,207
5,867
1,418
1,987
761
5,680

1,982

10,086

4,179

2,034

Rideau River Canal

St. Peter's Canal

6,356
1,337

Trent Canal

4,785

Murray Canal

1,053

Sault Ste. Marie Canal

6,349

Total

10,523,185

20,543,639

32,817

38,161

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

RAILWAYS

LENGTHS OF THE GOVERNMENT RAILWAYS

CAKALS

LENGHTS AND LOCATIONS OF THE DOMINION CANALS AND THE

INTERMEDIATE WATERS.

WITH THE

DIMENSIONS OF LOCKS.

MAPS

44 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 190®
The Canadian Pacific Railway was opened for through trajQfic on June 28, 1886.

INTERCOLONIAL RAILWAY.

The Intercolonial Railway touches six Atlantic ocean ports, namely, Point du
Chene, Pictou, Halifax, St. John, Sydney and North Sydney, as well as the ports of
Quebec and Montreal on the River St. Lawrence.

The total length of the road operated during the year ended March 31, 1908, was

1,448-62 miles, and for freight branches 43-34 miles, making a total of 1,491-96 miles.

The following are the through distances: —

Miles.

Halifax to Montreal, via Levis 837

St. John to Montreal, via Levis ,T40

Sydney to Montreal, via Levis 990

North Sydney to Montreal, via Levis 983

Freight carried direct via St. Henri to Montreal, which would reduce each of the
above distances by 3 miles.

WINDSOR BRANCH.

This road extends from Windsor Junction, on the Intercolonial Railway, to
Windsor, a distance of 32 miles.

PRINCE EDWARD ISLAND RAILWAY.

LENGTH OF LINE.

Miles.

Souris to Tignish 166

Mount Stewart to Georgetown 24

Charlottetown to Royalty Junction 6

Emerald Junction to Cape Traverse 13

Alberton to Cascumpec wharf 1

Charlottetown to Murray Harbour 52*3

Montague Junction to Montague 6-2

267-5

Communication between the Prince Edward Island Railway and the Intercolonial
Railway is afforded in summer by steamer between Summerside and Point du Chene,
between Charlottetown and Pictou and between Georgetown and Pictou, and in winter
by specially built steamers between Georgetown and Pictou and between Charlotte-
town and Pictou. There is also further provision made for communication by ice
boats between Cape Traverse on Prince Edward Island and Cape Tormentine on the
mainland, a distance of about 9 miles, at which latter place connection is made with
the New Brunswick and Prince Edward Island Railway, about 40 miles in length, con-
necting with the Intercolonial Railway at Sackville. This winter service across the
Straits of Northumberland is efficiently worked by the Marine and Fisheries Depart-
ment.

ii CHIEF ENGINEER'S REPORT 45

SESSIONAL PAPER No. 20

CAISTALS.

The following statements give in concise form the essential features of the gov-
ernment canal works and the intermediate water navigation : —

The canal systems of the Dominion, under government control in connection with
lakes and navigable rivers are as follows: —

First. — The through route between Montreal and the head of Lake Superior (lit feet

minimum depth of water.)

Miles.

1. Lachine Canal 8 J

Lake St. Louis and Eiver St. Lawrence ,16

2. Soulanges Canal 14

Lake St. Francis and Eiver St. Lawrence 33

3. Cornwall Canal 11

River St. Lawrence 5

4. Farran's Point Canal 1 ,

Eiver St. Lawrence 10

5. Rapide Plat Canal 3i

River St. Lawrence 4

6. Galops Canal 7i ,

River St. Lawrence and Lake Ontario 236

7. Welland Canal. . ,, 26|

Lake Erie, Detroit River, Lake St. Clair, Lake Huron, &c. 580

8. Sault Ste. Marie Canal li

Lake Superior to Port Arthur 266

Total l,223i

To Duluth 1,357

Chicago 1,286

Second. — Ottawa to Lake Champlain.
1. Grenville. 2. Carillon. 3. St. Anne's. 4. Chambly. 5. St. Ours Canals.

Third. — Ottawa to Kingston and Perth
1. Rideau Canal.

Fourth. — Lake Ontario at Trenton to Lake Huron at mouth of River Severn.
1. Trent Canal (not completed).

Fifth. — Ocean to the Bras d'Or Lakes.
1. St. Peter's Canal.

46 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 190(9'

EIVER ST. LAWRENCE AND LAKES.

The River St. Lawrence, with the system of canals established on its course above
Montreal, and the Lakes Ontario, Erie, St. Clair, Huron and Superior, with connecting
canals, afford a course of water communication extending from the Straits of Belle
Isle to Port Arthur, at the head of Lake Superior, a distance of 2,200 statute miles.
The distance to Duluth is 2,343 miles. The distance to Chicago, 2,272 miles.

From the Straits of Belle Isle, at the mouth of the St. Lawrence, to Montreal, the
distance is 986 miles. From Quebec to Montreal the distance is 160 miles. Owing to
the shallowness of the waters on a portion of the river between these two places, par-
ticularly through Lake St. Peter, vessels drawing more than from ten to twelve feet
were formerly barred from passage for the greater part of the season of navigation.
In 1826 the question of deepening the channel was first definitely mooted, but it was
not until 1844 that any dredging operations were begun. In that year, the deepening
of a new straight channel was commenced, but the scheme was abandoned in 1847.
In 1851 the deepening of the present channel was begun. At that time the depth of
the channel at low water was 10 feet 6 inches. By the year 1869 this depth had been
increased to 20 feet, by 1882 to 25 feet, and by the close of 1888 the depth of 27^ feet,
at low water, was attained for a distance of 108 miles from Montreal to a point within
tidal influence. This work is now being continued by the government of Canada,
which in 1888, under the provisions of the Act 51 Vic, ch. 5, of that year, assumed
the indebtedness. The channel has a minimum width of 300 feet, extending to 550
feet at points of curvature. The channel is lighted and buoyed.

Navigation, which is closed by ice during the winter months, opens about the end
of April.

Montreal has by this work been placed at the head of ocean navigation, and here
the canal systems of the River St. Lawrence begin, overcoming the various rapids by
which the river channel upwards is obstructed, and giving access through the St.
Lawrence canals, the Welland canal, the great lakes and the Sault Ste. Marie canal,
to the head of Lake Superior.

The difference in level between the point on the St. Lawrence, near Three Rivers,
where tidal influences ceases, and Lake Superior, is about 600 feet.

The Dominion canals, constructed between Montreal and Lake Superior, are the
Lachine, Soulanges, Cornwall, Farran's Point, Rapide Plat, Galops, Murray, Welland
and Sault Ste. Marie. Their aggregate length is 73 miles; total lockage (or height
directly overcome by locks), 551 feet. The number of locks through which a vessel
would pass in its passage from Montreal, at the head of ocean navigation, to the head
Df Lake Superior, is 48. The Soulanges canal takes the place of the Beauharnois
canal; the latter may be abandoned for navigation purposes.

Communication between Lakes Huron and Superior is obtained by means of the
Canadian Sault Ste. Marie canal, and also by the St. Mary's Falls canal, situated on
the United States side of the River St. Mary. Both these canals are free of toll.

ii CEIEF ENGINEER'S REPORT 47

SESSIONAL PAPER No. 20

The improvement of the United States channels in St. Mary's river has been con-
tinued from year to year, so that the dredged areas now total 34 miles in length, with
a minimum width of 300 feet, which is increased at angles and other critical points to
1,000 feet. The depth is 20 feet at the mean stage of water. Excavation has now
been commenced to afford 21 feet at the lowest stage of water.

It is important to note that the enlargement of canals on the main route be-
tween Montreal and Lake Erie comprises locks of the following minimiim dimensions :
■Length, 270 feet; width, 45 feet; depth of water on sills, 14 feet. The length of the
vessels to be accommodated is limited to 255 feet. At Farran's, in the canal of that
name, the lock is 800 feet long. A similar lock is built at Iroquois on the Galops
canal, the object being to pass a full tow at one lockage.

LACHINE CANAL.

Length of canal 8i statute miles

Number of locks 5

Dimension of locks 270 feet by 45 feet

Total rise or lockage 45 feet

Depth of water on sills, at two locks 18 "

Depth of water on sills, at three locks 14 "

Average width of new canal 150 "

The old lift locks, 200 feet by 45 feet, are still available, with 9 feet of water on
mitre siUs.

The canal consists of one channel, with two distinct systems of locks, the old and
the enlarged. There are two lock entrances at each end.

The canal extends from the city of Montreal to the town of Lachine, overcoming
the St. Louis rapids, the first of the series of rapids which bar the ascent of the River
St. Lawrence. They are 986 miles distant from the Straits of Belle Isle.

SOULANGES CANAL.

Length of canal. 14 statute miles

Number of locks —

Lift 4

Guard 1

Dimensions of locks 280 feet by 45 feet

Total rise or lockage 84 feet

Depth of water on sills 15 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 164 "

Number of arc lights 219 of 2,000 c.p, each

The canal extends from Cascade Point to Coteau Landing, overcoming the Cas-
cade Rapids, Cedar Rapids and Coteau Rapids.

48 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

From the head of the Lachine to the foot of the Soulanges the distance is sixteen
miles.

COENWALL CANAL.

Length of canal 11 statute miles

Number of locks 6

Dimension of locks 270 feet by 45 feet

Total rise or lockage. . . '. 48 feet

Depth of water on sills 14 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 164 "

Number of arc lights 350

The old lift locks, 200 feet by 45 feet, are also available, with nine feet of water
on mitre sills.

From the head of the Soulanges to the foot of the Cornwall canal there is a
stretch through Lake St. Francis 38| miles which is being made navigable for vessels
drawing fourteen feet.

The Cornwall canal extends past the Long Sault Rapids from the town of Corn-
wall to Dickenson's Landing.

WrLLIAMSBURG CANALS.

The Farran's Point, Rapide Plat and Galops canals are collectively known as the
Williamsburg canals.

FARRAN^S POINT CANAL.

Length of canal 1 mile

Number of locks 1

New lock 800 feet by 45 feet

Old lock 200

Total rise or lockage 3^ feet

Depth of water on sills of new Icck 14 "

Depth of water on sills of old lock 9 "

Breadth of canal at bottom 90 "

Breadth of canal at water surface 154 "

From the head of the Cornwall canal to the foot of Farran's Point canal, the dis-
tance on the River St. Lawrence is five miles. The latter canal enables vessels ascend-
ing the river to avoid Farran's Point rapid, passing the full tow at one lockage. De-
scending vessels run the rapids with ease and safety.

ii CHIEF ENGINEER'S REPORT 49

SESSIONAL PAPER No. 20

RAProE PLAT CANAL.

Length of canal 3§ miles.

Number of locks 2

Dimensions of locks 270 feet by 45 feet

Total rise or lockage llj feet

Depth of water on sills 14 "

Breadth of canal at bottom 80

Breadth of canal at water surface 152 "

The old lift-lock, 200 feet by 45, is also available, with nine feet of water on mitre
sills.

From the head of Farran's Point canal to the foot of Rapide Plat canal, there is
a navigable stretch of 10^ miles. The canal was formed to enable vessels ascending
the river to pass the rapids at that place. Descending vessels run the rapids safely.

GALOPS CANAL.

Length of canal Vi m:.es

Number of locks 3

Dimensions of locks, one of which is a guard-lock < - 970 b 4S

Total rise or lockage '15^ feet

Depth of water on sills 14 "

Breadth of canal at bottom 80 "

Breadth of canal at surface of water 144 "

From the head of Rapide Plat canal to Iroquois, at the foot of the Galops canal,
the St. Lawrence is navigable 4^ miles. The canal enables vessels to overcome the
rapids at Pointe aux Iroquois, Port Cardinal and the Galops.

MURRAY CANAL.

Length between eastern and western piers 56 miles

Breadth at bottom 80 feet

Breadth at water surface 120 "

Depth below lowest known lake level 11 "

No locks. ,

This canal extends through the Isthmus of Murray, giving connection westward
between the head waters of the Bay of Quinte and Lake Ontario, and thus enabling
vessels to avoid the open lake navigation.

20— ii— 4

50 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

, WELLAND CANAL.

Main line from Port Dalhousie, Lake Ontario, to Port Colborne, Lake Erie.

Enlarged on New Lin«.

Number of locks.

"■ Old Line.

Length of canal 27 J miles.

Pairs of guard-gates (formerly 3).

guard 1

lift 26

[ 1 (tidal) 230 x 45

Dimensions - ^ ^^^^ 200 x 45

1 lock 200 X 45
I 24 locks 150 X 45

Total rise or lockage 326| feet

Depth of water on sills lOi "

26| miles.

2
25

1

270 feet x 45 feet.

3261 feet.
14 "

WELLAND RIVER BRANCHES.

Length of canal —

Port Eobinson Cut to Eiver Welland 2,622 feet.

From . the canal at Welland to the river, via lock

at Aqueduct , . . . . 300 feet.

Chippewa Cut to River Niagara 1,020 feet.

Number of locks — one at Aqueduct and one at

Port Eobinson 2

Dimensions of locks 150 by 26| feet.

Total lockage from the canal at Welland down

to Eiver Welland 10 feet.

Depth of water on sills.' 9 feet 10 inches.

GRAND RIVER FEEDER.

Length of canal.
Number of locks.

Dimensions of locks.

Total rise or lockage. .
Depth of water on sills.

21 miles.
2

1 of 150 by 26J feet.
1 of 200 by 45 feet.
7 to 8 feet.
9 feet.

, ' PORT MAITLAND BRANCH.

Length of canal 1| miles.

Number of locks 1

Dimensions of locks 185 feet by 45 feet.

Depth of water sills 7i feet.

Total rise or lockage 11 feet.

The Welland canal has two entrances from Lake Ontario, at Port Dalhousie, one
tor the old, the other for the new canal.

Erom Port Dalhousie to AUanburg, llf miles, there are two distinct lines of canal
In operation, the old line and the enlarged or new line.

From AUanburg to Port Colborne, a distance of 15 miles, there is only one chan-
nel, the old canal having been enlarged.

u

CHIEF ENGINEER'S REPORT SL

SESSIONAL PAPER No. 20

From the head of the Welland canal there is a deep water navigation through
Lake Erie, the Detroit river. Lake St. Clair, the St. Clair river. Lake Huron and Eiver
St. Mary to the Sault canal, a distance of about 580 miles. From the Sault the dis-
tance through Lake Superior to Port Arthur is 266 miles, and to Duluth 397 miles.

SAULT STE. MAEIE CANAL.

Length of Canal, between the extreme ends of

the entrance piers 5,967 feet.

Number of locks 1

Dimensions of locks 900 feet by 60 feet.

Depth of water on sills (at lowest known water .

level) 20 feet 3 inches.

Total rise or lockage 18 feet.

Breadth of canal at bottom 141 feet 8 inches.

Breadth of surface of water 150 feet.

This canal has been constructed through St. Mary's Island, on the north side of
the rapids of the River St. Mary, and, with that river, gives communication on Cana-
dian territory between Lakes Huron and Superior.

MONTREAL, OTTAWA AND KINGSTON.

This route extends from the harbour of Montreal to the port of Kingston, passing
through the Lachine canal, the navigation section of the lower Eiver Ottawa, and the
Ottawa canals, to the city of Ottawa; thence by the River Rideau and the Rideau
canal to Kingston, on Lake Ontario — a total distance of 245| miles.

After leaving the Lachine canal the works constructed to overcome difficulties of
navigation are: —

Ottawa Eiver Canals.

The Ste. Anne's Lock. Grenville Canal.

Carillon Canal. Rideau Canal.

The total lockage (not including that of the Lachine canal) is 509 feet — (345
rise, 164 fall) — and the number of locks is 55. ,

The following table exhibits the intermediate distances from Montreal harbour: —

Total

o i- r Tv^ • i.- A- i. Distance

Sections of IS avigation. mate from

Montreal.

The Lachine Canal

From Lachine to Ste. Anne's Lock 15 23

Ste. Anne's Lock and piers s 23

Ste. Anne's Lock and Carillon Canal 27 50

The Carillon Canal I 51

From Carillon to Grenville Canal 6| 57

The Grenville Canal 5| 63

From the Grenville Canal to entrance of Rideau Navigation 56 119

Rideau Navigation ending at Kingston 126J 245

20— ii— 44 '.

Miles.

S2 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909

ST. ANNE'S LOCK.

New Lock. Old Lock.

I Length of canal \ mile \ mile.

Number of locks 1 1

Dimensions of locks 200 x 45 feet. 190x45 feet.

Total rise or lockage 3 feet. 3 feet.

Depth on sills 9 " 6 "

This work, with guide piers above and below, surmounts the Ste. Anne's rapids
between He Perrot and the head of the Island of Montreal, at the outlet of that por-
tion of the Eiver Ottawa, which forms the Lake of Two Mountains, 23^ miles from
Montreal harbour.

THE CAEILLON CANAL.

Length of canal | mile.

Number of locks 2

Dimensions of locks 200 x 45 feet.

Total rise or lockage 16 feet.

Depth of water on sills 9 "

Breadth of canal at bottom 100 "

Breadth of canal at water surface 110 "

This canal overcomes the Carillon rapids.

From Ste. Anne's lock to the foot of the Carillon canal -there is a navigable stretch
of 27 miles, through the Lake of Two Mountains and the River Ottawa.

By the construction of the Carillon dam across the River Ottawa the water at
that point is raised 9 feet, enabling the river above to be used for navigation.

GRENVILLE CANAL.

Length of canal 5| miles.

Number of locks 5

Dimensions of loclcs 200 x 45 feet.

Total rise or lockage 43| feet. ^

Depth of water on sills 9 "

Breadth of canal at bottom 40 to 50 feet.

Breadth of canal at surface of water 50 to 80 feet.

This canal, by which the Long Sault rapids are avoided, is about 56 miles below
the city of Ottawa, up to which point the River Ottawa affords unimpeded navigation.

RIDEAU NAVIGATION.

The Rideau system connects the River Ottawa, at the city of Ottawa, with the
eastern end of Lake Ontario, at Kingston.

ii CHIEF ENGINEER'S REPORT 53

SESSIONAL PAPER No. 20

Length of navigation waters 126^ miles.

Number of locks going from Ottawa to Kingston. ) ^. j ,.

(14 descending.

Total lockage 457^ . {^^^f^^^^^^l at high water.

Dimensions of locks 134 x 33 feet.

Depth of water on sills

Navigation depth through the several reaches.

Breadth of canal reaches at bottom

5 feet.

5 "

(

60 feet in earth,

[

54 feet in rock.

PERTH BRANCH.

Breadth of canal at surface of water 80 feet in earth.

Length of canal 7 miles.

Number of locks. 2

Dimensions of locks 134 feet x 33 feet.

Total rise or lockage

Depth of water on sills

Length of dam

Breadth of canal at surface of water

Breadth of canal at surface of water

26

5

" 6 inchei

200

40

40

" in rock.

60

" in clay.

The Perth branch of the Rideau canal affords communication between Beveridge's
bay, on Lake Rideau, and the town of Perth.

The summit level of the Rideau system is at upper Lake Rideau, but several of
the descending reaches are also supplied by waters which have been made tributary to
them. The following description gives the sources of supply: —

From the summit, the route towards Ottawa follows the Rideau river, and that
towards Kingston follows the River Oataraqui. The supply of water for the canal
is derived from the reserves given in detail below.

These may be divided into three systems, viz. : —

1. The summit level, supplied by the Wolf lake system.

2. The eastern descending level to Ottawa, supplied by the River Tay system,
iischarging into Lake Rideau.

The southwest descending level to Kingston, supplied by the Mud lake system,
formerly known as the Devil lake system, discharging into Lake Opinicon.

Lake Opinicon receives the waters of Buck lake and Rock lake.

All these waters on the descending level, supplemented by those of Lake Lough-
boro', flow to Cranberry lake, which, discharging through Round Tail outlet, forms
the River Cataraqui. The river, rendered navigable by dams at various points, affords
a line of navigation to Kingston. ^

54.

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909'

RICHELIEU AND LAKE CHAMPLAIN.

This system, commencing at Sorel, at the confluence of the Rivers St. Lawrence
and Richelieu, 46 miles below Montreal, extends along the River Richelieu, through
the St. Ours lock to the basin at Chambly ; thence, by the Chambly canal, to St. Johns,
and down the River Richelieu to Lake Champlain. The distance from Sorel to the
boundary line is 81 miles.

At Whitehall, the southern end of Lake Champlain is entered, and connection is
obtained with the River Hudson, by which the city of New York is directly reached.
Erom the boundary line to New York the distance is 330 miles.

The following table shows the distances between Sorel and New York : —

Section of Navigatiou.

Sorel to St. Ours Lock

St. Ours Lock to Chambly Canal

Chambly Canal . .

Chambly Canal to boundary line

Boundary line to Champlain Canal

Champlain Canal to junction with Erie Canal

Erie Canal from junction to Albany

Albany to New York

Interme-
diate
Distance.

Miles.

14

'^2
12
23

111

G6

7

146

Total
Distances.

Miles.

14

46
58
81
192
258
265
411

ST. OURS LOCK AND DAM.

Length i mile

Number of locks 1

Dimensions of locks 200 feet by 45 feet.

Total rise or lockage 5 feet.

Depth of water on sills 7 feet.

Length of dam in eastern channel 300 feet.

Length of dam in western channel 690 feet.

At St. Ours, 14 miles from Sorel, the River Richelieu is divided by a small island
into two channels. The St. Ours lock is in the eastern channel.

There is a navigable depth in the Richelieu of 7 feet between St. Ours lock and
Chambly basin, a distance of 32 miles.

r

ii CHIEF ENGINEER'S REPORT 55

SESSIONAL PAPER No. 20

CHAMBLY CANAL.

Length of canal 12 miles.

Number of locks 9

i.

Dimensions of locks: —

Guard lock No. 1 at St. Johns 122 feet.

Lift lock. No. 2 124 " j^From 22itc

" 3, 4, 5, 6 118 " ( 24feetwide.

" 7, 8, 9 combined 125 " I

Total rise or lockage 74 "

Depth of water on sills 7 "

Breadth of canal at bottom 36 "

Breadth of canal at surface of water 60 "

This canal succeeds the 32 miles of navigable water between St. Ours lock and
Chambly basin. The canal overcomes the rapids between Chambly and St. Johns.

TRENT CANAL.

The term ' Trent canal ' is applied to a series of water stretches, which do not,
however, form a connected system of navigation, and which, in the present condition,
are efficient only for local use. By various works this local use has been extended,
and by others, now in progress and contemplation, this will become a throuj_h route
between Lake Ontario and Lake Huron.

The series is composed of a chain of lakes and rivers, extending from Trenton, at
the mouth of the River Trent, on the Bay of Quinte, Lake Ontario, to Lake Huron.

Many years ago the utiizing of these waters for the purpose of through water
commimication between Lake Huron and Lake Ontario was projected.

The course, as originally contemplated and modified, is as follows : —

Through the River Trent, Rice lake, the River Otonabee and Lakes Clear, Stony,
Lovesick, Deer, Buckhorn, Chemong, Pigeon, Sturgeon and Cameron to Lake Balsam,
the summit water, about 165 miles from Trenton; from Lake Balsam by a canal and
the River Talbot to Lake Simcoe; thence across Lake Simcoe to the Severn river;
thence by the River Severn to Georgian bay. Lake Huron ; the total distance being
about 200 miles, of which only about 15 or 20 miles will be actual canal.

The full execution of the scheme, commenced by the Imeprial government in 1837,
was deferred . By certain works, however, below specified, sections of these waters have
been made practicable for navigation, and the whole scheme is now being carried out.
A branch of the main route, extending from Sturgeon lake south, affords communica-
tion with the town of Lindsay, and through Lake Scugog to Port Perry, a distance of
190 miles from Trenton.

56 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909
The following tables gives the distance of navigable and unnavigable reaches: —

Navigable. Unnavigable

Miles. Miles.

From Trenton, Bay of Quinte, to Nine Mile rapids — 9

Nine Mile rapids to Percy landing 19^ —

Percy landing to Heeley's Falls dam — 14 J

Heeley's Falls dam to Peterborough 51| —

Peterborough to Lakefield — 9 J

Lakefield to a point across Balsam lake. ... 61 —

Balsam lake to Lake Simcoe — 18|

Across Lake Simcoe to Severn river 18 —

Lake Simcoe to Georgian bay via Severn river.. — 14

150^ 651

Total distance, Bay of Quinte to Georgian bay 212

From Sturgeon Point on Sturgeon lake, 48| miles from Lake-
field, the branch through the town of Lindsay to Port
Perry at the head of Lake Scugog 27

The works by which the Trent navigation has been improved comprise canals, with
locks and bridges, at Yoimg Point, Burleigh rapids. Lovesick, Buckhorn rapids, Bob-
3aygeon, Fenelon Falls and Rosedale; also dams at Lakefield, Young's Point, Burleigh
Falls, Lovesick, Buckhorn, Bobcaygeon and Fenelon Falls. By these works there is
afforded communication between Lakefield, 9^ miles from Peterborough, and Balsam
lake, the headwaters of the system ; opening up a total of about 10 miles of direct and
lateral navigation.

At Lakefield, 9^ miles from Peterborough, the dam at the head of the Nine Miles
rapids of the River Otonabee, maintains navigation on Lake Katchewannoe up to
Young's Point.

At Young's Point, 5 miles from Lakefield, the dam between Lake Katchewannoe
and Clear lake controls the water level through Clear and Stony lakes up to the foot
of the Burleigh canal.

At Burleigh Rapids, 10 miles from Young's Point, a canal, about 2J miles in
length, passes the Burleigh and Lovesick rapids, and gives communication between
Stony lake and Deer bay.

At Buckhorn rapids, 7 miles from Burleigh rapids, there is a canal about one-
fourth of a mile long.

At Bobcaygeon, 15| miles from Buckhorn rapids, a dam 553 feet long, controls
the water level up to Fenelon Falls.

At Fenelon Falls, 15 miles from Bobcaygeon, a canal about one-third of a mile
in length connects Sturgeon lake with Cameron lake.

il CHIEF ENGINEER'S REPORT 91

SESSIONAL PAPER No. 20

The following is a list of the locks, with their dimensions: —

1 Lock at Eosedale, 100' x 30' x 4' 6" to 6' 6" depth water on naitre sill.

2 Locks at Fenelon. .. .134'x33'x 5' 0" to 7' 6" depth of water on mitre sill,
1 " Lindsay 134' x 33' x 5' 0" to 7' 0" " "

1 " Bobcaygeon..l34' X 33' x 5' 8" to 7' 6" " «

1 " Buckhorn . . 134' x 33' x 5' 0" to 9' 0" " "

1 " Lovesick . . .134' x 33' x 5' 0" to 9' 4" " "

2 " Burleigh . . .134' x 33' x 6' 0" to 8' 0" " "

1 " Young's Point. .134' x 33' x 5' 0" to 14' 0" depth of water on mitre

sill .

6 " Peterborough 134' x 33' x 5' 0" to 10' 0" depth of water on mitre sill,

1 " Little Lake— Lakefield.

1 " Chisholm's. .134' x 33' x 5' 0" to 8' 6" " , "

1 " Hastings . .134' x 33' x 7' 0" to 10' 6" " "

5 " Balsam Lake.

1 Hydraulic lift lock at Ashburnham.

1 " " , Kirkfield.

26

ST. PETEK'S CANAL, CAPE BEETON.

Length of canal About 2,400 feet.

Breadth at water line 55 feet.

Lock 1 tidal lock, 4 pairs of gates.

Dimensions 200 feet by 48 feet.

Depth of water on sills 18 feet at lowest water.

Depth through canal 19 feet.

Extreme rise and fall of tide in St Peter's bay. . 4 feet.

This canal connects St. Peter's bay on the southern side of Cape Breton, Nova
Scotia, with the Bras d'Or lakes. It crosses an isthmus half a mile in width, and gives
access from the Atlantic.

BEATJHAENOIS CANAL.

Length of canal 12 statute miles.

Number of locks 9

Dimensions of locks 200 feet by 45 feet.

.Total rise or lockage 82^ feet.

Depth of water on sills 9 "

Breadth of canal at bottom 80 "

Breadth of canal at water surface 120 "

58 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VII., A. 1909

As the new Soulanges canal is now opened for navigation the Beauharnois canal
is practically abandoned for navigation purposes.

, I have the honour to be, sir,

• Your obedient servant,

M. J. BUTLER,
Deputy Minister and Chief Engineer of Railways and Canals.

The Honourable Geo. P. Graham,

Minister of Railways and Canals.

u INTERCOLONIAL RAILWAY . 59

SESSIONAL PAPER No. 20

MoNCTON, N.B., June 30, 1908.

Snt^ — I have the honour to submit the following report on the working of the
Intercolonial Railway during the fiscal year ended March 31, 1908.

I inclose the report of the chief engineer on the works charged to capital account,
the report of the engineer of maintenance on the repair and renewal of the permanent
way, buildings and works, and the report of the superintendent of motive power and
of the mechanical accountant, with the statements relating to the mechanical depart-
ment; also the following statements of the accounts of the railway prepared by the
comptroller : —

1. Capital account.

2. Revenue.

3. Maintenance of way and structures. ,

4. Maintenance of equipment.

5. Conducting transportation.

6. General expenses. ,

7. General stores.

8. General balance.

9. Statement of averages.

The length of railway in operation during the year was the same as last year —
1,448-62 miles. Of the total above mileage 17*43 miles are double track.

J CAPITAL ACCOUNT.

The cost of road and equipment on March 31, 1907 was. .$82,744,937 89

The additions during the year were as follows : —

Amherst — Improvements at 33,937 57

Antigonish — Increased accommodation at 9,961 20

Campbellton — Improvements at 15,009 86

Chaudiere Junction — Engine house, &c 66,314 31

Dalhousie — Extension of wharf 15,000 00

Drummondville — Improvements at 11,881 76

Glengarry — Water tank and reservoir 7,057 42 ,

Halifax — To increase accommodation at 519,951 96

Halifax — To dredge and blast rock at deep water ter-
minus 4,234 39 .

Indiantown to Blackville — To put railway into condi-
tion for operation 35,855 88

Levis — Princess pier, addition to ; 1,363 57

Mitchell — Diversion of line at 1,397 91

Mulgrave — Improvements at 39,641 40

Newcastle — Improvements at 5,725 77

New Glasgow — Increased accommodation at 13,954 78

North Sydney Junction — Improvements at 4,490 05

Pictou — To increase accommodation at 45,138 64

Pirate Harbour — Water service 6,045 36

Riviere du Loup — Engine hoiise, machine shop, &c., at. 8,675 11

Sackville — Improvements at 58,344 49

Springhill Junction — Increased accommodation at. . 8,154 75

60 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VII., A. 1909

Stellarton — To increase accommodation at 5,336 45

Sydney — To increase accommodation at 3,316 52

Sydney Mines — Extension to 48,993 29

St. Alexis — Improvements at SBO 92

Ste. Flavie — To increase accommodation at 15,198 10

St. John — Increased accommodation at 48,973 10

Ste. Rosalie — Improvements at 75,992 45

Truro — To increase accommodation at 86,594 94

Windsor, N.S. — Improvements at 2,849 06

Locomotive and car shops and equipment and land pur-
chase at Moncton 645,598 31

New machinery for locomotive and car shops 85,864 51

Additional sidings along the line 27.196 76

Air compressors and reservoirs 5,356 84

I Construction — Original 79 52

Double tracking parts of line 89,799 09

Improving grades on the line , 3,950 49

Increased accommodation and facilities along the line.. 61,731 67

New turn-tables 15,304 90

Pintsch gas apparatus , 8,217 75

Strengthening bridges 245,165 85

Telegraph line— To improve 24,498 23

Water service — To increase 54,330 17

Air-brake equipment 11,559 79

Air-brakes to freight cars 20,964 62

Ballast plough and unloader 6,500 00

Freight cars — to exchange drawbars 1,900 00

Rolling stock 1,850,462 00

Side ladders on box cars — To provide 4,762 50

Purchase of Canadian Eastern Railway 19,000 00

$ 4,382,494 01

Making the total on March 31, 1908 $87,127,431 90

'New machinery for locomotive and car shops —

This is for additional machinery for the construction and repair of locomotives
and cars, and for the installation of it.

'Air compressors and reservoirs —

These were required in connection with the repair shops.

Air-hrahe equiprnent —

Twenty-five locomotives were fitted with improved air-brake equipment to bring
them up to the standard, and fifty were fitted with straight air-brake. One hundred
locomotives were fitted with ' Elvin ' driving box lubricators.

Air-hrakes to freight cars —

One hundred and ten freight cars and ten snow ploughs were equipped during
the year with Westinghouse automatic quick action air-brakes.

Freight cars — To exchange drawbars —

Thirty-eight freight cars were changed from the link and pin drawbar to the
M.C.B. coupler.

U INTERCOLONIAL RAILWAY 61

SESSIONAL PAPER No. 20

Rolling stock — ^

Six locomotives of the Pacific type for passenger service, ten locomotives of the
consolidation type for freight service, four steam motor cars for passenger service,
six hundred and twenty-eight box freight, thirty-one refrigerator, three hundred and
ten platform, eighty-five hopper, twenty-five stock, and seventy Hart convertible dump
cars were purchased, and one double end snow plough was built

Side ladders on hox cars —

One thousand nine hundred and five box freight cars were provided with side
ladders, two to each car.

'Purchase of Canada Eastern Railway —

This is to pay for the Canada wharf at Chatham purchased from W B. Snowball
and B. A. Snowball.

REVENUE ACCOUNT.

The gross earnings and the working expenses for the year compare as follows: —

Gross earnings $ 9,173,558 80

Working expenses 9,157,435 53

Surplus $ 16,123 27

The gross earnings compare as follows with those of the corresponding twelve
months, April 1, 1906, to March 31, 1907:—

In 1907-8 $ 9,173,558 80

In 1906-7 8,305,985 69

Increase $ 867,573 11

The earnings from passenger traffic compare as follows : —

In 1907-8 $ 2,711,416 98

In 1906-7 2,542,432. 38

Increase .$ 168,984 60

The earnings from freight traffic compare as follows : —

In 1907-8 $ 6,054,493 55

In 1906-7 5,418,106 76

Increase $ 636,386 79

The earnings from mails and express freight compare as follows: —

In 1907-8 $ 407,648 37

In 1906-7 345,446 55

Increase 62,201 82

62 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909

The earnings by mile of railway compare as follows: —

In 1907-8 $ 6,832 62

In 1906-7 5,739 07

The earnings by train mile compare as follows : —

In 1907-8 $ 1 25

In 1906-7 1 22

, The number of passengers carried compare as follows: —

In 1907-8 2,789,371

In 1906-7 2,686,448

i

increase 102,923

There was an increase of 160,394 in the number of local passengers, and a
decrease of 57,471 in the number of through passengers.
The weight of freight carried compares as follows: —

Tons.'

In 1907-8 4,134,046

In 1906-7 3,474,289

Increase 659,775

There was an increase in local freight of 564,334 tons and an increase in through
freight of 95,441 tons. ,

WORKING EXPENSES.

The working expenses for the year compare as follows with those of the cor-
responding twelve months April 1, 1906, to March 31, 1907: —

In 1907-8 $ 9,157,435 53 •

In 1906-7 7,856,312 37

Increase $ 1,301,123 16

The averages compare with those of last year as follows: —
Per mile run by engines — Cents.

In 1907-8 92-85

In 1906-7 86-17

Per m,ile run hy trains —

In 1907-8 $ 1 25

In 1906-7 1 15

WorTcing expenses per mile of railway —

In 1907-8 $ 6,321 48

In 1906-7 5,428 36

U INTERCOLONIAL RAILWAY 6S

SESSIONAL PAPER No. 20

The rent paid to the Grand Trunin Eailway Company, $140,000, is included in
the above in order to establish a comparison between the two years.

The permanent way and structures and all works of the railway received neces-
sary repairs and are in good order.

During the year 558,436 ordinary ties and 361 sets of switch ties were put in.

92-00 miles of track were reballasted, 121,257 cubic yards of ballast being used.

3 "74 miles of additional sidings were provided at various points.

Bridges, culverts, wharfs and buildings received necessary repairs.

The fences were repaired and 66 -19 miles of fences were built. ,

The snow sheds and snow fences were repaired.

The rolling stock received necessary repairs, and its general condition is good
with the exceptions mentioned in the report of the superintendent of motive power.

One first-class sleeping car, one dining car, two postal and smoking cars, two
express and baggage cars, one hundred box freight cars, one hundred platfrom cars,
three refrigerator cars, ninety-two hopper cars, nine stock cars and eight vans were
purchased; four locomotives, two box freight cars, twenty-five platform cars, two oil
tank cars and one hopper car were built in the workshops of the railway, all to re-
place an equal number taken out. of service. The locomotives, the platform, refrigera-
tor, hopper and stock and sixty-nine of the box cars were of greater capacity than the
ones they replaced.

STORES.

The value of stores purchased was $ 3,459,903 58

The value of stores used was 3,848,831 19

The value of material sold was 182,028 96 ,

The value of stores on hand at the end of the year was : —

Miscellaneous $ 421,225 64

Fuel 79,103 55

Roadway and bridge material 865,606 45

Total $ 1,365,935 64

GENERAL.

The winter of 1907-8 was comparatively mild and little delay was experienced
from snow storms.

On October 31, 1907, the freight house at Campbellton with its entire contents
were destroyed by fire.

The employees of the railway had been asking for some time that a pension fund
should be established in connection with the railway, applicable to all the permanent
employees. The proposition was approved by the Railway Department and an Act
of Parliament was passed authorizing the establishment of such a fund. This Act
went into effect on the 1st of April, 1907. The Act is called the Intercolonial and
t*rince Edward Island Railways Employees' Provident Fund Act.

The fund established under this Act is formed of contributions by the employees
and by the railways; one and one-half per cent being deducted monthly for this pur-
pose from the salary and wages of all employees, and an equal amount being contri-
buted monthly by the railways. The fund is vested in and belongs to His Majesty
and interest is allowed on it at the rate of three per cent per annum, which interest
is added to and forms part of the fund. The fund is administered by the Minister of
Railways and Canals through a board consisting of five persons, one of whom is the
general manager of government railways, two are appointed from time to time by the

6( DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

minister from among the chief officers of the railways, and the other two are elected
by the employees contributing to the fund.

During the fiscal year the contribution of the employees

amounted to $ 82,707 74

The contribution by the railway amounted to 82,707 74 _

A total of $ 165,415 48

The total expenditure was 27,760 63

Leaving a balance of $ 137,654 85

To which is to be added the interest 1,594 36

Making a total amount to the credit of the fund on the

31st of March, 1908 $ 139,249 21

In connection with the balance at the credit of the fund, it may be stated that
the calculations which were made at the time the provident fund scheme was being
prepared, showed that the expenditure for the first few years would be much below
the receipts, but that in subsequent years the expenditure would increase rapidly.

During the year that the fund has been in operation one hundred and forty-two
employees were retired and placed upon the fund. Of this number eleven have died,
leaving one hundred and thirty-one persons on the list receiving an allowance from the
fund at the end of the fiscal year. Almost all the employees who have been retired
and granted an allowance are pleased with the arrangement, and in many cases they
have expressed their appreciation. Many of these who have given long and faithful
Bervice would have suffered hardship in their old age if it had not been for the estab-
lishment of the fund. The railways have also been benefited by the operation of the
Act, as a considerable number of employees who, on account of old age or disability
•were unable to perform their duties efficiently, have retired from the service.

I have the honour to be, sir.

Your obedient servant,

, D. POTTINGER,
General Manager Government Railways.

% J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,

Department of Eailways and Canals,
Ottawa, Ont.

INTERCOLONIAL RAILWAY.

Office of the Chief Engineer.

MoNCTON, N. B., June 4, 1908.

Sir, — I have the honour to submit the following report on capital account expendr
ture for the fiscal year ending March 31, 1908: —

To strengthen hridges —

A new steel bridge was erected at Boiestown, N.B. ; 6 deck plate girder spans (3

new spans 75 feet long and 3 old spans 56 feet long, which were taken out of Bedford

bridge), new masonry and approaches were built, and new floor provided.

The steel work for bridges was delivered and erected during the year as follows : —
Doaktown, 3 spans, riveted camel-back skew trusses (1 span 164 feet one-half

inches long, 1 span 160 feet 8 J inches long and 1 span 161 feet 9 inches long).

ii INTERCOLONIAL RAILWAY 65

SESSIONAL PAPER No. 20

Stewiacke, 2 deck spans (1 span 84 feet 6 inches long and 1 span 94 feet 6 inches
long).

Bic, 1 span, 108 feet 8 inches through plate girder.

Isle Verte, 2 deck plate girder spans (1 span 106 feet lOf inches and 1 span 101
feet 3| inches).

Boyer River, 2 spans 89 feet 3 inches, deck plate girders.

St. Henri, 6, 90 to 93 feet, deck plate girder spans.

Truro, 8, 21 foot, deck plate spans.

The alterations to the masonry of abutments and piers for these bridges and new
floors are under way and will be completed early in fiscal year 1908-9.

Contracts are let, and the steel work is being delivered, for bridges at Harbour
au Bouche, Brierly Brook, Bear Brook, Thompson, Dorchester (3), Humphrey's, Halls
Creek, Anagance, Model Farm, Rothesay (2), Union street (Moncton, N.B.), Bathurst,
St. Octave (2), Kempt (2), Cedar Hall (3), Amqui (2), Causapscal (5), Beau Rivage
(2), Assametquaghan (3), Mill vStream (2), St. Alexis (3), Matapedia, Moifats, Trois
Saumons, Hadlow, St. Romuald (10), Musquash, Pomquet, Sylvester, Lyon's Brook,
Meadowville (3), River John, Mount Uniacke (2), New Newport (3), Pine Tree,
Upper Cross creek, and Milner's overhead bridge.

Plans and specifications were prepared, tenders called and contract let for con-
3rete bridge masonry in connection with Pine Tree bridge.

Hard pine required for new floors and cement for masonry in connection with
these bridges were ordered and will be delivered on the ground early next year.

Diversion of line at Mitchell —

The work in connection with this diversion has been completed.

Engine house &c., Chaudiere Junction —

Plans and specifications were prepared, tenders called and contracts let for an
addition to the existing engine hovise, stores and office building and a train service
building. The work in connection with these contracts was completed.

Plans and specifications were also prepared, tenders called and contracts let for
coaling pockets, cinder pit and sand house. The work of construction is well advanced.

Considerable grading was done, and 3,271 additional feet of tracks were put in
the new yard.

Improvements were made to the water service.

To increase accommodation at Ste. Flavie —

Plans and specifications were prepared, tenders called and contract let for freight
ehed, oil house, coaling pockets, switchman's shanty, car inspector's building, car
cleaner's building and cinder pit. The work in connection with this contract is well
advanced and will be completed in fiscal year 1908-9.

Improvements at SacTcville —

The stone passenger station and water system, for which the contracts were let
last year, were completed.

Plans and specifications were prepared and tenders called for a new freight shed.
The contract has not yet been awarded.

4*49 acres of land were purchased for additional yard room and site for new
freight shed.

Plans and specifications were prepared and tenders called for a concrete platform.

Improvements at Camphellton —

The pipe line for the new water service, for which the contract was let last year,
was completed.
20— ii— 5

66 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD Vil., A. 1909

An air compressor and ash pit were provided.

A travelling locomotive crane was also provided for handling coal and cinders.

1,086 feet of siding were laid.

Improvements at Ste. Rosalie —

Plans and specifications were prepared, tenders called and a contract let for a
four-stall engine house, stores and office building, and a standard 50,000 gallon water
tank. The work in connection with this contract is practically completed, with the
exception of the water tank.

13 -84 acres of land were purchased and fenced for site of buildings and new
yard. A steam pump, a 150 H.P. boiler, and a quantity of pipe were delivered on the
ground for use in connection with the water service. Pipe and fittings required for
installing heating plant in engine house were supplied. A large amount of grading
was done in the new yard and 10,590 feet of track laid.

Improvements at Amherst —

Plans and specifications were prepared, tenders called and a contract let for a
stone passenger station and baggage room. The work of construction is well advanced.
The old baggage building was moved to clear the site for new station.
Land was purchased to extend the yard.

Plans and specifications were prepared and tenders called for concrete platform.
Additional loading platform was provided.

Neiv machinery for locomotive and car shops —

For details see report of G. R. Joughins, superintendent of motive power.
To increase accommodation at Halifax —

During the year there was removed 59,967 cubic yards of material on the west
side of Water street, the principal part of which was solid rock and very difficult to
remove. The class of material removed made blasting necessary for practically the
whole of it. Great care had to be exercised in this work on account of the close
proximity of houses to the rear line of the property. The excavation for the yard is
now practically completed, except for the removal of about 4,000 cubic yards of
material which was left in the bottom where the street sewers were cut oif by the ex-
cavation, and in the first jog on the rear line south of North street, where the car
cleaners' buildings, &c., are to be situated. Along the rear line of the yard 1,100
lineal feet of concrete retaining wall, averaging about 15 feet in height, has been
built. The filling behind this wall has been completed and necessary provision made
for taking care of the drainage from the street sewers, as well as from the private
drains cut ofF by the excavation for the yard.

During the year North street station yard has been graded, paved with scoria
blocks with concrete base, a new retaining wall built along North street in front of
the station and the old wall between the station yard and the I.C.E,. power house raised
to suit the new grading. Provision has been made for the erection of a steel fence on
(he new wall and ample drainage facilities provided for the yard.

At Richmond, N.S., 86 lineal feet of 30-inch concrete pipe sewer has been laid
to extend the brick sewer across the dock to pier No. 7, this being necessary on ac-
count of the filling being done at this place with material removed from the new yard
at Water street.

Poles have been erected and wires run for the lighting of the new yard at Kempt
road from the I.C.R. power house at North street, via the I.C.R. right of way, to
young street, thence via Young street, Campbell road, Kaye street and West Young
street to the new yard.

li INTERCOLONIAL RAILWAY 67

SESSIONAL PAPER No. 20

At the Kempt yard practically all the excavation for the yard with the exception
3f about 1,000 cubic yards has been removed. Some filling is still necessary to com-
plete the grading of the yard. A concrete pipe sewer has been constructed for the
drainage of the yard. The principal part of the sewer excavation was solid rock.

Under the contract for the erection of a freight car repair shop and planing mill
at the new Kempt yard, the concrete foundation up to the bottom of the window sills,
together with the concrete heating conduits of both these buildings has been completed.
The floors of both are also practically completed. In the former the brick walls with
window frames in place have been erected up to the roof line. In the latter the steel
structures of the walls have been erected. The remainder of the steel for both build-
ings is on the site.

Under the contract for the erection of a stores building and oil house at the new
Kempt yard, the foundation up to the bottom of the window sills of both of these
buildings is completed. The steel structure of both is practically completed. The
brick work of the oil house, with window frames in place, are completed to the roof
line. The concrete lintels, window sills, &c., are made and ready to be put in place.

The 125 feet x 6^ feet steel concrete chimney for the annex of the engine house
has been completed.

Under the contract for the erection and completion of a 36-stall engine house at
the Kempt yard, the annex of the engine house has been practically completed ex-
ternally. But little has been as yet done towards the erection of the engine house
proper. The fire walls, piers, &c., of one section adjoining the annex have been built,
and the columns to support the roof of this section have been erected. The contractor
has nearly all the steel and iron structure on the site, and the greater part of it is
painted and ready for erection. He has also delivered during the year practically all
the hard pine roofing, &c.

A travelling locomotive crane was provided for handling coal and cinders.

Plans and specifications were prepared and contracts let for store-house, oil-
house, cinder pit, sand-house, car cleaners' building, fitters and carpenter shop and
an 80,000 gallon water tank. The work of construction in connection with these
contracts is going on.

li oiling stoclc —

For details of this appropriation see report of G. R. Joughins, superintendent of
motive power.

To improve telegraph line —

Improvements were made to the telegraph line between Fredericton and Loggie-
ville and the line extending to Nelson station.

Improvements were made to the telegraph service between Moncton and Ottawa,
to facilitate government business by providing an additional wire. The work was
done by contract.

Increased accommodution and facilities along the line —

The following work was done under this appropriation: —

New Mills. — A baggage room was provided.

Eel River. — ^A baggage room and coal house were provided.

Marshy Hope. — A bay window was put in the existing station.

Black Lands. — A shelter and platform were provided.

Valley. — A bay window was put in the existing station.

North River. — A loading platform was built, ^ •

Westville. — 2 electric semaphores were installed.

Chatham Junction. — 2 electric semaphores were installed.

20— ii— 5i

68 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

Villeroy — 1 electric semaphore was installed.

North Sydney Junction — 1 electric semaphore was installed.

Fredericton, — 1 electric semaphore was installed.

Canaan. — Water was put in the station.

Cedar Hall. — Plans and specifications were prepared, tenders called and con-
tract let for a new station, an extension to the existing freight shed and for remodel-
ling the existing station for a dwelling for the agent.

Milnikek. — A new station was provided.

Fencing portions of line. — 10,597 rods of wire fence were erected on the Canada
Eastern, 188 rods between Ste. Flavie and Riviere du Loup.

Lansdowne. — A loading platform was provided.

Millerton. — A dwelling was provided for the I.C.R. agent.

St. Eugene. — The existing freight shed was enlarged.

St. Octave. — A cattle pen and W.C. were provided.

Debert. — The freight room in the station was converted into a waiting room.

Shediac. — The old station was moved and joined to the existing freight shed. A
concrete platform was also provided.

Sayabec. — The waiting room in the station was enlarged.

Hansford. — A shelter and platform were provided.

Blackville. — A coal house, oil and baggage room were provided.

Black River Road.— A new station was built.

Graham's Siding. — A platform was provided.

St. Alexander. — The station was remodelled.

Woodburn. — A coal house was provided.

Arnold's Brook. — A new siding was put in.

Milford.->'50 acres of land was purchased.

Enfield. — "SSS acres of land was purchased.

Lochbroom. — A new siding was put in.

Riversdale. — A dwelling for the agent was provided.

Pugwash Junction. — A ' Y ' was put in.

Salmon Lake. — A new freight shed was built.

North Sydney. — The office in the freight shed was extended.

Point du Chene. — A shelter was provided.

Hand car ho\ases. — 10 were built on the Canada Eastern.

Bathurst. — A baggag'e and oil house were provided.

Petite Roche. — A baggage room was provided

Derby Junction. — A loading platform was built.

Dalhousie Junction. — A coal house, oil and baggage room were provided.

Flat Lands. — A coal house provided.

Cross Creek. — A coal and oil house were provided.

St. Anaclet. — A cattle pen and platform were provided.

Increased accommodation at Sydney —

The concrete platform in connection with the new station was completed.

Plans and specifications were prepared and tenders called to raise the Dominion
Iron and Steel Company's overhead bridge and trestle to make it the required height
above the I.C.R.

Extension to Sydney Mines —

The contract let last year for a station and freight shed v/as completed, all ex-
cept the station platform. A loading platform was also provided.

Considerable grading in the new yard at Sydney Mines was done.

To increased accommodation at St. John —

Work was done in connection with the Stanley and Wall street bridges, and they
will be completed in fiscal year 1908-9.

U INTERCOLONIAL RAILWAY 69

SESSIONAL PAPER No. 20

29,060 square feet of land was purchased in connection with the approach to
Stanley street bridge.

One electric semaphore was installed ; a second track was laid and ballasted from
the station to Jardine's Brook.

15,033 lineal feet of track, including the double tracking of the main line, were
laid into the yard.

Plans and specifications were prepared, tenders called and a contract let for a
flour shed and loading platform. The work in connection with this contract was
completed.

A new yard office and switchman's shanty were provided.

A pole line between the round house and station to be used in connection with
the new electric light system was erected.

A plant for heating cars was installed.

Plans and specifications were prepared, tenders called and contracts let for a
car cleaner's building, sand-house and a set of 14 coal pockets. The construction of
these buildings is going on.

Increased accommodation at Antigonish —

A new pipe line and 2 water columns in connection with the water service was
provided.

Considerable grading was done in the yard and the main line was raised 2 feet.
Plans and specifications were prepared and tenders called for a concrete platform.
Two electric semaphores were installed.

Improvements at Mulgrave —

Plans and specifications were prepared, tenders called and a contract let for an
extension to the shore side of dock. The work was completed.

Plans and specifications were prepared, tenders called and a contract let for fill-
ing in the jog in the existing wharf. The work in connection with this contract will
commence early in 1908-9.

Plans and specifications for a coal shed and trestle were prepared and tenders
will be asked shortly.

An extension to the existing freight shed was provided.

A fish house on the wharf to facilitate the handling of fresh fish was provided.

Increased accommodation at Truro —

A stores and office building was erected.

Plans and specifications were prepared, tenders called and contracts let for a car
cleaner's building, sand-house, the diversion of Leper brook and two plate girder
bridges in connection with the new interchange yard.

Eight 21-foot deck plate girder spans across Leper brook, on the main line going
to Pictou, were delivered by the Hamilton Bridge Works Company.

The old engine house was torn dov/n and sidings laid on the site for additional
yard room.

4:47 acres of land in connection with the improvements to the yard were pur-
chased.

Improvements were made to the water service and the 80,000 gallon water tank
completed.

Considerable grading was done in the yard and 3,554 lineal feet of track laid and
ballasted.

To put railway hetween Indiantown and BlacTcville into condition for operation —

The work in connection with putting the line between Blackville and Indiantown
into condition for operation was carried on during the year.

70 DEPAltTAfENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909i

One bridge (75-foot span), with concrete abutments, and one roadway crossing
(30-foot span), with concrete abutments, were completed. Two trestles were filled up
and one abutment for road crossing at Renous bridge; a span was also placed over
Bartholomew river, 106 feet long.

Locomotive and car shops and land purchase and equipment at Moncton —

The work at the new shops has been progressing favourably during the past year.
The freight car repair shop, with the exception of hanging doors, is completed.

The passenger car repair shop, with the exception of doors and floors, is com-
pleted.

The passenger car paint shop, with the exception of doors, floors, windows and
tar and gravel roofing, is completed.

The stores and ofiice building up to the first floor is completed.

The planing mill, except the doors and part of the flooring, is completed.

The constru«tion of the locomotive shops is well advanced.

The foundations are all in; the steel work, except for the boiler house, is all
erected.

The walls, roof, windows and sashes for the machine shop and tool room are all
completed. Also a portion of the machine shop roof is completed.

The work in connection with the power house, transformer, shelter and dry kiln
is well advanced.

Contracts were let during the year for electrical equipment, electric transfer
table and heating plant.

Quite a large quantity of machinery for the locomotive shops has been delivered
and stored in readiness for use when the shops are completed.

The maintenance department had a steam shovel and crew of men employed dur-
ing last summer in grading and track-laying in the new yard.

Glengarry water supply and reservoir —

The work in connection with this water supply was completed.

Increased accommodation at Pictou —

The filling, grading, track-laying and sea-wall in connection with the new yard
were completed. 3.708 lineal feet of additional tracks were laid.

A heating plant and electric lights were installed in the new engine house.
The water service was extended, a new tank built and a pump provided for the

tank.

Plans and specifications were prepared, tenders called and a contract let for a
car cleaner's building.

Additional sidings and spur lines —

St. Leonard — Siding extended 300 feet.

Fort Lawrence — New siding, 850 feet.

Little Metis— New siding, 1,547 feet.

Causapscal — New siding, 652 feet.

St. Jean Chrysostome — New siding, 1,977 feet.

Fredericton — New siding, 1,475^ feet.

Dorchester — New siding, 1,943 feet.

Sayabec — New siding, 1,993 feet.

Carroll's — Siding extended 552 feet.

Cap St. Ignace — Siding extended 300 feet.

Ludlow — New siding, 360 feet.

St. Jean Port Joli — New siding, 400 feet.

ii INTERCOLONIAL RAILWAY 71

SESSIONAL PAPER No. 20

Tracadie — New siding, 650 feet.

Elm Tree — New siding, 360 feet.

Lome — New siding, 392 feet.

Valley — New siding, 372^ feet.

Upper Blaekville — New siding, 1,037 feet.

To increase water supply —

Puring the year work was done on the new water supplies at Isle Verte, Spring-
hill Junction, St. Fabien, Charlo, Durham Bridge, Doaktown, Trois Pistoles, St.
Charles Junction, Gibson, Windsor Junction, Upper Cross Creek, Boiestown, Chat-
bam Junction, Loggieville, St. ApoUinaire, Piedmont and Blaekville.

Improvements at North Sydney Junction —

A concrete platform was built and one electric semaphore installed. Some grad-
ing was done in the yard.

Engine house, machine shop, Sc, Riviere du Loup —

Plans and specifications were prepared, tenders called and a contract let for a
cinder pit and for a set of 21 coaling pockets. The work of construction is going on.

Plans and specifications were also prepared, tenders called and a contract let for
a machine shop, boiler house and brick chimney.

Plans were prepared and tenders asked for a suspension foot bridge across the
river for the use and convenience of the people employed at the new shops and engine
house. ^ •

The 80,000 gallon water tank was completed.

Improvements at New Glasgow —

A concrete station platform was provided.

Two under crossings were partly constructed at McLean's and Dalhousie streets.
Concrete abutments to provide for a second track were built.

Increased Accommodation at Springhill Junction —

The existing ash pit was extended.

:512 acres of land were purchased.

Considerable grading done, and 1,917 lineal feet of track laid and ballasted.

Improvements at Newcastle —

Plans and specifications were prepared, tenders called and a contract let for the
enlargement of the existing engine house.
The new water service was completed.
An ash pit provided and a contract let for a set of 16 coaling pockets.

Extension to wharf at Dalhousie —

The work in connection with the extension of this wharf was carried on during
the year. Three cribs were built and ballasted along the face of the wharf to above
low water mark.

Pintsch gas apparatus —

An additional pipe line between the gas plant and station at Moncton was in-
stalled. Two additional gas retorts were also installed at Moncton.

72 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. IQaO"

The auxiliary gas plant, comprising two store holders and valves, one compressor
and foundation, building and piping, have been installed at Levis, Que.

One transportation car, No. 5265, was fitted up with two store holders and valves.

Pirate Harbour water supply —

A pipe line was laid from tank at Mulgrave to the engine house at Pirate Harbour.

Air Compressor —

Air compressors at Stellarton and Chavidiere Junction were provided.

Original Construction —

Under this appropriation the following amounts were paid: — R. T. MacUreith,
legal expenses; re A. B. Schurman's property at Oxford, $39.12; re Geo. England's
property at Greorge's river, $40.40.

Improvements at Divimmondville —

The 50,000 gallon water tank and the concrete platform were completed.

Improvements were made to the coaling apparatus and a new ash pit provided.

A loading platform was also provided.

One sixty-second acre of land was purchased for additional yard room.

Two thousand five hundred and fifty feet of track were laid in the yard.

Increased accommodation at Stellarton —

A building and machinery foundations required for an electric light plant were
provided.

Plans and specifications were prepared and a contract let for a sand house.

New Turntables —

Contracts were let for 75-foot turntables at Sussex and Loggieville, and a 70-foot
turntable at Newcastle.

The 75-foot turntable which had been delivered at Halifax last year was trans-
ferred and erected at Sussex.

The turntable now imder construction for Sussex will be sent to Halifax to re-
place the one taken from there to Sussex.

Princess Pier —

Plans and specifications for rip-rapping in connection with this pier were pre-
pared and tenders asked.

Improvements at Windsor —

The old station was converted into a baggage-room and store-room for the use
of trackmaster.

The station platform was extended and a siding put in for the accommodation of
D.A.R. trains running between Windsor and Truro.

Air Brakes to Freight Cars —

For details of this appropriation see report of G. E. Joughins, Superintendent
of Motive Power.

8ide ladders to box cars —

For details of this appropriation see report of G. R. Joughins, Superintendent
of Motive Power.

ii INTERCOLONIAL RAILWAY 73

SESSIONAL PAPER No. 20
Ballast plow and unloader —

A ballast plow and unloader were provided.

Improving grades on line —

Improvements to grade at Nelson, on the Canada Eastern, were made.

To exchange draiv-hars on flat cars —

For details of this appropriation see report of G. R. Joughins, Superintendent
of Motive Power.

Air hrahe equipment —

For details of this appropriation see report of G. E. Joughins, Superintendent
of Motive Power.

Fa dredge and hlast rocJc at D.W.T., Halifax —

During the year 429 cubic yards of rock were removed from between piers Nos.
3 and 4.

Imp rove merits at St. Alexis —

This was to pay T. Richard for crib work done.

Purchase of Canada Eastern Railway —

This was to pay exchequer award in favour of W. B. Snowball ankl R. A. Snow-
ball for land and wharf at Chatham.

I have the honour to be, sir,

your obedient servant,
Wm. B. MACKENZIE

Chief Engineer.

D. POTTINGER, Esq., I.S.O.,

General INfanager, Government Railways,

Moncton, N.B. '^

INTERCOLONIAL RAILWAY.

Office of the Exgikeer op Maintenance.

Moncton, N.B., May 30, 1908.

Sir, — I have the honour to submit the report of the Maintenance of Way and
Works Department for the year ending March 31, 1908.

track.

During the year 428,632 miles of 56, 58, 67, 80 and 110 lb. rails were taken up
and replaced with 67 and 80-lb. rails.

ties.

During the year 558,436 ties and 361 sets of switch ties were put in the track.

74 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909
BALLASTING.

During the year 92:00 miles of track were ballasted, using 82,103 cubic yards of
gravel and 39,154 cubic yards of ashes and cinders.

SWITCHES AND SEMAPHORES.

New semaphore signals were erected at the following stations : —

Chatham Jet,, 1.
Chatham, 1.
Drummondville, 1.
Predericton, 1.
Harlaka Jet, 1.

Loggieville, 1.
Pugwash, 1.
Petitcodiac, 1.
St. John, 3.
St. Romuald, 2.

128 new switches were installed during the year.

New telegraph signals were provided at the following stations;

River John, 3.

Sackville, 1.

Necessary repairs were made to all semaphores, switches and telegraph signals
throughout the line.

SIDINGS.

During the year 3:74 miles of additional siding accommodation has been pro-
vided at different points on the line for maintenance account.

FENCE BUILT BY OUR OWN MEN.

Eleven miles of woven and barbed wire fence was built at different points on the
line by our own men.

Necessary repairs were made to fences throughout the line.
Built by contract 55 :19 miles of woven wire fencing.

SNOW FENCES.

There was built during the year 299 rods of stationary snow fence 8 feet hi|
and 5 rods of portable snow fence.

Necessary repairs were made to snow shed and snow fences where required.

WHARFS AND TRESTLES.

Repairs.

St. John, ballast wharf.

St. John, coal trestle.

St. John, long wharf.

Halifax, pier No. 1.

Halifax, pier No. 2.

Halifax, pier No. 3.

Halifax, pier No. 4.

Halifax, pier No. 5.

Halifax, D.W.T., coal trestle.

Halifax, D.W.T., immigration wharf.

Halifax, D.W.T., Cunard's wharf.

Richmond, pier No. 6.

Richmond, pier No. 8.

Antigonish, trestle

Amos', trestle.

Drummondville, coal trestle.

Levis, wharf.
Mulgrave, wharf.
New Glasgow, coal trestle.
North Sydney, wharf.
Nelson, trestle.
Newcastle, coal trestle.
Pt. du Chene, wharf.
Pugwash, wharf.
Pictou, wharf.
Pictou Landing, wharf.
Pictou Lauding, ferry wharf.
Point Tupper, wharf.
Prince's Pier, wharf.
Portage Ballast Pit, trestle.
River Quelle, wharf.
Stellarton, coal trestle.

INTERCOLONIAL RAILWAY

75

SESSIONAL PAPER No. 20

BRIDGES AND CULVERTS.

Repairs.

Ball's Creek, bridge.

Blackville, bridge.

Blackville. culvert

Boiestown, culvert.

Barnaby River, brid.ye.

Bic, culvert.

Bic, bridge.

Bic Mountain, culvert.

Bagot, Ti'est of. culvert.

Crowsen's, aboideau.

Cotton Factory Branch, Halifax, culverts.

Cross Creek, culvert.

Clearwater, culvert.

Chatham Branch, culverts.

Carmel, culvert.

Dartmouth, culvert.

Dartmouth, Mott's bridge.

Doaktown, culverts.

Drummondville, bridge.

Drummondville, west of, culverts.

Daveluyville, east of, culverts.

Daveluyville. west of, culverts.

Blmsdale, culvert.

Elmsdale, bridge.

Fredericton, bridge.

Grand Narrows, bridge.

Gloucester Jet., overhead bridge,

Hampton, culvert.

Hayward's Brook, bridge.

Hall's Creek, bridge.

Halburton. bridge.

Hadlow. Bennett's bridge.

Hadlow, culvert.

Harlaka Jet., culvert.

Indiantown Branch, culverts.

James River, culvert.

Lakeside, overhead bridge.

Leitches' Creek, bridge.

Lemieux, east of, bridge.

Lemieux, east of, culverts.

Laurier, culverts.

Milner's, bridge.

Maccan, aboideau.

Malcolm's Siding, culvert.

Meadowville, culvert.

Montmagny, culverts.

Manseau, east of, culverts.

McCaflferty's, overhead bridge.

McKenzie Creek, bridge.

North West Miramichi, bridge.

Newcastle, i mile east of, culvert.

Otty's, overhead bridge.

Portage Ballaet Pit, bridge.

Portage Ballast Pit, bridge.

Passekeag, overhead bridge.

Pictou, bridge.

Pictou, culvert.

Pirate Harbour, bridge.

Peniac, culvert.

Richmond, culvert.

River du Loup, culvert.

River du Loup, bridge.

St. John. Stanley street, bridge.

Sackville, overhead bridge.

Sandy Cove, 1 mile west of, culvert.

Scotsburn, culvert.

Sylvester, culvert.

Sydney River, bridge.

Shenacadie, east of, culverts.

St. Simon, culvert.

St. Fabieu. culvert.

St. Eloi, culvert.

Ste. Louise, culvert.

St. Alexandre, culvert.

St. Cyrille, west of, culvert.

St. Leonard, culverts.

St. Germain, west of, culverts.

Ste. Rosalie, culvert.

St. Eugene, culvert.

Truro, overhead bridge.

Tatamagouche, culvert.

Trois Pistoles, culvert.

Upper Blackville, culvert.

Villeroy, east of, culvert.

Westville, culvert

West Merigomish, bridge.

MASONRY WORK DONE.

Repairs.

Alma, culvert.

Fnfield, box culvert.

Elmsdale, 1 mile east of, bridge.

Middle River, bridge.

Malcolm's Siding, box culvert.

Pugwash Jet., track scale.

Pictou, track scale.

Sandy Bay, 1 mile west of, box culvert
Tatamagouche, box culvert.
Between Tatamagouche and Malagash, cul-
verts.
Westville, arch culverts.
Wallace Bridge, west of, arch culvert

Bayfield Road, bridge No.
Folleigh, bridge.
James River, bridge.
Monastery, bridge No. 3.

PAINTING.

Bridges.

River .John, bridge.
Tracadie, bridge No.
Fredericton, bridge.

76

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A '909'

Buildings.

Amherst, engine house.

Apohaqui, tool house.

Aston Jet, freight shed.

Calhoun's, station.

Flatlands, trimmings on coal shed.

Hampton, tool house.

Halifax, grain elevator.

Harbour au Bouche, station.

.Tones", shelter.

Levis, pintch gas building.

Moncton, traffic manager's house.

Norton, tool house.

Painsec .Junction, station.

Penobsquis, tool house.

St. .John, grain elevator.

Springhill Junction, station.

Si. Eugene, extension to freigh shed.

Ste. Perpetue. shelter.

St. Leonard, coal shed.

Sussex, tool house.

Tracadie, station.

West Merigomish, station.

BUILDINGS AND PLATFORMS.

Necessary repairs were made to stations and dwellings at the following places: —

Athol.

Avondale.

Amherst.

Anagance.

Apohaqui.

Adamsville.

Assametquaghan.

Amqui.

Aston Jet.

Bedford.

Brookfleld.

Boisdale.

Barrachois.

Brown's Point.

Belmont.

Boundary Creek.

Bloomfield.

Berry's Mills.

Beaver Brook.

Bartibogue.

Bathurst.

^Belledune.

Bic.

Bagot.

Blackville.

Boiestown.

Cann's Mills.

College Bridge.

Cold Brook.

Catamount.

Canaan.

Chatham Jet.

Charlo.

Campbellton.

Causap.scal.

Cedar Hall.

Cacouna.

Chaudiere Curve.

Carmel.

Cross Creek.

Denmai'k.

Debert.

Dorchester.

Derby Jet.

Dalhousie.

Delotbinere.

Mf>del Farm.

Millerton.

^Fatapedia.

Millstream.

Montmagny.

Manseau.

Mitchell.

Marysville.

Blount Uniacke.

McKay's.

Mclntyre's Lake.

\ew Grlasgow.

North Sydney.

\appan.

Norton.

Nauwlgewauk.

Newcastle.

Nicolet.

Oxford.

Oxford Jet.

Point Tupper.

Pictou.

Painsec Jet.

Point du Chene.

Petitcodiac.

Penobsquis.

Pumweseep.

Petit Rocher .

Quispamsis.

Riversdale.

River Denys.

Rogers'.

River John.

River Phillip.

River Glade.

Rothesay.

Rogersville.

River du Loup.

Shubenacadie.

Stellarton.

South River.

Shenaeadie.

Sydney Mines.

Sylvester.

Scotsburn.

Salt Springs.

Springhill Jet.

INTERCOLONIAL RAILWAY

77

SESSIONAL PAPER No. 20

Daveluyville.

Drummondville.

Doaktown.

Elmsdale.

East Mines.

Evan's.

Eel River.

Ellersliouse.

FeiTona Jet.

Flatlands.

Fredericton.

Grand Lalie.

Glengarry.

George's River.

Greenville.

Gallaglier Ridge.

Gibson.

Hilden.

Hopewell.

Harbour an Bouclie.

Hampton.

Heatlierton.

Harcourt.

Harlaka Jet.

Hadlow.

lona.

Indiantown.

Isle Verte.

Jubilee.

Jacquet River.

Kent Jet.

Lourde's.

Leithclie's Creek.

Lock Broom.

Lyon's Brook.

Londonderry.

Little Metis.

L'Islet.

Levis (Quebec).

Laurier.

Lemieux.

Marshy Hope.

Mulgrave.

Moncton.

Sliediac.

Salisbury.

Sussex.

St. Alexis.

Salmon Lake.

Sayabec.

St. Moise.

St. Octave.

Ste. Flavie.

Sucre Coeur.

St. Simon.

St. Arsene.

St. Alexandre.

St. Paschal.

St. Pa come.

Ste. Anne.

Ste. Louise.

St. Jean Port Joli.

St. Valier.

St. Henri.

St. Romuald.

St. Nicholas.

St. Leonard Jet.

Ste. Mouiqne.

Ste. Perpetue.

St. Cyril le.

St. Germain.

St. Eugene.

Ste. Rosalie.

Truro.

Trenton.

Tracadie.

Tatamagouche.

Thomson.

Trois Pistoles.

Valley.

Villeroy.

West River.

Westville.

Wallace.

Wentworth.

Westchester.

Waverley.

Necessary repairs were made to freight sheds at the following places: —

Amherst.

Antigonish.

Bloomfield.

Chaudiere.

Dorchester.

Dalhousie Jet.

Evans'.

Eureka.

Hampton.

Kent Jet.

Laurier.

Moncton.

Maccan.

Memramcook.

New Glasgow.

Old Lake Road.

Point du Chene.

Penobsquis.

Pictou.

Rothesay.

Riversdale.

Salisbury.

Sussex.

Springhlll Jet.

Sylvester.

Stellarton.

Sydney.

St. Octave.

St. Pacome.

St. Jean Port Joli.

Truro.

Valley.

Wentworth.

Windsor Jet.

West River.

Westville.

Iron bars were placed on freight shed floor.^ and windows where required.

78 DEPARTMENT OF liAILWATfi AND CANALS ii

8-9 EDWARD VII., A. 1909
The following repairs were made to buildings, &c., at St. John : —

Elevator doors and conveyor windows. Office in No. 7 shed.

Sheds Nos. 1, 2, 3, 7, 8, 9 and 11. Reservoir.

Station. Mil! street crossing, gates.

Paint shop roof. Cattle pen.

Coal trestle. Tool room in engine house.

Train shed platform. Windows in train shed.

Different street crossings. Switchman's c-abin.

Coal wagons. Station doors and chimney.

Yardmaster's office. City ticket office.

Foundation of train shed. Trackmen's tool house.

Different dwellings. Island yard office.

The following repairs were made to buildings, &e., at Halifax and Richmond: —

Sheds Nos. 1, 2, S, 4 and 8. Track scales.

North street station and baggage room. Boundary fence.

D.A.R. freight shed. Buffers.

Grain elevator, power house roof. All semaphores.

Station platform. Richmond station.

Painted iron fence. Cattle shed.

Postal building. Blacksmith shop.

Dockyard walls. Machine shop.

Power house, North street. Hay shed.

Car clean shed. Round house.

Cunard property, buildings and wharf. Mechanical foreman's house.

Gates at Young street. Car shop.

Deep water crossings.

The f olowing round houses and shops were repaired : —

Amherst. Point du Chene.

Campbeliton. Pugwash.

Chaudiere Jet. Pictou.

Dartmouth. Pirate Harbour.

Dalhousie. River du Loup.

Drummondville. St. John.

Gibson. Sussex.

Indiantown. Stjellarton.

Levis. Sydney.

Monctc^n'. Ste. Flavie.

North Sydney. Shediac.

Newcastle. Springhill Jet.

Oxford Jet. Truro.

Station and loading platforms were repaired at the following places: —

Amherst. Murray's.

Antigonish. Malagash.

Adamsville. Millerton.

Astle's. Millstiieam.

Boundary Creek. Matapedia.

Belmont. Montmagny.

Bathurst. Nauwigewauk,

Beresford. North River.

Belledune. Norton.

Cold Brook. Nappan.

Chatham Junction. New Glasgow.

Coal Branch. Newcastle.

Culligan's. Nash's Creek.

Charlo. New Mills.

Causapscal. Oakfield.

Campbeliton. Oraugedale.

Clearwater. Penobsquis.

Dorchester. Plumweseep.

Debert. Painsec Junction.

INTERCOLONIAL RAILWAY

79

SESSIONAL PAPER No. 20

Dartmouth.

Derby Junction.

Dalhousie .Junction.

Drummondville.

Duncan.

Enfield.

Ellersliouse.

Eel River.

Fort Lawrence.

Folleigh.

Greenville.

Graham's Siding.

Grand Narrows.

Green Point,

Grangeville.

Gloucester Junction.

Hampton.

Humphey's.

Hartfield.

Harbour au Bouche.

Harcourt.

Harlaka Junction.

lona.

Jubilee.

Little Metis.

L'Islet.

Moncton.

Meadow Brook.

Pictou.

Pugwash Junction.

Point Tupper.

Quispamsis.

River John.

River du Loup.

River Quelle.

Salisbury.

Sussex.

Shenacadie.

Salmon Lake.

St. Octave.

St. Pacome.

St. Philippe.

St. Paschal.

Ste. Helene.

St. Andre.

St. Nicholas.

St. Eugene.

Ste. ^Monique.

Tracadie.

Villeroy.

Westchester.

Went worth.

Waverley.

Windsor .Junction.

Windsor.

Wallace Bridge.

The following new buildings, &q., were erected at St. John: —

Frame for electric semaphore. Coal Bin for yardmaster's office.

Desks for yardmaster's ofiice.

The fololwing new buildings, &c., were erected at Halifax and Richmond: —

Cold Storage, North Street.

Buildings over Hydrants.

Dormers over Electric Power House.

Buildings for Stevedores.
Crossings for Stevedores.
Shelving for District Freight Agent.

New buildings, &c., were erected along the line as follows : —

Alton, tool house.

Amherst, loading platform.

Aston Junction, freight shed.

Bartibogue, section tool house.

Bathurst, baggage room.

Blacklands flag station.

Durham, platform.

Dalhousie Junction, coal house.

Eel River, baggage room.

Flatlands, coal shed.

Hansford, shelter.

Isle Verte. stock pen and ..ual shed.

.Tones', shelter.

Jacquet River, tool house.

Lome, cattle pen.

L6vis, 73 farm gates.

Levis, pintsch gas building.

Maccan, tool house.

Maccan. store I'oom buildina'.

Moncton, extpuding cai'penter shop.

Moncton, 2.5 new smoke .lacks.

Moncton, trackmen's tool house.

Monctton. carpenter shop.

New Mills, baggage room.

Petit Roche, baggage room.

Ross' platform.

River du Loup, extension to baggage room.

Sydney, moving and fitting old coal shed

for cai-penter shop.
Sydney, room for Customs Department in

freight shed.
St. Octave, combined coal shed and w. c.
St. Octave, stock pen.
St. Anaclet. stock pen.
St. Jean Port Joli. section tool house.
St. Jean Port .Joli. combined coal shed and

oil house.
St. Eugene, extended freight shed.
St. Alexandre, telegraph desk in office.
Truro, store room and carpenter shop.
Valley, bay windiw on station.
Chatham Junction, tool houses.
Chatham Junction, agent's dwelling.
Brown's Point, coal house.
Dartmouth, trestle. Mott's Bridtre.
r">pbert. donlile tool house for section.

80 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VII., A. 1909

Moncton, moved old station and fitted it up Londonderry, double tool house for section.

for yardmaster's office. Stellarton, engine shed.

North Sydney, water closet. Sydney, engine shed.

New Glasgow, stocli pen. St. Pierre, freight shed.

Miscellaneous Repairs.

Amherst, addition to engine house. Richmond, water closets in mechanical
Antigonish, trestle repaired. foreman's- house.

Campbellton, temporary freight shed built. Sussex, breakwater for bank protection.

Fergusson's flag station. Sydney, addition to engine house.
Levis, dwelling apartments fitted up over .stellarton. ' Ord ' ash pit.

old station. Stellarton. coal shed.

Moncton, counters, &c, in general oflSce. Ste. Rosalie, changes in station.

Marshall's Crossing, box car shelter. Ste. Monique, dwelling house.
Mulgrave, piling at Aiken's dump.

GENERAL.

New buffers were made and set uj) at different points on the line, when required,
and repairs made when necessary.

Repairs were made to crossings on the line at various points where required.

Gates and cattle-guards were repaired throughout the line.

Glass was put in and glazing done where necessary.

Ladders for buildings and semaphores were provided where necessary throughout
the line.

Outhouses and approaches to road crossings were whitewashed where required.

Necessary repairs have been made to turn-tables where required.

Semaphores, switches and telegraph signals have been painted throughout the
line.

Necessary repairs have been made to hand cars, trollies, baggage trucks and wheel-
barrows throughout the line.

Sign boards were made and put up where required.

Boxes were naade for (packing second-hand bolts and spikes when required.

Necessary repairs were made to steam shovels, steam cranes, pile-drivers, &c.

During the year a considerable quantity of evergreen hedge was planted to take
the place of snow fences.

I beg leave to report that the road has been kept up to its standard and I believe
was never better than at the close of the present year.

I have the honour to be, sir,

your obedient servant,

T. C. BUEPEE,

Engineer of Maintenance of Way and Worhs.

D. POTTINGER, Esq.,

General Manager, Government Railways,
Moncton, N.B.

ii INTERCOLONIAL RAILWAY 81

SESSIONAL PAPER No.' 20

INTERCOLONIAL RAILWAY OF CANADA.

Office of the Superintendent of Motive Power.

MONCTON, N. B., May 22, 1908. ■

Sir,— I have the honour to submit herewith the annual report of the operations
of the Motive Power Department for the year ending March 31, 1908.

I might add that the general condition of the rolling stock is good, with the ex-
ception of the cars and locomotives condemned as shown in the attached report, and
the nine large freight locomotives that are out of service waiting to have the system
of steam distribution changed from compound to simple. This involves a large
amount of work and means .partially rebuilding the locomotives. Seven of these were
converted during the past year.

I would also advise that we have been very much handicapped in repairing our
rolling stock owing to the destruction of the shops at Moncton by fire in February,
1906, particularly with regard to repairs to cars. Our passenger cars show evidence
of our inability to paint and varnish them for want of shop room. Most of these cars
are in poor condition, especially on the outside. Freight cars have been repaired
under the most adverse conditions during the past winter, as they had to be repaired
without the shelter of shop or shed. Notwithstanding these conditions the equipment
is, generally, in good condition as stated above.

I am, sir, your obedient servant,

G. R. JOUGHINS,

Supt. of Motive Poiver.

Mr. D. Pottinger^

General Manager, Canadian Government Railways,
Moncton, N.B.

20— ii— 6

82 DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909

MECHANICAL DEPARTMENT

ANNUAL REPORT

FOR YEAR ENDED 31st MARCH, 1908.

INTERCOLONIAL RAILWAY.

Office of the Mechanical Accountant.

SiR;, — I beg to submit herewith the following report of the operations of the
Mechanical Department for the year ended 31st March, 1908.

A — Statement showing the number of locomotives and the various classes of other
rolling stock on the line.

B — Statement showing the mileage made and the coal, oil and waste consumed
by locomotives.

Also a summary of the principal work done in the locomotive and car shops at
Moncton and in the shops at Richmond and River du Loup.

During the year the following rolling stock was purchased on capital and on rev-
enue accounts: —

On capital account to increase equipment.

10 locomotives — consolidation type.
6 locomotives — Pacific ts^pe.
4 steam motor cars.
376 box cars— 80,000 capacity.
252 box cars — 60,000 capacity.

31 refrigerator cars — 60,000 capacity.
310 platform cars — 80,000 capacity.

85 hopper cars — 30,000 capacity.

25 stock cars. .60,000 capacity.

70 Hart convertible dump cars — 80,000 capacity. . ,

On revenue account to replace cars destroyed —

1 first-class sleeping car.

1 dining car.

2 postal and smoking cars.
2 express and baggage cars.

II INTERCOLONIAL RAILWAY 83

SESSIONAL PAPER No. 20

100 box cars— 60,000 capacity.

100 platform cars — 80,000 capacity.

3 refrigerator cars — 60,000 capacity.
92 hopper cars — 30,000 capacity.

9 stock cars — 60,000 capacity.

8 Vans.
Sixty-nine of the 100 box cars replaced that many of smaller capacity.
The 100 platform cars all replaced smaller capacity cars.
The 3 refrigerators all replaced smaller capacity cars.

The 92 hopper cars replaced the same number of small hoppers of 6 and 8 tons
capacity.

The 9 stock cars all replaced smaller capacity cars.

Built in the shops at Moncton on capital account —

1 double end snow plough.

The following rolling stock was built in the shops at Moncton to replace the same
number condemned: —

4 locomotives to replace smaller type.

2 box cars.

25 platform cars.
2 oil tank cars.
1 hopper car — 30,000 capacity.

One hundred and twenty-one box cars were fitted with end doors for loading rails,
making YOO cars fitted in the shops for this purpose to the end of March, 1908.

One thousand nine hundred and five box cars were fitted with side ladders during
the year, making 2,815 fitted to the end of March, 1908.

Twenty-five locomotives were fitted with improved air brake equipment to bring
them up to the standard, and 50 were fitted with straight air brake.

One hundred locomotives were fitted with ' Elvin ' driving box lubricators.

The number of locomotives on the register was reduced by one in consequence of
old Canada Eastern locomotive No. 325 having been taken into the equipment in
error when that line was transferred to the government in 1904-5.

The system of keeping the time in the shops at Moncton was changed during the
year from the brass check to the time clock. Eleven time clocks were put up in dif-
ferent parts of the shops and the change has given great satisfaction both to the men
and to the management.

The engines and boilers for three of the motor cars were completed and installed
in the cars, which were put into service.

The rolling stock generally has been maintained in efficient condition during the
year, although the need of car repair shops at Moncton has made it difficult to carry
on the work of freight car repairs, especially during the winter months.

In order to keep up the repairs a large amount of ihe work had to be done by the
men in the yard without shelter, often during very cold and stormy weather.

I have the honour to be, sir,

your obedient servant,

J. J. WALKER,
Mechanical Accountant.

Gr. E. JouGHiNS^ Esq.,

Superintendent of Motive Power, I.C.Ry.,
Moncton, N.B.

20— ii— 6i

84

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vll., A. 1909

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86 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD Vli., A. 1909
The following work was done in the shops at Moneton: —

Locomotive shops —

The 4 locomotives rebuilding were ■completed.

12 locomotives were partly rebuilt.

91 locomotives received general repairs.
31 locomotives received heavy repairs.
65 locomotives received light repairs.

4 new boilers for locomotives were made,
131 boilers were tested.

2 new throat sheets were made.
6 new side sheets Were made.

4 new tube sheets were made.
64 fire boxes were patched.
' ■ 2 new fire boxes were made.

6 new smoke boxes were made.
6 smoke boxes were repaired.

23 smoke box doors and rings were made.
4 new cylinders were made.

16 new cylinders and half saddles were made.

24 steel driving axle boxes were made.
3,653 new tubes were put in locomotive boilers.

21,405 tubes were pieced and applied to locomotives.
175 new locomotive smoke stacks were made.

13 locomotive smoke stacks were repaired.

92 ash pans were repaired.
4 new ash pans were made.

18 front ends were made.
6 steel tenders were built.

3 steel tenders were rebuilt.

20 steel tenders were increased in capacity.
43 steel tenders received heavy repairs.

4 steel tender frames were made.
150 tenders were repaired.

20 cabs built complete.

9 cabs were repaired.

1,438 cab curtains were made.

55 Sterlingworth trucks were repaired.
15 wooden tender frames and trucks were built.
150 tender tanks were repaired.
3 tender tanks were made.
2 air reservoirs were made.
6,553 oil box covers were made.
1,673 tin oil cuj) covers were made.
300 gauge glass shields were made.

48 new headlights were made.
100 long spout funnels were made.
194 new tires were applied to driving wheels.
138 new tires were applied to engine truck wheels.
190 new tires were applied to tender truck wheels.
614 new tires were applied to car wheels.
648 driving tires were turned off.
, 402 engine truck tires were turned off.
344 tender truck tires were turned off.
376 car tires were turned off.

a INTERCOLONIAL RAILWAY 87

SESSIONAL PAPER No. 20

81 engine truck axles were turned and fitted.
49 new tender axles were turned and fitted.
36 new driving axles were applied.
31 new driving wheel centers were machined.
98 new tender wheels were fitted to axles. ,

302,500 lbs. nuts were tapped.
2,700 lbs. nuts were retapped.
72,000 nuts were faced.
608,297 bolts were threaded.
34 crank pins were made.
20 crossheads were made.

24 guide bars were made. ,

15,493 studs were made. ,

2,000 cylinder studs were made.
14,700 stay bolts were turned.
12,970 stay bolts were put in fire boxes.
6,000 patch bolts were made.
400 wedge bolts were made.
1,000 oil cup screws were made.
200 hose bag springs were made.
400 tube plugs were made. ,

1,000 W.A.B. pins were made. ,

500 W.A.B. bolts were made. ,

1,800 sets valve stem packing were made. ,

1,609 sets metallic packing were made. ,

2,400 sets piston packing were made.
4,000 steam hose and couplings were repaired.
9,000 air brake hose and couplings were repaired.
239 engines and tenders were painted.

Blacksmith shop —

The following was the output of this shop : —

2,137,783 lbs. iron forgings including 721,084 lbs. bolts.
543,722 lbs. steel forgings.

Brass foundry —

The following was the output of this shop: — ,

318,039 lbs. bearings.
66,206 lbs. brass castings.
28,398 lbs. antimonial lead.
16,957 lbs. babbit.

382 lbs. metallic packing. i

Special worlc was done as followss —

Material was prepared and sent out for installing the ' Ord ' ash pit at Stellarton.

An air hoist and crane were made for Gibson.

A large amount of work was done to S.S. Scotia.

The engines for three of the motor cars were completed.

6 tanks were made for motor cars. ,

1 saturating tank was made for axle box packing.

2 water tanks were made.

1 tank for dipping ties was made.
1 stationary oil tank was made.

88 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

1 stationary engine was repaired for Mulgrave.
1 horizontal engine was repaired.
1 shear engine was repaired.
1 new shear head was built.

1 bolt header was overhauled.
13 coal buckets were made.

20 boilers for water service were repaired.

2 stationary boilers were tubed and repaired.

1 pile driver boiler was tubed and repaired.

2 smoke jacks were made.

4 ash pit buckets were made.
24 drip pans were made.
200 frog plates were sheared, punched and straightened.

' Elvin ' automatic driving box lubricators were fitted and applied to one hundred
(100) locomotives.

Alterations were made to ' Ganz ' motor car.

3 steel oil tank frames were repaired.

The following patterns were made and repaired : —
431 made for cast iron.
104 made for steel and malleable.
92 repaired for cast iron, steel and malleable.
475 made for brass castings.
314 repaired for brass castings.

In addition to the above there were a number of patterns replaced that were
destroyed in the fire of 1906.

The following machines were set up in the Moncton locomotive shops : —
1 20-inch high speed Bertram lathe.
1 24-inch " " " "

1 21-inch drilling machine.
1 4-inch centering machine.
' 1 twist drill grinder.

In addition to the work mentioned above a large amount of work was done and
repairs made for outside shops and for other departments of the railway comprised
in parts as follows: —

Extensive alterations and repairs were made to the plumbing in the agent's dwell-
ing at Chatham Junction, power house, Moncton ; track carpenter shop, general offices,
agent's dwelling at Rothesay, Millerton, Springhill Jimction, Oxford Junction, Mac-
can, Newcastle, Shediac, Canaan, Sussex, Petitcodiac, Hampton, St. John; rest rooms
and freight house, Moncton.

Station stoves and furnaces between the following points were fitted up and re-
paired:— Moncton and St. John, Moncton and Point du Chene, Painsec to Halifax,
Truro to Pictou, Oxford Junction to Sydney, Moncton to St. Flavie, Loggieville to
Fredericton, Indiantown, Dalhousie and Dartmouth branches.

In Amherst engine sheds were fitted up, two large stoves and one sand drier with
pipes and roof ventilators.

Cur shops —

The following rolling stock was rebuilt to replace a similar number condemned : —

2 box. 25 platform.

1 hopper. 2 tank.

Three of the platform were rebuilt diamond flangers.

II INTERCOLONIAL RAILWAY

SESSIONAL PAPER No. 20

The following rolling stock received heavy repairs: —

4 official. 18 baggage.

2 parlour. 300 freight.

18 sleeping. 3 refrigerators.

4 dining. 31 vans.

43 first class. 3 flangers.

48 second class. 1 tool car.

16 postal. 26 snow ploughs.

The following rolling stock received light repairs: —

13 official. 34 baggage.

2 parlour. 9,786 freight.

25 sleeping. 11 snow ploughs.

1 dining. 2 auxiliary.
63 first class. 1 Sanger.
71 second class. 33 A-ans.

22 postal.

The following cars were scraped, filled and varnished: —

5 first class. 1 second class.

2 postal.

The following cars were cleaned, painted and varnished: —

2 sleeping. 11 postal.

8 first class. 6 baggage.

17 second class. 1 auxiliary.

The following cars were cleaned and varnished: —

2 parloux". 15 second class.

1 official. 6 postal.

14 sleeping. 11 baggage.
5 dining. 2 vans.

30 first class. 1 motor.

The following rolling stock was painted: —

31 vans. 9 Hart convertible.

220 box. 12 flangers.

153 platform. 12 snow ploughs.

37 hoppers. 2 tool.

13 refrigerators. 1 auxiliary.

2 stock. 1 gas holder car.
15 gondolas. 12 tank.

The following cars were burnt ofF, painted and varnished: —

2 sleeping. 7 second class.

2 official. 2 baggage.

0 first class.

Special work was done as follows : —

2 postal ears were changed to second-class and baggage.
120 freight cars and snow ploughs were equipped with W.A.B.

38 freight cars and and snow ploughs were equipped with M.C.B. coupler.
151 wooden freight car trucks were made and applied.
5,074 new chilled wheels were pressed on axles.
2,284 second-hand chilled wheels were pressed on axles.
148 new steel wheels were pressed on axles.
542 second-hand steel wheels were pressed on axles.

90 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

3,296 steel tires were turned.
8,757 wheels were taken off axles.

873 new axles were turned.
3,433 second-hand axles were turned.
348 end doors for box cars were made.
15 Hart convertible dump carts had sides and ends raised.
8 pulleys were made and set up.

15 platform cars were fitted up for oil tanks.
1 double-ended snow plough was built.

1 auxiliary car was partly built.

50 new pilots were made.

345 wooden bolsters were made.
14 box car tops were fitted up for rest houses.
2,000 side ladders were made for box cars.
In addition to the lumber prepared for repairs, &c., 501,400 feet was milled on
store orders.

505 manufactured orders delivered to store.

In addition to the numerous articles made and repaired for this department at
Moncton and for outside shops, a great deal of work was done for the maintenance
and trafiic departments and also for other departments of the railway.

Water service —

This service was maintained in efficient condition over the whole line.

The following work was done in the shops at Richmond: —
18 locomotives received heavy and 55 specific repairs.
13 boilers were retubed.
24 fire boxes were patched.
43 boilers were tested.

4 sets of driving truck wheels were retired.
18 sets of driving tires were turned off.

51 .pairs of engine truck tires were turned off.

337 pairs of tender and car truck tires were turned off.

2 new engine truck wheels were applied.

41 pairs new tender truck wheels were applied.
1 new tender frame was made.
17,405 bolts were forged.
53,740 bolts were screwed.
3,320 studs were screwed.

16 engines and tenders were painted.

200 sets metallic piston rod packing were made.
243 sets metallic valve stem packing were made.
A large number of passenger and freight cars were repaired in the shops during
the year.

In addition to the above regular work of this department a large amount of work
was done for the maintenance and traffic departments and also for other departments
of the railway.

The following new machines were received and set up : —
1 36-inch lathe.
1 double head emery wheel tool grinder.

The following work was done in the shops at River du Loup: —

17 locomotives received general, 18 medium and 30 specific repairs.
28 boilers were retubed.

li' IXTERCOLONIAL RAILWAY 91

SESSIONAL PAPER No. 20

27 fire boxes were patched.
70 boilers were tested.
75 driving tires were turned off.
62 engine truck tires were turned off.
224 tender truck tires were turned off.
47 pilots were made and applied to locomotives.
5 tender frames were made.
8,176 bolts were forged.
36,374 bolts were screwed.
875 lbs. rnits were tapped.
34 engines and tenders were painted.
305 sets metallic piston rod packing were made.
244 sets metallic valve steam packing were made.
122,471 lbs. iron forgings.
Light repairs were made to a number of freight and passenger cars during the
year.

A large amount of work was also done for the maintenance and traffic departments
of the railway.

The following new machines were received and set up : —
1 20-inch new type single belt high speed lathe.
1 centering machine.
1 pipe bender.

92

DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VII., A. 1909

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94 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDVW\RD VII., A. 1909
No. 2.— INTERCOLONIAL RAILWAY.
, Revenue Account, Year ended March 31, 1908.

Expenditure.

Earnings.

Maintenance of way and structures. . . .
Maintenance of equipment

$ cts.

1,630,965 29

1,996,388 62

5,280,521 66

249,559 96

Passenger earnings

$ cts.

2,711,416 98
6 054 493 45

Conducting transportation

349 538 06

General expenses

58,110 31

Balance

9,157,435 53
16,123 27

9,173.558 80

9,173,558 80

9,173,558 80

E. & O. E.,

MONCTON, N.B.

S. L. SHANNON,

Comptroller.

No. 3.— INTERCOLONIAL RAILWAY.
Maintenance of Way and Structures^ Year ended March 31, 1908.

No. 1 , Repairs of roadway

2. Renewals of rails

3. Renewals of ties

4. Repairs and renewals of bridges and culverts

5. " Fences, road crossings, signs and cattle guards

6. " buildings and fixtures

7. " docks and wharfs

8. " telegraph

9. Stationery and printing

10 . Other expenses

E. & O. E.,

MoNCTON, N.B.

S cts.

980,140"27

88, 251? 53

225,390 13

53,441 19

55,292 69

203,297 04

16,738 32

2,269 53

4,412 52

1,732 07

1,630,965 29

S. L. SHANNON,

Comptroller.

ii INTERCOLONIAL RAILWAY

SESSIONAL PAPER No. 20

No. 4.— INTERCOLONIAL EAILWAY.
Maintenance of Equipment, Year ended March 31, 1908.

95

No. 1 1 . Superintendence

12. Repairs and renewals of locomotives

13. " passenger cars

14. " freight cars

15. " work cars

16. " marine equipment

17. " shop machinery and tools

18. Stationery and printing

19. Other expenses

$ cts.

100,534 97

783,200 72

310,214 15

604,984 64

32,527 04

4,028 16

64,942 83

11,567 13

84,388 98

1,996,388 62

E. & O. E.,

MONOTON, N.B.

S. L. SHANNON,

Comptroller.

No. 5.— INTERCOLONIAL RAILWAY.
Conducting Transportation, Year ended March 31, 1908.

No. 20.
u_ 21.

22.

23.

24.

25.

26.

27.

28.

29.

30.

31.

35.

36.

37.

38.

39.

40.

42.

43.

45.

46.

33.
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44.

Superintendence

Engine and roundhouse men

Fuel for locomotives

Water supply for locomotives

Oil, tallow and waste for locomotives

Other supplies for locomotives

Train service

Train supplies and expenses

Switchmen, flagmen and watchmen

Telegraph expenses

Station service

Station supplies

Loss and damage

Injuries to persons

Clearing wrecks

Operating marine equipment v

Advertising

Outside agencies

Stock yards and elevators

Rents for tracks, yards and terminals

Stationery and printing

Other expenses

Ck.

Car service $ 148,166 99

Hire of equipment 13,031 78

Rents of buildings and other property 952 06

i cts.

129

278

27

872

242

12

1,786

526 70

62

795

46

48

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80

17

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67

188

168

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142

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79

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411

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5,442.672 49

162

150183

5,280,521

66

E. & O. E.,

MONCTON, N.B.

S. L. SHANNON,

Comptroller.

96

DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909
No. 6.— INTERCOLONIAL EAILWAY.
General Expenses^ Year ended March 31, 1908.

No. 47. Salaries of general officers

48. Salaries of clerks and attendants

49. General office expenses and supplies. . .

50 . Insiirance

51 . Law expenses

52. Stationery and printing, general offices

53. Other expenses

$ cts.

14,719 92
88,317 86
26,956 17
85,564 33
13,851 27
13,956 77
6,193 64

249,559 96

E. & 0. E.,

MoxcTON, N.B.

S. L. SHANNON,

Comptroller.

INTERCOLONIAL RAILWAY

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DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

No. 9.— INTEKCOLONIAL EAILWAY .
Statement of Averages^ Year ekded March 31, 1908.

Mileage of railway

Engine mileage .-

Total train mileage

Total car mileage

Ratio of earnings to gross earnings —

Passenger

Freight

Mail and express

Miscellaneous

Gross earnings per mile of railway Dollars,

" engine mile Cents.

" train mile Dollars,

" car mile '. Cents.

Ratio of expenses to gross earnings — •

Maintenance of way and structm-es

Maintenance of equipment

Conducting transportation

General expenses

Expenses per train mile — .

Maintenance of way and structures Cents.

Maintenance of equipment "

Conducting transportation "

General expenses "

Expenses per mile of railway —

Maintenance of v/ay and structures Dollars,

Maintenance of equipment ' "

Conducting transportation "

General expenses '. ."."TV. ."".'.;. "

Locomotive and car repairs, per locomotive and car —

Locomotives Dollars.

Passenger cars "

Freight cars "

1,448-62
7,862,446
7,335,000
96,706,576

Per cent.

29-56

66-00

3-81

0-63

6,332.62

93-02

1.25

9-49

Per cent.

17-78

21-76

67-56

2-72

22-24

27-22

71-99

3-40

1,125.87

1,378.13

3,645.21

172.27

2,116.76

714.50

53.84

E. & O. K,

MONCTON.N.B,

S. L. SHANNON,

Comptroller.

INTERCOLONIAL RAILWAY

107

SESSIONAL PAPER No. 20

INTEKCOLONIAL EAILWAY OF CANADA.

Office of the General Manager.

MoNCTON, N.B., July 18, 1908.
M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,

Department Railways and Canals,
Ottawa, Ont.

Dear Mr. Butler, — ^Herewith I send you the following statements in connection
with the transactions of the last fiscal year : —
Statement of receipts.
Passenger statement.
Freight statement.

Comparative statement of principal freight carried.
Statement showing quantity of certain articles of freight carried.
Statement of coal shipped.

Yours very truly,

D. POTTINGEE,

INTERCOLONIAL EAILWAY.

Statement of Eeceipts.

Montlis.

Passenger
Traffic.

Freight
Traffic.

Mails and
Sundries.

Total.

1907

April

May

June

July

August

September

October

November

Decem.ber

1908

January

February

March

1907-08

1906-07

S cts.

224,222 OG
205,325 23
233,907 07
317,704 49
352,970 47 I
298,018 96
233,044 36
185,318 96
185,465 59

$ cts.

563,590 41
562,847 24
488,041 79
486,645 12
483,105 54
480,593 70
537,797 77
533,707 42
509,238 59

161.459 38 463,971 43
142,930 29 ! 433,758 95
171,050 12 511,195 49

2,711,416 98

2,542,432 38

S cts.

30,139 87
30,923 48
32,192 41
32,102 76

30.732 55
28,953 48
32,175 00
35,114 24

34.733 07

31,452 49
29,235 68
59,793 34

6,054,493 45

407,648 37

5,418,106 76 ! 345,446 55

S ct^.

817,952 34
799,095 95
754,141 27
836,452 37
866,808 56
807,566 14
803,017 13
754,140 62
729,437 25

656,883 30
606,024 92
742,038 95

9,173,558 80

8,305,985_69

J. E. Bruce,

Traffic Auditor.

S. L. SHANNON.

Comptroller.

108

DEPARTMENT OF RAILWAYS AND OANALS 11

8-9 EDWARD VII., A. 1909

INTEECOLONIAL RAILWAY.
Passenger Statement.

Months.

Local.

Through.

Number.

Mileage.

Number.

Mileage.

Total.

Number.

Mileage.

1907.

April

May

June

July

August

September.
October.. . .
November. ,
December. .

1908.

January. . . .
February. . .
March

1907-08

1906-07 (12mos.)..

178,198
191,681
208,457
285,632
316,400
256,303
212,867
191,244
205,925

183,383
168,496
195,300

6,269,803

6,798,351

8,852,167

12,352,592

12,180,565

11,164,069

7,822,862

6,065,521

7,167,067

5,879,343
4,942,466
6,006,463

16,172
19,350
14,221
19,736
28,904
23 , 267
16,583
9,993
13,561

10,320
10,283
13,095

6,334.927
5,039,195
3,241,467
4,116,044
6,149,681
4,880,260
3,393,751
3,342,032
3,680,810

3,471,539
2,890,138
3,596,477

194,370
211,031
222,678
305,368
345,304
279,570
229,450
201,237
219,486

193,703

178,779
208 , 395

12,604,730
11,837,546
12,093,634
16,468,636
18,330,246
16,044,329
11,216,613
9,407,553
10,847.877

9,350,882
7,832,604
9,602,940

2,593,886 95,501,269

195,485

50,136,321

2,789,371 I 145,637,590

2,433,492

95,717,499

252,956

49,034,909

2,686,448 144,752,408

J. R. Bruce,

Traffic Auditor.

S. L. SHANNON.

Comptroller.

INTERCOLONIAL RAILWAY.
Freight Statement.

Months.

Local.

Through.

Tons.

Mileage.

Tons.

Mileage,

Total.

Tons.

Mileage.

1907.

April

May

June

July

August

September.
October.. . .
November. .
December. .

1908.

January. . ,
February.
March. . . .

1907-08

1906-07 (12mos.)..|

269,311
317,545
270,375
259,755
250,712
227,439
225,022
259,480
274,812

267,068
279,613
296,303

60,080,679
66,153,857
44,950,297
40,580,236
41,324,156
40,157,183
44,909,731
46,029,985
50,531,246

63,158,334
64,866,503
60,428,184

84,321!
80,531
07,485'
75,545
76,854
83,017
87,198
83,540
84,0921

41,244,321
36,914,896
34,353,961
33,710,369
31,258,173
34,683,029
41,732,748
39,790,003
42,714,404

59,131 26,409,790
49,210! 24,497,989
75,705' 34,802,287

.353,632'

398,076
337,860
335,300
327,566
310,456
342,220
343, 020 I
358,9041

101,325,000
103,068,753
79,310,258
74,290,605
72,582,329
74,840,212
86,642,479
85,819,98&
93,245,650

326,199 89,568,124
328,823 89,364,492
372,008 95,230,471

3,227,435

623,176,391

906,629' 422,111,970 4,134,064 1,045,288,361

2,663,101

504,707,165

811,188 412,163,612

3,474,2891 916,870,777

J. R. Bruce,

Traffic Auditor.

S. L. SHANNON.

Comptroller.

ii INTERCOLONIAL RAILWAY

SESSIONAL PAPER No. 20

109

INTERCOLONIAL RAILWAY.
Comparative Statement of Principal Freight Carried over the I.C.R.

Description.

Year ended March
31, 1907 (12 mos.)

Year ended March
31, 1908.

Products of Agriculture,

Grain

Flour

Potatoes

Hay

Apples, fruit and vegetables

Other mill products

Cotton

Products of Animals.

Hogs and horses

Sheep and cattle

Lambs

Dressed meats

Poultry and game

Fish, fresh and salted

Oysters

Wool

Hides and leather

Products of Mines,

Coal and coke

Ore

Sand, stone, &c

Slate and granite

Salt

Phosphate

Products of Forest.

Lumber

Bark

Cordwood

Pulpwood

Woodpulp

Shingles

Other forest products

Manufactures.

Petroleum and oils

Sugar

Iron and steel rails

Iron, pig and bloom

Wire rods

Steel billets

Other castings and machinery.

Bar and steel metals

Brick, lime and cement

Agricultural implements

Furniture

Immigrant's effects

Miscellaneous

Grand total.

Tons.

64.064
156.613
25.467
45.275
12.888
39,145

6.680
13,214

*

8.437

24,538

1,370

*

13,623

782.447

68,616

148,950

481.933
15,834
83 . 503

232.653

*

75.104
105.560

57.636
t398.567

74,692
*

*
537.480

Tons.

467.887

3.474.289

100,379
152,862
37,608
38,018
20,408
37,048
4,220

7.942

9.189

1,845«
14,148

1,661
32,740

1,471
462

5,482

1,145.097

60.704

157,152

655

5,317

2,355

500.990
20.034
67.823

286.242
17,243
92,281

167.310

22.205

46.821

'155.258

104,689

53,616

85.469

62.209

. 6 , 640

97,061

3,825

4.200

232

503,147

4.134,064

* Not specified in 1906-07.

t Not specifiediin detail in 1906-07.

S. L.

SHANNON,

Comptroller.

110

DEPARTMENT OF RAILWAYS AND CANALS li

8-9 EDWARD VII., A. 1909

INTEECOLONIAL EAILWAY.

Statement Showing Quantity of the Undermentioned Articles Carried over the I.C.E.
during Fiscal Year ended March 31, 1908.

Articles.

Via
St. John.

Via
Ste. Rosalie.

Via

Montreal.

For Local
Stations.

Totals.

Raw sugar, west bound

Refined sugar, west bound

European freight, west bound..

" east

Grain for shipment, east bound,

Fresh fish

Salt fish

Coal

♦Includes 69,020 tons deals.

J. K. Bruce^

Traffic Auditor.

Tons.

Nil.

723
10

503
Nil.
1,353
1,976
4,245

Tons.

Nil.

5,280

1,080
754

Nil.
199
661
22

Tons.

912
10,555
8,536
8,016
Nil.
3,288
2,856

173

Tons.

4,371

21,073

42,363

*92,178

Nil.

6,224

7,0.34

1,061,694

Tons.

5,283
37,631
52,601
101,451
Nil.
11,064
12,527
1,066,134

S. L. SHANNON.

Comptroller.

INTEKCOLONIAL EAILWAY.

Statement of Coal Shipped over the I.C.E. during Fiscal Year ended March 31, 1908.

From

For the West.

For Local
Stations.

Total.

Via
St. John.

Via
Ste. Rosalie.

Via
Montreal.

Stellarton

Tons.
33

Tons.
22

Tons.
47

Tons.

429,854

36,036

118,543

81,359

90,074

9.895

2,014

125,713

130,735

33,853

163

3,465

Tons.
429,956

36,036

4,212

122,755

81,359

103

90.177

9,895

2,014

23

125.736

130,725

33,853

163

3,465

..-14.245^

22

173

1,061,694

1,066,134

J. E. Bruce,

Traffic Auditor.

S. L. SHANNON.

Comptroller.

ii INTERCOLONIAL RAILWAY 111

SESSIONAL PAPER No. 20

WINDSOE BEANCH EAILWAT.

Office of the General Manager of Go\^rnment Eailways.

MoNCTON, N.B., June 20, 1908.

Sm^ — I have the honour to submit the following statements showing the results
of the working of the Windsor Branch Eailway for the year ended March 31, 1908 : —
No. 1. Eevenue account.
No. 2. Maintenance of way and structures.
No. 3. General balance.
No. 4. Statement of earnings.

I also send you the report of the engineer of maintenance on the condition of the
permanent way and works.

This line, 32 miles in length, was operated during the year by the Dominion
Atlantic Eailway Company on the same terms as last year, the company being allowed
to retain two-thirds of the gross earnings, the balance, one-third, being paid over to
the government, the latter maintaining the line.

The gross earnings for the year show an increase of $1,300.02 over the correspond-
ing twelve months, April 1, 1906, to March 31, 1907, as follows: —

Earnings 1907-8 $56,430 41

Earnings 1906-7 55,130 39

•

Increase , $ 1,300 02

The increase was in freight traffic and in mails and sundries. There was a slight
decrease in passenger traffic.

The net earnings for the year were $18,518.30.
• At Windsor the old station was converted into a baggage room and store room;
the station platform was extended and a siding put in as described in the report on
capital expenditure by the chief engineer of the Intercolonial Eailway.

The engineer of maintenance reports that this line has been kept in its usual
condition, being equally as good as heretofore.

I have the honour to be, sir.

Your obedient servant,

D. POTTINGEE,

, General Manager, Government Railways.

M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,

Department Eailways and Canals,
Ottawa, Ont.

112

DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

No. 1.— WINDSOE BRANCH RAILWAY.

Revenue Account, Year ended March 31, 1908.

Expenditure.

$ cts.

Earnings.

$ cts.

Maintenance of way and structures

37,912 11
18,518 30

14,409 87

40,865 03
1,155 51

56,430 41

56,430 41

E. & O. K,

Moncton, N.B.

S. L. SHANNON.

Comptroller.

No. 2.— WINDSOR BRANCH RAILWAY.
Maintenance of Way and Structures, Year ended March 31, 1908.

Repairs of roadway

Renewals of rails

Renewals of ties

Repairs and renewals of bridges and culverts

Repairs and renewals of fences, road crossings, signs and cattle guards.

Repairs and renewals of buildings and fixtures

Repairs and renewals of docks and wharfs

Stationery and printing

Other expenses

cts.

965 71
044 64 j
050 70 !
465 84 i
126 38 1
515 87 j
551 28 t
15 02 I
176 67 i

37,912 11 j

E. & O. E.,

MONCTON, N.B.,

S. L. SHANNON.

Comptroller.

No. 3.— WINDSOR BRANCH RAILWAY.
General Balance, Year ended March 31, 1908.

Dh.

To Stores department

$ cts.i

49,240 41
135 33

Cr.

S cts.
49,375 74

49,375 74

49,375 74

E. & O. E.,

Moncton, N.B.

S. L. SHANNON,

CompiroUer.

11 INTERCOLONIAL RAILWAY

SESSIONAL PAPER No. 20

No. 4.— WINDSOE BRANCH RAILWAY.
Monthly Statement of Receipts — One-third Earnings.

U3

Month.

Passenger
Earnings.

Freight
Earnings.

Mail
Earnings.

Totals.

April

May

June

July

August

September

October

November

December

January

February

March

1907.

1908.

$ cts.

749 04

783 69

1,325 91

1,48b 85

2,281 36

2,610 99

1 , 475 54

762 97

1,037 79

531 64

626 95

737 14

14,409 87

S cts.

3,104 82
2,482 13
1,876 60
2,979 11
2,316 86
4,098 17
5,627 92
5,006 19
3,285 04
3,717 31
3,211 28
3,159 60

40,865 03

S cts.

95 68
95 68

95 68

96 90
96 90
96 91
96 91
96 91
96 90
95 68
95 68
95 68

$ cts.

3,949 54
3,361 50
3,298 19
4,562 86
4,695 12
6,806 07
7,200 37
5,866 07
4,419 73
4,344 63
3,933 91
3,992 42

1,155 51

56,430 41

E. & O. E.

S. L. SHANNON,

Comptroller.

INTERCOLONIAL RAILWAY.

Office of the Engineer of Maintenance.

MoNCTON, N.B., May 30, 1908.

Sir, — I have the honour to submit herewith the report of the Maintenance of the
Windsor Branch for the year ending March 31, 1908.

track.

During the year 74,831 feet of 4-inch and 4:|-inch rails were taken out of the track
and the same quantity of 4J-ineh rails relaid.

19,507 ordinary ties and 16 sets of switchties were renewed during the year.

SWITCHES and semaphores.

During the year necessary repairs were made to all switches and semaphores.
One new switch was installed during the year.

FENCING.

Necessary repairs were made to existing fences.

SIDINGS.

During the year 1,484 feet of additional siding accommodation has been provided.

wharfs AND TRESTLES.

Windsor, wharf.
20— ii— 8

114 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909
BRIDGES AND CULVERTS.

Repairs.

Ste. Ci'oix:, bridge. Windsor, culverts.

Windsor, Cow bridge. Between Windsor and N-ewport, culverts.

BUILDINGS AND PLATFORMS.

Repairs.

Mount Uniacke, station. Ellershouse. station platform.

Windsor, platform. Hartville, platform.

Windsor, customs room for bonded goods.

GENERAL.

Necessary repairs were made to cattle-guards, road crossings and gates through-
out the line where required.

Glazing was done and glass put in where required.

Outhouses and approaches to public road crossings were whitewashed where re-
quired.

Semaphores, signals and switches were painted when required.
Necessary repairs were made to trollies, hand cars and wheel-barrows throughout
the line.

I find that the Windsor Branch has been kept in its usual condition, being equally
as good as heretofore.

I have the honour to be, sir,

your obedient servant,

T. C. BUKPEEj
Engineer of Maintenance of Way and Works.

D. POTTINGER, Esq.,

General Manager, Government Railways,
Moncton, N.B.

PRINCE EDWARD ISLAND RAILWAY.

Office of the General Manager of Government Railways.

Moncton, N. B., June 30, 1908.

Sir, — I have the honour to submit the following report on the working of the
Prince Edward Island Railway for the fiscal year ended March 31, 1908.

I inclose the report of the superintendent, including statements of the various
accounts, also the report of the chief engineer on the works charged to capital account.

The mileage of the railway was the same as last year, 267 :5 miles.

The expenditure on capital account during the year was $390,461.83.

This makes the total cost of the railway on March 31, 1908, $7,697,761.04. Of
this expenditure during the year $229,875.71 was on account of increased accommoda-
tion at Charlottetown. The details of this work as well as exi^lanations in regard to
a number of other expenditures on capital account will be found in the reports of the
Guperintendent and of the chief engineer.

U PRINCE EDWARD ISLA2fD RAILWAY 115

SESSIONAL PAPER No. 20

The rolling stock was increased by tlie purchase of four heavy locomotives from
the Canadian Locomotive Company, Kingston, Ont., which were received in December
last, and by the construction in the railway workshops at Charlottetown of twenty-
three box freight cars, all of which were charged to capital.

The working expenses for the year were $ 399,947 79

The gross earnings were 304,579 83

Difference $ 95,367 96

The gross earnings for the year show an increase of $21,317.60 over the correspond-
ing twelve months, April 1, 1906, to March 31, 1907, the increase being in both passen-
ger and freight traffic and also in mails and sundries.

There was an increase of $40,358.87 in the working exi)enses compared with the
corresponding twelve months, April 1, 1906, to March 31, 1907.

The necessary work was done to maintain the permanent ways and works and
the rolling stock, and they are in a state of efficiency.

I have the honour to be sir,

your obedient servant,

D. POTTINGER,

General Manager Government Railways.
M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,
Department of Railways and Canals,
Ottawa, Ont.

PRINCE EDWARD ISLAND RAILWAY.

Superintendekt's Office.

Charlottetown^ P.E.L, May 11, 1908.

SiR^ — I have the honour to submit the following report of the working of the
Prince Edward Island Railway for the fiscal year ended March 31, 1908.

I also enclose the report of the mechanical superintendent, and the following
statements prepared by the accountant and auditor and the mechanical accountant
and storekeeper: —

No. 1. Capital account.
2. Revenue account.
.3. Maintenance of way and structures.

4. Maintenance of equipment.

5. Conducting transportation.

6. General expenses.

7. General stores accovmt.

8. General balance.

9. Statement of averages.
Statement of receipts.
Passenger statement.
Freight statement.

Descriptive statement of freight transported.

A. Statement showing the number of locomotives and the various classes

of cars.

B. Statement showing the mileage made and the coal, oil and waste

consximed by locomotives.
The mileage of the railway in operation on March 31, 1908, was 267*5 miles.
20— ii— 8*

116 DEPARTMENT OF RAILWAYS AND CANALS \\

8-9 EDWARD VII., A. 1909
Capital Account.

The total expenditure to March 31, 1907 was $7,307,299 21

The additions during the year were as follows: —

Increased accommodation at Charlottetown.$229,875 71

Im,provements, Summerside 250 00

Murray Harbour Branch 8,002 57

Agent's dwelling. Bear Eiver 1,525 79

Extension to wharf at Souris 51,159 05

New machinery 35,456 50

KoUing stock 73,281 21

$399,550 83
Less — Cheques paid in Ottawa : —

Cardigan & Montague Branch. .. .$6,049 00

Vernon River Branch 2,540 00

Extension of rails along the water

front, Charlottetown 500 00

9,089 00

390,461 83

$7,697,761 04

Increased accommodation at C harlot tetoivn —

A car shop and an erecting shop and a freight shed with offices have been built
at Charlottetown.

Improvements, Summerside —

This was to pay Mr. Geo. Bishop for closing up a right of way across the railway
track to his property.

Murray Harbour Branch —

This was to settle land damages and legal expenses.

Agent's dwelling. Bear River —

A plot of land was purchased and a dwelling erected thereon for the agent.

Extension to wharf at Souris —

This work is still in hand, and will probably be completed the current year.

New machinery —

A quantity of modern machinery has been purchased to equip the new shops with.

Rolling stocTc —

Four locomotives were purchased fx'om the Kingston Locomotive Works and 23
jox freight cars were built by the railway works at Charlottetown.

REVENUE ACCOUNT.
I

The increase in earnings is fairly satisfactory, considering that this year we
were at a disadvantage, as in the previous year navigation closed early and opened
later, and a larger traffic than customary was handled at Georgetown.

The crops for the year 1907 were probably the largest in the history of the prov-
ince, and the prices obtained were above the average.

The fisheries were very productive and good prices prevailed.

ii PRINCE EDWARD ISLAND RAILWAY 117

SESSIONAL PAPER No. 20

The gross earnings and working expenses for the year compare as follows: —

Gross earnings $ 304,579 83

Working expenses 399,947 79

Diflference $ 95,367 96

The gross earnings compare with the previous year as follows : —

In 1906-7 $ 283,262 23

1907-8 304,579 83

Increase $ 21,317 60

The earnings from passenger traffic compare as follows: —

In 1906-7 $ 123,128 20

1907-8 132,382 76

Increase $ 9,254 56

The earnings from freight traffic compare as follows: —

In 1906-7 $ 136,779 09

1907-8 146,280 99

Increase $ 9,501 90

The earnings from mails and sundries compare as follows: —

In 1906-7 $ 23,354 94

1907-8 25,916 08

Increase 2,561 14

The number of passengers carried compare as follows : —

In 1906-7 300,771

1907-8 317,828

Increase 17,057

The weight of freight carrieil compare as follows: —

Tons.

In 1906-7 90,660

1907-8 97,250

Increase 6,590

WORKING EXPENSES.

The working expenses for the year have been very heavy. Three new first-class
passenger cars were built to replace the same number of old cars condemned. This was
rendered necessary in consequence of the steady increase in passenger traffic. A new
station was erected at Tracadie to take the place of the one burned. A new freight
shed was erected at Summerside to replace a wooden building burned. Additions were
made to the coal sheds at Tignish and Souris. A dwelling was erected at Kensington
for the agent. Increases in wages and salaries were given the men of the mechanical

118 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

and road departments and some otliers, and a contribution to the provident fund. In
all upwards of $44,000 was used for extraordinary purposes.

The working expenses compare with the previous year as follows : —

In 1906-7 $ 359,588 92

1907-8 399,947 79

Increase $ 40,358 87

The averages compare with the previous year as foUows: —

Per mile run by locomotives.

In 1906-7 82-30

1907-8 90-49

Per mile run by trains.

In 1906-7 112-23

1907-8 120-75

Expenditure per mile of railway.

In 1906-7 $ 1,060 48

1907-8 1,497 92

TRACK.

Twenty-eight thousand eight hundred and seventy-two railway track ties, twenty-
six sets switch ties and twenty-seven switch head-blocks with frames were renewed.

One thousand cull ties were used in yards and sidings.

Seven hundred and twenty feet of 56-lb. steel rails were laid on back of wye at
Mt. Stewart and 300 feet of 56-lb. steel rails laid in yard to replace old iron rails.
Six hundred and sixty feet of 80-lb. steel rails were laid on main line near Charlotte-
town, and a new steel frog and a set of switch gear put in. One mile of 56-lb. steel
rails were laid on main line between Charlottetown and Royalty Junction to replace
50-lb. steel rails.

Twenty hand cars received general repairs.

smiNGS.

At Conway the siding was extended 52 feet.

At Summerside the scale siding was extended 132 feet and 180 feet 56-lb. steel
rails were laid in yard to replace iron rails.

At Emerald the engine house siding was extended 90 feet.

At Hunter River 74 feet of 56 lb. steel rails were laid on siding to replace iron
rails.

At Royalty Junction the eastern division of the main line was extended 441 feet
with 56-lb. steel rails so as to allow trains to run alongside of each other in order to
transfer freight and baggage quickly.

At McNeill's mill siding was shifted and ballasted.

At Souris 300 feet of new siding, a new frog and a set of switch gear were put
in at back of coal shed to unload coal more conveniently.

At Harmony siding was extended 643 feet and made a through siding.

At Marie the siding was extended 150 feet.

At Douglas a new siding, 270 feet, was put in.

At Vernon the siding was extended 50 feet.

At Uigg the siding was extended 160 feet and made a through siding.

At Hopefield the siding was extended 136 feet.

ii PRINCE EDWARD ISLAND RAILWAY 119

SESSIONAL PAPER No. 20

FENCING.

There were 28,987 feet of Page wire fence erected on cedar posts; 4,150 feet per-
manent snow fence built; 1,275 feet snow fence rebuilt, and 162 panels of portable
snow fence, 8 and 10 feet long, built and placed where most needed. During the fall
and winter a large quantity of temporary snow fence was erected with brush and other
material.

All fences requiring repairs received attention.

BALLASTING.

Four hundred and fifty-one cars of ballast were distributed on main line.
Two hundred and sixty-nine cars of ballast were distributed in places where most
needed.

BRIDGES.

At West Devon, St. Peter's, Midgell and Pine Brook bridges received new cover-
ings of hard pine ties and coverings were painted.

At Mt. Stewart, Peakes and Perth bridges received hard pine ties.
All other bridges were examined and repairs made where necessary.

CULVERTS.

At Tignish a new cast iron pipe culvert, 36 feet long, 18 inches in diameter, was
put in to replace a wooden one.

At Deblois and Bloomfield new wooden culverts were built.

At Mt. Stewart a new cast-iron pipe culvert was put in to replace a wooden one.

At Pisquid two cast-iron pipe culverts were put in to replace wooden culverts.

At Peakes a concrete culvert pipe, 18 inches in diameter, 32^ feet long, was put
in to replace a blind drain.

Thirty-six wooden culverts were rebuilt and a number repaired with new timber.

Fifty-six cattle-guards were renewed with hemlock ties, hard pine, stringers, hem-
lock mud sills, hemlock timber and wall plates.

A new farm crossing was put in near St. Charles,

Seven cattle-guards were rebuilt.

WHARFS AND BREASTWORKS.

At Summerside 35 feet of wharf was rebuilt with hemlock piles, hemlock timber
and plank. In repairing portion of wharf damaged by steamer Empress, the following
material was used: 13 creosoted piles, 27 hemlock piles, 16 tons timber, 4,628 super-
ficial feet of hemlock deals, 324 feet hard pine and 958 lbs. iron for drift bolts. Re-
pairs were made to breastwork at Mill siding.

At Alberton repairs were made to wharf.

At Charlottetown breastwork was repaired.

At St. Peters a portion of the breastwork, 78 feet long, was repaired, for which
purpose 6 cars brush, 37 cart loads of brush and a large number of old ties were used.

At Marie 220 feet of concrete sea wall was built.

BUILDINGS AND PLATFORMS.

Tignish. — The engine-house was repaired. Storm doors were placed on agent's
dwelling. An addition to coal shed, consisting of 100 feet, and a new coal shed for
agent were built. A new station platform, 40 feet, was made. Windows in agent's
dwelling and engine-house were repaired and glazed.

Alberton. — Repairs were made to agent's dwelling and freight house. Warehouse
on wharf received a new roof.

120 DEPARTMENT OF RAILWATf^ AND CANALS ii

8-9 EDWARD VII., A. 1909

Piusville. — A new loading platform was built and station doors repaired.

St. Louis. — A new loading platform was built.

Elmsdale. — A new loading platform was built.

Bloomfield. — Cattle pen was repaired.

Duvar. — The station platform was renewed.

Coleman. — A new ticket office was placed in station and station windows repaired
and glazed

McNeill's Mill. — Repairs were made to station.

Port Hill. — Repairs were made to station and platform. Agent's dwelling was
papered.

Northam. — A new loading platform was built.

Richmond. — A new loading platform was built.

Summerside. — Telegraph office was sheathed and painted and a new floor put in
it. A new door and circle ticket window were placed in ticket office. The office in
new freight shed was sheathed and painted and new desks made and placed in it. A
new door was placed on engine-house. Agent's dwelling was paintetd inside and out-,
side. Station was repaired. Coal shed was repaired and new coal trucks built.

Kensington. — A new station platform was built and a new station lamp put up.

Freetown. — Repairs were made to station platform.

Emerald. — Engine-house and station platform were repaired. A new flue was
built in agent's dwelling

Cape Traverse. — Station was shingled and painted inside. Office and dwelling
were sheathed and dwelling painted. A new door was put on waiting-room.

Breadalbane. — A new concrete platform was put down and a new section tool
house built.

Hunter River. — Agent's dwelling was papered and painted inside and outside.

North Wiltshire. — Waiting-room and office were sheathed and painted and new
floors put in them.

Royalty Junction. — Station was raised and moved 15 feet and received new sills
and foundations. Waiting-room and office were sheathed and received new floors. A
new floor was put in freight house and a new concrete platform put down at west end
of station. Waiting-room and office were painted.

Souris. — An addition to coal shed, 50 feet by 21 feet, and a coal hoist were built.
Engine-house was repaired. Waiting-rooms and office of station were painted.

Bear River. — A well was sunk for agent.

St. Peter's. — A new coal shed, 14 x 40 feet, was built and repairs made to station
platform. Agent's dwelling was painted inside and outside.

Morell. — A new floor was put in waiting room and 3 pairs of new sashes placed
in dwelling. Roof of agent's kitchen received a new covering.

Ashton. — A concrete reservoir was put in tank.

'Dundee. — The station platform was renewed.

Douglas. — The station platform was renewed.

Mt. Stewart. — Waiting-rooms and office were painted. A new roof was placed on
coal shed, also one on section tool-house. Repairs were made to agent's dwelling, sta-
tion and platform.

Tracadie. — A new caretaker's station, 20 x 40 feet, was built, also a new platform.
Station was painted.

Bedford. — New section tool-house, 12 x 20 feet, was built to replace the former
one which was destroyed by fire.

Cardigan. — A new section tol-house, 14 x 22 feet, was built, also a new pantry and
pumi>-house for agent. A new door was placed on the freight house and necessary
repairs made to station and platform.

Montague. — A Haggis tank was supplied.

Georgetown. — A coal hoist for coaling engines was built and repairs made to
engine-house.

ii PRINCE EDWARD ISLAND RAILWAY 121

SESSIONAL PAPER No. 20

Village Green. — The station platform was extended 62 feet.
Mt. Herbert. — Repairs were made to station door.
Vernon. — A new loading platform was built.

Murray Harbour. — Sixty-six feet of new loading platform was built. All other
buildings were repaired where necessary.

STORES.

The value of stores purchased was $ 154,304 36

The value of stores used was 135,497 30

The value of material sold was 4,042 16

The value of stores on hand at the end of the year was : —

Miscellaneous $ 57,305 80

Fuel 14,615 91

Roadway and bridge material 9,644 50

$ 81,566 21

GENERAL.

The rolling stock, road-bed and buildings have all received generous attention
nnd are in a state of efficiency.

I enclose a return of casualties which occurred during the year.

I have the honour to be, sir,

your obedient servant.

G. A. SHARPE,

Superintendent.

D. POTTINGER, Esq., I.S.O.,

General Manager Canada Government Railways,
Moncton, N.B.

122

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

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ii PRINCE EDWARD ISLAND RAILWAY

SESSIONAL PAPER No. 20

No. 2.— PKINCE EDWAED ISLAND EAILWAY.

Eevenue Account — Twelve Months ended March 31, 1908.

123

Expenditure.

Maintenance of wav and structures

Maintenance of equipment

Condurtine transportation

General expenses

$ cts.

118,142 53
72,309 47

195,082 03
14,413 76

399,947 79

399,947 79

Earnings.

Passenger earnings

Freiglit earnings

Mails and express earnings

Balance

$ cts.

146,280 99

132,382 76

25,916 08

304,579 83
95,367 96

399,947 79

E. & O. E.,

Charlottetown, P.E.L

W. T. HUGGAN,

Accountant and Auditor.

No. 3.— PEINCE EDWAED ISLAND EAILWAY.

MAINTENA^•CE OF WaY AND STRUCTURES — TWELVE MONTHS ENDED MaRCH 31, 1908.

No. 1 . Repairs to roadway

2. Renewals of rails

3. " ties

4. Repairs and renewals of bridges and culverts

5. " fences, road crossings, signs and cattle-guards

6. " buildings and fixtures

7. " docks and wharts

9. Stationery and printing ^

Total

Less —

8. Repairs and renewals of telegraph

$ cts.

77,

525 00

1

.S41

19

9

375

45

1

057

41

6

373

90

20

430

S7

1

927

12

211

01

118

241

95

99

42 i

118

142

53

: O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

No. 4.— PEINCE EDWAED ISLAND EAILWAY.
Maintenance of Equipment — Twelve Months ended March 31, 1908.

No. 11 . Superintendence

12. Repairs and renewals of locomotives

13. " passenger cars

14. " freight cars

15. " work cars

17. " .shop machinery and tools

18. Stationery and printing

19 . Other expenses

6

065

06 1

23

602

63

23

237

58

8

507

90

1

899

3S

5

018

36

295

13 1

3

683

43

72,309 47

E. & O. E.,

Charlottetown, P.E.L

W. T. HUGGAN,

Accountant and Auditor.

124

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909
No. 5.— PRINCE EDWARD ISLAND RAILWAY.

Conducting Transportation — Twelve Months ended March 31, 1908.

No. 20. Superintendence

21 . Engine and roundhouse men

22 . Fuel for locomr)tives

23 . Water suppl v for locomotives

24. Oil tallow and waste for locomotives

25 . O ther supplies for locomotives

26 . Train service

27 . Train supplies and expenses

28 . Switchmen, flagmen and watchmen

29. Telegraph expenses

30. Station service

31 . Station supplies

35 . L'iss and damage

37 . Clearing wrecks

38. Elevation and long shore labour

39. Advertising

45 . Stationery and printing

46 . Other expenses

Total

34. Hire of equipment S8, 165 12

44. Rents of buildings and other property 69 50

$ cts.

8,122 46

35,993 72

46,962 38

2,533 29

2,472 24

632 56

31,582 23

6,537 07

5,677 49

6,796 17

43,078 47

5,919 20

881 24

188 86

199 00

624 73

5,701 29

36 25

203,938 65

8,856 62
195,082 03

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

No. 6.— PRINCE EDWARD ISLAND RAILWAY.
General Expenses — Twelve Months ended March 31, 1908.

No 47 . Salaries of general officers

48. Salaries of clerks and attendants

49. General office expenses and supplies. . .

50 . Insurance

51 . Law expenses

52. Stationery and printing, general offices

53 . Other expenses

S cts.

1

560

00

5

349

28

1

020

46

4

438

43

249

15

547

68

1

248

76

14

413

76

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

il PRINCE EDWARD ISLAND RAILWAY

SESSIONAL PAPER No. 20

Xo. 7.— PRINCE EDWARD ISLAND RAILWAY.

125

Gexeral Stores Account — Twelve Months ended March 31, 1908.

1907.

March 31 .

1908.
March 31..

March 31.

Dr.

iTo bal«ince Ijr^upht forward.

Tc P:;rchases durin? the year ^

Charges from other departments.
Pay rolls

Cr.

^.y Issues durinc the year.

$ cts.

S cts.

144,064 33
6,529 13
3,710 90

S cts.
66,801 31

f Ordinary stores, including stationerv I 57,30.5 80

Falanoe }^ Fuel | 14.615 91

1 Roadway and bridge material 9,644 50

154

304

36

221

105

67

139

539

46

SI. 566 21

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

No. 8.— PRINCE EDWARD ISLAND RAILWAY.
General Balance — Twelve Months ended March 31, 1908.

Dr.

General stores

Post Office Department

Cash

Station agents

Accident Insurance

Railway exten.sion, Charlottetown.. . .
Department of Militia and Defence. . .

Intercolonial Ry

Canadian Express Company

Anglo-American Telegraph Company .

Sidney Grey

Judge Weatherbie

John McKinnon

Bursar, St. Dunstan's College

Rents

Canadian Northern Ry

Chicago & North- Western Ry

Charlottetown Steam Navigation Co..

Eastern Steamship Company

Lake Shore & Michigan Southern Ry.

Northern Pacific Ry

Pennsjivania Ry

Southern Pacific Ry

Wabash Ry

$ cts.

81

566

21

12

411

S2

2

464

16

2

442

03

2

225

69

812

83

603

80

444

33

133

68

46

43

45

87

30

00

12

75

10

80

7

(K)

o

40

3

06

1

37

5

35

0

15

1

(X)

1

60

0

53

13

93

103

289

79

Cr.

S cts.

Dominion account 101 , 203 31

Rhodes. Curry & Company,

L^nclaimed wages

Stores expenses

Suspense account

New York, New Haven & Hartford Ry.
Dominion -\tlantic Ry

1,433 20

563 51

50 31

30 15

6 41

2 90

103,289 79

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

126 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909
No. 9.— PEINCE EDWAED ISLAND RAILWAY.
Statement of Averages for Twelve Months ending March 31, 1908.

Mileage of railway

Engine mileage

Total train mileage

Total car mileage

Ratio of earnings to gross earnings — •

Passenger

Freight ■

Mails and express

Gross earnings per mile of railway Dollars

" engine mile Cents . .

" train mile Dollars

" car mile. . ._ Cents . .

Ratio of expenses to gross earnings —

Maintenance of way and structures

Maintenance of equipment

Conducting transportation

General expenses

Details of Expenses per Train Mileages.

Maintenance of way and structures —

No. 1 . Repairs of roadway Cents.

2. Renewals of rails "

3 . " ties "

4. Repairs and renewals of bridges and culverts "

5. " fences, road crossings, &c "

6. " buildings and fixtiu-es "

7. " docks and wharfs "

8 . " telegraph (credit) "

9. Stationery and printing "

Maintenance of equipment —

No. 11 . Re superintendence Cents.

12 . Repairs and renewals of locomotives "

13 . " passenger cars "

14. " freight cars "

15. " work cars "

17. " shop, machinery and tools "

18 . Stationery and printing "

19 . Other expenses "

Conducting transportation —

No. 20. Superintendence Cents.

21 . Engine and roundhouse men "

22. Fuel for locomotives "

23 . Water supply for locomotives "

24. Oil, tallow and waste for locomotives "

25 . Other supplies for locomotives "

2C . Train service "

27 . Train .supplies and expenses "

28 Switchmen, flagmen and watchmen "

29 . Telegraph expenses "

30. Station service "

31 . Station supplies "

34 . Hire of equipment (credit) "

35 . Los.i and damage "

37. Clearing wrecks "

38. Operating marine equipment "

39. Advertising "

44. Rents of buildings and other properties (credit) "

45 . Stationeri' and printing '. "

4('p . Othei e.Ypenses "

General expenses —

No. 47 . Salaries of general officers Cents.

48. Salaries of clerks and attendants "

49 . General office expenses and supplies "

50. Insurance "

51 . Law expenses "

52. Stationery and printing (general offices) "

53 . Other expenses "

Expenses per mile of railway — ■

Maintenance of way and structures • Dollars

Maintenance of equipment "

Conducting transportation "

General expenses "

E.vpenses per train mile — ■

Maintenance of way and structures Cents.

Maintenance of equipment "

Conducting transportation "

General expenses "

267

441,975

331,2.32

2,073,207

E. & O. E.,

Charlottetown, P.E.L

W. T. HUGGAN,
Accountant and Auditor.

U PRINCE EDWARD ISLAND RAILWAY 127

SESSIONAL PAPER No. 20

PEINCE EDWAED ISLAND RAILWAY.

Descriptive Statement of Freight Transported, Twelve Months ended March 31, 1908.

Products of

Commodity

Tons.

A^culture.

Animals.

Mines.

Forest .

Manufactures.

Miscellaneous.

Grain

Flour

Other mill products. .

Hay

Tobacco

Cotton

Fruit and vegetables.

Live stock

Dressed meats

Other packing house products.

Poultry, game and fish

Wool

Hides and leather

(Anthracite coal
Bituminous coal
Ores
Stone, sand, and other like articles.

Limiber

Petroleum and other oils

Sugar

Naval stores

Iron, pig and bloom

Iron and steel rails

Other castings and machinery..

Bar and sheet metal

Cement

Agriciiltural implements

Wagons, carriages, tools, &c....

I Wines liquors and beers

[ Household goods and furniture.

Other commodities not mentioned above.

Total weight.

19,699

3,978

740

1,689

100

18

2,268

2,387
2,077

653

3,373

21

337

43

4,846

205

2,171

12,915

721

863

47

54

50

440

216

1,198

455

127

341

356

34,862

97,250

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,
Accountant and Auditor.

PRINCE EDWARD ISLAND RAILWAY.
Statement of Receipts.

Months.

Passenger
Traffic.

Freight
Traffic.

Mails and
Sundries.

Total.

1907.

April

May

June

July

August

September
October. . .
November.
December.

1908—

January. . .
February. .
Marcli

1907-08

1906-07

S cts.

8,611 45

8,597 47

9,222 11

18,823 81

17,803 16

14,326 81

12,791 44

9,947 47

9,925 21

7,513 36|
6,552 061
8,268 41

$ cts.

11,836 78
15,259 10
12,980 78
12,940 81
11,374 47
10,258 32
13,106 92
18,789 60
11,122 31

$ cts.

2,781 21;
1,858 92'
1,753 97j
1,865 69
1,816 18
1,816 18
1,761 24
1,904 49
1,828 97

S cts.

23,229 44
25.715 49
23,956 86
33,6.30 31
30,993 81
26,401 31
27,659 60
30,641 62
22,876 49

6,883 27 1,868 60 16,265 23
10,228 78' 3,722 47 20,503 31
11,499 79 2,938 16 22,706 36

132,382 76' 146,280 99' 25,916 081 304,579 83

123,128 20, 136,779 09; 23,354 94 283.262 23

E. & O. E.,

Charlottetown, P.E.I.

W. T. HUGGAN,
Accountant and Auditor.

128

DEPARTMENT OF RAILWAYS AND CANALS i!

8-9 EDWARD VII., A. 1909
PRINCE EDWARD ISLAND RAILWAY.

Freight Statement.

Montlis.

April

May

June

July

August

September
October. . .
November.
December.
January. . .
February. .
March

1907-08.

Tons.

7,164
9,662
8,377
8,509
7,381
0,551
8,779
13,351
7,035
4,095
7,361
8,385

Mileage.

269 , 586
346,100
304,074
374,883
273,912
150,754
286,129
447,621
253,887
188,556
338,615
344,642

97,250 3,578,759

1906-07.

Tons

4,268
9,936
9,313
6,759
0,190
6,494
12,712
10,092
8,520
4,863
4,803
6,710

90,660

Mileage.

145,278
336,095
316,542
251,073
206 , 282
223,013
424,226
334,571
333 , 549
219,114
180,701
244,169

3,215,213

E. & O. E.,

Charlottetowx, P.E.I.

W. T. HUGGAX,

Accountant and Auditor.

PRINCE EDWARD ISLAND RAILWAY.
Passenger Statement.

Month>

1907—

April

May.

June

July

August

September. . .

October

November. . .
December. . .

1908—

January

February. . . .
March

1907-8

1906-7

Local.

Through.

Total.

Number.

Mileage.

Number.

Mileage.

Number.

Mileage

23,134

477,869

330

16,545

23,464

494,414

24,548

447 , 020

4S3

23,002

25,031

470,022

21,300

444,931

1,271

58,653

22,571

503,584

44 , 835

1,074,908

2,236

101,932

47,071

1,176,840

31,679

727,720

4,083

196,251

35,762

923,971

24,174

540,112

3,775

187,856

27,949

727,908

27,791

705,064

1,232

55,296

29,023

760,360

24,104

554,947

1,519

73,517

25,623

628 , 464

25,299

499,809

1,171

51,471

26,470

551,280

18,040

404,926

416

20,116

18,456

425,042

15,296

352,309

135

6,742

15,431

359,051

20,617

423,047

360

12,815

20,977

436,462

300,817

6,653,262

17,011

804,196

317,828

7,457,458

284,041

6,129,419

16,730

794,870

300,771

6,924,289

E. & O. E.,

Charlottetowx. P.E.I.

W. T. HUGGAN,

Accountant and Auditor.

U PRINCE EDWARD ISLAND RAILWAY 129

SESSIONAL PAPER No. 20

A.— PEINCE EDWARD ISLAND EAILWAY.

Statement Showing the Number of Locomotives and the "Various Classes of Cars and
other Eolling Stock on March 31, 1908.

m
a
>

O

i

Classification of Cars.

1
0

g

8
2

10

10
2

2

1

1
9

To

2

11;

M
C

9
9

i

1

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3
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On hand, serviceable, March 31, 1907

27

23

12
12

5
2

7

4

3

1

5

1

6

1
1

2
2

4

•■

248

146
1

494

8

17
2

27
4

248
"23

~i

21

22

' Total equipment, April 1. 1907

Purchased and charged to capita! account... .

4

4

147

502
"'23

526

8
8

16

5

11
514

19

1
2

3
3

1

4

1
1

2

2
4

6

1

i

1

4
2

2

2
2

4

3

21

22

147

1
4

5

2

3
144

131

7

4

271

19

^

. . . . l'

2

—

—

—

1

—

2

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1

3

....

—

—

—

2

—

To be rebuilt .

1 2

Hi 5

1
3

1

31

23

4

271

3
3

21
21

22
22

18

Total equipment, March 31. 1908. . . .

■

,

31

23

12

7

4

4

271

147

625

19

Charlottetown, March 31, 1908.

S. F. HODGSON.

M'echanical Accountant.

20— ii— 9

130

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

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ii PRINCE EDWARD ISLAND RAILWAY

SESSIONAL PAPER No. 20

PEIJSTCE EDWAED ISLAND EAILWAY.

131

Accidents During Period ended March 31, 1908.

Cause of Accident.

Passengers.

Employees.

Others.

Total.

Killed

Injured.

Killed

Injured.

Killed

Injured .

Killed

Injured .

1. Fell from cars or engine

2. Jumping on or off trains or engines

1

1

3. At work on or near the track making up

1

1

4. Putting arms or heads out of windows..

5. Coupliue: cars

.::..: .......:

6. Collisions, or by trains thrown from

7. Struck by engines or cars on highway

8. Walking, standing, lying, sitting or
being on track

1

I

10. Striking bridges

35

35

*

Total

1

37

1

37

Charlottetown, P.E.I,, May 14, 1908.

20— ii— 9;

132

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

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ii PRINCE EDWARD ISLAND RAILWAY 133

SESSIONAL PAPER No. 20

PRINCE EDWAED ISLAND RAILWAY.

Office of the Chief Engineer.

MoNCTON, N.B., May 18, 1908.

Sir, — I have the honour to submit the following report on capital account ex-
penditure for the fiscal year ending March 31, 1908.

Extension io ivharf, Souris —

Plans and specifications were prepared, tenders called and contract let for an
extension to the existing wharf at Souris. The dredging was completed and the crib
work built, ballasted and faced with reinforced concrete to low water mark. A large
portion of the balance of the material required for the construction of the wharf was
delivered on the ground.

Agent's dwelling at Bear River —

This dwelling was provided.

Murray Harbour Branch, land purchase —

In connection with this account the following amounts were paid: —

Geo. Forbes Lot O

Wm. Ballum, jr ''

Wm. Ballum, sr ''

Calvin Bishop "

John Carrigan "

James Dunn "

Thomas Curley '•

Wm. Horton "

Richard Jardine

Alfred Jenkins "

Henry Jenkins ''

Giles Jenkins "

Henry Lane "

Boswell Jenliins "

Christina Wood "

Benjamin Myres "

David Mitchell "

Joseph Brought •'

Nicholas Robinson "

James Wood "

John Wood "

Matthias Acorn "

Wm. Jackman ''

Chas. Mitchell "

Thos. Mutlow "

Daniel A. McNeil "

Theophilus Wood "

John Morrisey "

John T. Mitchell

James Mitchell "

Henry Jones ''

Richard Jenkins "

Donald Jenkins "

Acres.

31 $ 248 00

51..
47..
46..
64..
71..
73..
69..
70..
43..

44. .
65..
67..
54. .
31. .
40..
41..
66..
50..
74..
49..
60..
57..
61..
68...
59..
72..
28..,
63...
62..
33m,
42..

45. .,

113 70

88 20

80 40

158 00

165 20

164 20

106 80
179 70

83 24
461 00

57 10

88 60
220 80
299 00

66 40
216 50

97 10

96 70
400 00
172 90
160 50

61 65
109 20

80 10
121 42

165 40
390 00

107 00
112 85
280 00
163 60

78 60

134 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

Acres.

Peter Jakeman Lot 0 58 $ Y5 80

Henry Jenkins (ballast) " 44 600 00

Samuel Carver " 39 300 00

Neil McLean (ballast) 159 & 103 150 00

John Wood (damages) 40 34

Improvements at Summerside —

A right of way was purchased for an outlet to Geo. Bishop's property on account
of his crossing being destroyed by the railway.

Work done at Summerside on revenue account —

Plans and. specifications were prepared, tenders called and a contract let for a
brick freight shed to replace the one burned. The building was completed during the
year.

To increased accommodation at Cliarlottetown, P.E.I. —

The contracts for a new station and baggage room and freight car repair shop
were completed.

The work in connection with the erecting machine and blacksmith shop, for which
Ihe contract was let in the year 1906-7, was carried on during the present year, and
the construction of this building well advanced. A 60-ton electric travelling crane
was also provided for this building.

The heating plant, which had previously been provided for heating the brick car
shop at Moncton, was transferred to Charlottetown to be used for heating the new
shops.

Plans and specifications were jprepared and a contract let for a brick freight shed;
the building was completed with the exception of painting. Electric lights were in-
stalled in new station and freight shed.

Plans and specifications were prepared for an extension to the existing wharf,
tenders called and a contract let. The dredging required in connection with this work
was done. The crib work, extending across the end of the wharf and for 100 feet
inward along the west side, was built, ballasted and faced with reinforced concrete.

In connection with this contract a piece of crib and pile retaining wall 480 feet
long was built in the angle of the wharf, opposite the station, to retain the earth fill-
ing, and 500 lineal feet of track was laid iipon it to make a separate approach to the
wharf.

A considerable portion of the material required to complete this work was de-
livered on the ground.

About 500 feet of crib work extending along the water front on the east side of
the wharf were built and filled in.

The balance of the pond on the east side of the new station was filled in.

The following new tracks were laid and ballasted during the year: —

No. 1 track to new station 1,100 feet.

2 " " 738 "

3 " " 950 "

4 " " 1,050 "

6 " " 950 "

Stock pen siding 428 "

Main line in yard. . . 660 feet with 80-lb. rails.

Two thousand one hundred and ninety-eight cars of clay and 458 cars of ballast
were used in connection with the new yard.

u PRINCE EDWARD ISLAND RAILWAY 135

SESSIONAL PAPER No. 20

Plans and specifications were prepared, tenders called and contract let for a pipe
line and an 80,000 gallon water tank. The pipe, fittings and fire hydrants, &c., re-
quired in connection with the above were supplied by the railway.

I have the honour to be, sir,

your obedient servant,

W. B. MACKENZIE,

Chief Engineer.

D. POTTIXGER, Esq., I.S.O.,

General Manager Government Railways,
Moncton, IST.B.

PRINCE EDWARD ISLAND RAILWAY.

Office of the Mechanical Superiktendent.

Charlottetown, P.E.L, April 8, 1908.

SiR^ — I beg to submit for your information the following statement of the opera-
tion of the mechanical department for the year ended March 31, 1908.

The following is a summary of the principal work performed: —

locomotwes.

Four new ten wheeled locomotives were piirchased from the Kingston Locomotive
Works, Kingston, Ontario, in December, 1907, and are the best we have ever had on
this railroad.

Fourteen engines received heavy repairs, and most of them new driving boxes,
new truck boxes and brasses, all the running gear thoroughly repaired, stay bolts in
boilers thoroughly examined and 600 new stay bolts put in boilers.

Nine locomotives received specific repairs.

Six engines received new pistons and piston rods.

One engine received new fire box, new throat sheet, new driving boxes, cylinders
bored out, piston and all motion and mountings thoroughly repaired and a great deal
renewed. Six new cross heads were made and twenty-four were lined with tin and
planed. Six new whistles and two hundred sets of piston and valve stem packing
were made. One locomotive received new driving axle. Three hundred and fifty car
wheels were bored out and pressed on axles, and two hundred oil boxes for cars fitted
up. Eight hundred tubes were pieced and put into locomotives. One hundred and
eighty driving springs, twelve pop valves and twelve locomotive injectors were largely
rebuilt, and fourteen new locomotive smoke stacks were made. One hundred and four-
teen thousand, five hundred and forty-seven pounds of iron and 1,022 pounds of steel
were forged, and 4,999 pounds of nuts tapped, and we have made a great deal of
running repairs too numerous to mention.

CAR department.

Twenty-three box cars were built and equipped with the Westinghouse brake and
M.C.B. couplers and charged to capital. Three first-class cars, two flat cars, one snow
plough and three locomotive cabs were rebuilt. Twenty-three passenger cars, 23 box

136

DEPARTMENT OF RAILWAYS AXD CANALS ii

8-9 EDWARD VII., A. 1909

cars, 20 flat ears, 2 flangers and 1 snow plougli received heavy repairs, and 23 box cars
had new canvas roofs put on. One old passenger car was converted into a pay car,
and one old second-class into a van for the working train, and four new locomotive
pilots were made, besides other repairs too numerous to mention.

BRASS FOUNDRY.

Output: — 14,208 pounds of brass castings, 96 telegraph battery zincs and 36
hangers.

PAINT SHOP.

Nineteen passenger cars were painted and varnished and seven cars were repainted
and varnished. Eleven locomotives, five snow ploughs, three flangers, fifty freight
cars, ninety-seven freight car roofs and eighteen hand cars were painted.

Our shop painters have done a great deal of work on stations, agents' dwellings,,
switch frames and targets for the road department.

ROAD AND TRAFFIC DEPARTMENT.

Thirty-six loading platforms were built. Eighty gates and three new hand cars
were made and twelve hand cars repaired. Eighteen doors and frames, six large paper
cases, one largo box for yearly papers, six boxes for trains, one new bier, three step
ladders, four coal wagons, two cattle stages, one patent typewriting desk, three double
water closets, three baggage sleighs, one double desk for Royalty Junction, three desks
for Charlottetown freight shed, fifty pile shoes for Summerside wharf, eighteen claw-
bars, six track lifters, four rail benders, fourteen sets switch gear complete and twenty
switch rods were made. Sixteen switch frames were made and mounted and three
new freight trucks were made and eight repaired. Fifty smoke stacks, twenty smoke
jacks for engine-houses and twenty smoke jacks for pumping stations on the road
were built. Twenty-six thousand one hundred and fourteen pounds of iron and 938-
pounds of steel were forged and 1,100 pounds of nuts tapped.

We have been laboring under a great disadvantage for shop room and machinery,
but I am pleased to say that our shops are nearly completed. Our rolling stock is in
a high state of efficiency and equipped with all modern appliances of Westinghouse
air brakes, steam heat and M.C.B. couplers.

I have the honour to be, sir,

your obedient servant,

W. L. POOLE.

Mechanical Superintendent.

G. A. Sharp, Esq.,

Superintendent P. E. I.
Charlottetown.

Ey.,

.ii INTERCOLONIAL RAILWAY 137

SESSIONAL PAPER No. 20

INTEKCOLONIAL EAILWAY OF CANADA.

Office of the General Manager.

MoNCTON, N.B., June 26, 1908.

Sir, — Herewith I send the statement of casualties that occurred on the Inter-
colonial Railway during the year ended March 31, 1908.

I am, sir, your obedient servant,

D. POTTINGER.

L. K. Jones, Esq.,

Secretary, Department Railways and Canals,
Ottawa, Ont.

138

DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909:

INTERCOLONIAL

Statement of Casualties for the

Date.

1907.

April 1 •

2..

7.

11.

14.

15.
16.

17.
17.

22.
24.

26.

May 8.

11.

17.
23.

June 6.

15.

29.
30.

July 3.
3.

10.
14.
15.

16.
17.

18.

24.

27.

30.

31.

Aug. 1 .

Time

of
Day.

17.45
8.20
5.50

17.30

5.30

7.00
10.50

24.00
8.15

8.30
16.45

22.00

17.00

3.00

6.50
8.30

16.50

15.20

9.12
2.30

13.30
17.30

18.40

19.30

12.10
9.57
9.15

8.53
21.30

14.00

11.35
9.30

1.35
20.40
19.15

6.45

17. 3C

Des-
cription of
Train.

25
33

Spl.
34

Spl.

'is

47

Express...

Express...

Freight... .

Express...

Freight . . .

Work train
Express.

Mixed . . ,

Shunter.,

60 Mixed.

34: Express...
I
1 53 j Express...

. . . Shunter...

76i Freight

33 Express... .

Name of Conductor.

T. Guinan

G. Levesque

J. S. Nickerson. .

F. LaHberte

Louis Michaud...

Name of Driver.

J Cook.

D. C. Gallan

J. A. McNaughton.
C. E. Freeze

F. Beaulieu. . . .
John R. Fisher.

H. Aubin.

E. S. Vye.

Geo. Walker...
H. Begin

Spl.
Spl.

34

Spl.

85
33

86

Freight. . . .

Express... .
Freight. . .

Express...

Work train
Express... -

H. A. Baker.
J. Hughes. . .

A. Bonneau.
J. Maloney. .

26 " . .

76! Freight...
. . . Shunter...

200

Express... .
Freight. . . .

Picnic train

Express... .

201 Express..
. . . . I Shunter.,
Spl. 1 Freight .

A. McPherson.
A. A. McNeil..

T. W. Johnson.
J. A. Hughes. . ,

H. Felletier. . . .

Jas. McDonald.

\. Ramuie

W. A. Warman..
R. W. Orchard..

B. McLennan. . .
D. J. McDonald.

John McLeod.
J. T. McGuire.

H. G. Eraser.
J. Lacroix... .
W. P. Smith.

R. Duff..,

Jas Card.

E. O. St. Pierre.
E. Lacombe. .. . ,

C. J. Levesque.
Judson Wall... .

J. Albert.

J. McDowell.

A. McCabe.

Geo. Topping. . .
Octave Gagnon.

E. Ouellette.
J. McLaren..

P O'Toole....
R. Lightbody.,

O. Lesieur. . . .

F. Cain

W. Rushton..

G. Anderson..
D. Matheson.
M. A. Smith..
R. McDonald.
J. Ross

Jos. Lacroix . . . .

H. A. McAuley.

Jas. D. McKay.

A. Cook

C. Killam

Jas. Clark. .
F. Gratton.

Geo, Stone.
J. Moore. . .

D. W. Duncan.

A. Purdy. . . .
.A. Russell... .
John Oakleaf

Place of AccMent.

315 Between Cold Brook

and Brookfield

319 Near Salmon Lake . . .

364j " "

155 Oxford Jet

320 Near Rimouski.
.. .St. Pierre

174|RiverOuelle.
318 Near Enfield.

173iSt. Phillipe de N^ri.,

I

lOSTruro

.. .Truro

38i;Millerton.

Ri\'iere du Loup.

Levis. . . .
Moncton.

Lilly Lake.
Amherst. . .

Ste. Hyacinthe.
Dalhousie Jet...

345

72:

166

52

353

355

I

361

310
230
337
177
163
69
234

204

232

238
283
270

239
33

369|Point du Chene.
347

Near New Castle.
West Bay Pcoad. .

Shubenacadie.
Stewiacke ....

Near Laurier .
New Glasgow.

St. John..
Beresford .
Sayabec. .

Hilden.
Pictou.

Near New Mills.
Oxford

50 Pomquet

301 Chaudiere Jet.
303 Westchester..,

88 Charlo

1141 Dalhousie Jet.

INTERCOLONIAL RAILWAY

139

SESSIONAL PAPER No. 20
KAILWAY.
Year ended March 31, 1908.

Name

of

Person Injured.

Whether

Passengers or

Employee.

I

Particulars of Accident.

Extent

of
Injm-y

Verdict.

Wm. Duffy

Neither

Employee

Neither

Emploj'ee

Neither

Passenger

Employee

Mail Clerk

Neither

Neither

Emploj'ee

J

\ Passengers. . .

Neither

Emploj'ee

Neither

Passenger

Neither

Neither

Employee

u

Passenger

Neither

Fjiiploj'ee

Neither

Neither

Employee

Passenger

Neither

Passenger

Neither

Employee

i: .
5? ■ ' ■

Struck by train while walking on

track.
Fell from platform of private car

No. 28.
Slipped and fell between train and

station platform.
Struck by train while walking on

track.
Struck his knee against iron ladder

on tender of engine.

Slightly injured

Slightly injured

Badly injured about

head and body. . .

Fatal

Alex. N. Skinner

J. T. Nickerson... .. .. .

Francois Cote (deaf

mute)
Jos. Michaud

Octave Lapointe

Slightlj' injured

Shoulder jammed... .
Fatal

Struck by train while walking on
track.
f Special train backing into No. J
\ 47 train on main line. 1-
1 I
Standing in door way of box car
which was being shunted;door
caught on projection and closed
on his head.
Releasing brakes on coal car which
he was unloading and was
thrown off car.
Train ran into a landslide and
washout.

f Train ran into open switch J

}■ and collided with shunting |-

] engine. I

Struck by train while driving over

public crossing.
While shunting fell off box car and
was run over.

Jos. I.eBel

Slight injuries.
Ear badlj' lacerated

Head badly cut

Slightly injured. •
Head and hands
burned and one
leg broken in two

Fred. L. Fuller

A. McCabe

D. C. Smallwood

E. J. O'Keefe

Slightlj- injured

Slightly injured.
Fatal

C. J. Colt

Miss Gladjs Crane

David Couture

Warren Osborne

James D. Mcintosh

No inquest.

Fatal

Jumping on moving train and fell
between cars and platform.

Jumping on mov-ing cars and foot
got between buffers.

Struck by train while plaj'ing on
track.

Slightly injured

Foot crushed

Fatal

L. Gosselin (boy)

Child of N. Hamilton,
about 3 j'ears old.

Owen Dojle

J. G. Chisholm

No inquest.
No inquest

Fatal

Fatal

Mr. Cook

Jumped from moving train..

Struck by train while walking on

track.
While taking a ballast plow off

Slightly injured

Fatal

Unknown man

N. Bibeau

Slightly injured

car.
Struck by train while driving over Seriously injured.

Bert Ruddick

a public crossing.

Jimiped off moving train

Found dead on track

While gil-poking a car of lumber
out of siding with a tie it broke.

While releasing air-brake on a car.

While shunting foot got caught
between biiffers.

Foot caught between buffers of
cars.

While stealing a ride fell off train.

Unloading a '>.3r of lumber and re-
leased brakes to move the car.
Fell off car and was run over.

Slightly injured

Fatal

Wm Shorten

R. W. Orchard

Chin slightly injured

Foot injured.

Toes smashed

Toes badly smashed.

Head badly injured.
Fatal

Jas. A. Rogers

Miss G. Richardson.. . .
J. McCarthy

Wm E Tait

Accidental.

Miss Mary J. McMillan .

Slightly injured

Foot cut oft'

Fatal ■

Struck by shunted cars

Opn T^^ AHpn

Stepping off engine fell in front ot
shunted cars.

Accidental.

Put shoulder out of

While coupling engine to cars.. . .

A. McMillan

Fingers injured

140

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909
INTERCOLONIAL
Statement of Casualties for the

Date.

Time

of
Day.

Des-_

cription of

Traill.

Name of Conductor.

Name of Driver.

Place of Accident.

p. '1906.

Aug. 13.

;■ " 22.

23.

23.
26.

26.

28.

29.
31 .

31.

9.
11.

21.
24.

25.

Sept.

Oct.

Nov.

28.
2.

10.

15.

18.

21.

28.

9.

12.

12.
13.
18.

20.
21.
22.

15.10

20.30

23.30

6.40
12.50

20.35

24.00

13.15
8.00

10.05

6.45
11.20

7.25
21.27

8.15

129
Spl.

151
Spl.

48

Mi.xed

Freight

Passenger .

Freight. . . •
Express... .
Shunting.. .

C. E. Brown. . .
R. H. Wilkins\
A. H. Lutes. . .

P. Mclnnes.. .
W. Atkinson.
A. Price

J. Riou.x

A. H. Lutes.

Jos. Belleau.
Geo. Stone. .

B. "Walker.

E. Ouellet.

O. Halle....
J. Richards.

O. Les\'eque. .

Shunter.,

J. A. Michaud.
E. Kean

10 E.xpress... .
Shunting.. .

Spl. Freight..
17 Express..

47 Freight.

W. H. Bovard.

H. D. Eraser.
E. S. Vye....

J. F. Cain.

S. Stewart.
A. McCabe.

B. Wood

J. L. Chisholm.

L. Turpinat. . . .
J. G. McDonald.

le.OOj Spl.
75

6.00
19.00

15.15

11.60
9.55

12.00

13.30

12.00

4.00
13.15

17.00

21.40

19.10
5 00

6.00
21.15

H. Begin.

J. H. Pelletier.

Freight. . .

A. Jarest.

G. Lambert.

Freight.

Shunter-
Shunter.,
Express.,

Freight. .

C. Rioux.

P. Michaud.

A. Delaney jW. Fraser.

A. Fisher

A. McLennan.

N. Hopper. . .

75 Freight. .
. . . Shunter.,

W. W. Gordon.

Spl.

18.30
11.45
20.30

Work train

J. Card.

J. T. Mitchell.
P. McKenna...

R. Kennedy. .

A. Stevens.
J. McLaren.

R. Linden.

Freight..

Shunter.,

J. H. Shaw J. Shaw

John Sims

Express.,

Freight. . .
Express...

J. B. Crockett.

.John Berry . .
H. D. Fraser.
E. Camire

B. Cummings

J. McLaren

J. J. Irvine.

176 Dartmouth

12|Near North Sydney. .
343 Amherst

171
307

72

174
322

214:

256

146

61
115

Pt. St. Charles Yard .
Amherst

Ste. Anne.
Ijevis

Montmagny.
St. Flavie. . ,

Hamilton's Siding . .

Truro

New Castle.

13 Glensrarry.
128 Stellarton.

323

300
363

Levis.

St. Lambert.

Birch Cove.
Ste. Helene.

123 Campbellton.

263 Stellarton

3171 Near Birch Ridge.

281 Springhill Jet

275

New Glasgow.
New Glasgow.

52 Moncton.
. . . Trmo . . . ,

292

229

1.35
52

156

J.W.Nairn 341

J. Kelly 142

N. Parsons I 348

Belledune.

Norton

New Glasgow.

Gibson. .
Moncton.

Moncton

Near Red Pine.
Near St. John..

Londonderry.
Windsor Jet..
St. Paschal. . .

ii INTERCOLONIAL KAILWAT

SESSIONAL PAPER No. 20
KAILWAY.
Year ended March 31, 1908. — Continued.

141

Name

of

Person Injured

Whether

' Passenc;ers or

Employee.

Particulars of .'Vccident.

Extent
of

Injury.

Verdict.

Neither

Passenger

Supposed psgr.
Neither

Employee

Mrs. John D. McLeod.

wheels.
Struck by train while walking on

track.
Jimiped off moving train

Fell or jimaped off moving train. .
While climbing over cars foot got

caught between draw bars.
While stealing a ride fell from

train.
While making up No. 151 train he

was found tmder baggage car

badly injured.

Bone in elbow broke
and knee hurt

Leg cut off and skull
fractured

Foot badly injured. .

Phillip Morin

A Rheault

Fatal

Fatal

Employee

Neither

Employee

Employee

Q. C. Ry. Pass..

Pull. Car Con. .
Neither

Pass (supposed)
Employee

Neither

Employee

Neither

Employee

M

cars and was run over.

Hand injured and
had to be ampu-
tated

W. N Bovard

Fatal

Mrs J Candle

J
V

E

cars.

Slight injuries

Side injured

FSlightly injured

Head slightly in-

/hile shimting fell through trap
of coal car.

J. Carter ...

Thos. F. Mack

Miss Mack

Edith A. Whitemore. . .
Charlotte McFarland. .

J

Collision between No. 47 train
and Quebec Central Rail-
way train on main line at
Levis station.

umping on train to steal a ride

Slight injuries

Head and hand in-

C. E. Sillsbury

J. A. Farley

Ed. Rufuange

F
F

Arthur Dionne .....

ell into culvert

Two ribs broken and
shoulder dislo-

Fatal

s

inoving cars.

Finger injured

Fatal

.

truck hv train whllp wnlWinir on

No inquest.

(Deaf and Dumb)
J, Halliday

track.
While unloading a cask of molas-
ses the foot board broke and
cask fell on him.

Leg injured

Left arm cut off. . . •

(5 vears old.)
Frank W. Wilson

Employee

Neither

Employee

Neither

Passenger

Employee

Neither

and run over by shimted cars.

Fatal

run over.

Fingers injured

.•Vrm broken and
other slight in-

Janies Archibald

V^hile handling a large piece of
boiler plate it fell over on him.

Striink bv train whilp wnlk-ino- on

Fatal

^^'

S

■V

s

k

J

F
J

track.

Fatal

John F. McDonald. . .

truck by train while walking on

track.

V^hile coupling cars

tanding on side ladder of car

while it was being shimted and

was struck by switch.

Albert Jessulat

J. E. Melanson

D. Romania

Fingers taken off... .
Hip injured

Fatal

Fatal

Lsleep or drunk on track and

struck by engine,
imiped off moving train

Fatal

James Prest

Foot cut off

Ankle sprained

Head badly injured..

E. Gague

umped off moving train

142

DEPARTMENT OF RAILWAYS AND CANALS ' ii

8-9 EDWARD VII., A. 1909

INTERCOLONIAL

Statement of Casualties for the Year

Date.

1906.

Nov.

Dec.

Jan.

Feb.

Mar.

23.
25.

28.
3.

Time

of
Day.

12..

16..

26..

5..

11..

12. .

12..

14..
16..

27..

28..

30..

2..

9. .
14..
14..

17..

19. .

19. .
5-.

19.
19.

25.

25.

26.

9.30
20.45

9.00
17.10

12.10
14. 5C

18.20
12.00

40

175
Spl.

17.48
12 55
10.00
18.00
13.30
5.00
10.20

6.45
17.40

20.15

21.10

16.55

24.30

10.00

11.15
15.10
24.15

18.10

22.50

11.40
11.25

6.40

S.55
19.15

12.55

14.30

11.30

153

41

Spl.
37

Spl.

48

34

Spl.

34
Spl.

105
Spl

150
Spl.

34

De.s-

cription of

Train.

Shunter.,
Freight. .

Shunter.,

Freight . ,

E.xpress.,

Freight.

Shunter.,

Express.,
Freight. .

Express.,
Shunter.,

Express.,

Name of Oonductor.

T. C. Ayer.

Jas. Helmed

J. B. Fleming.
J. F. Doyle....

J. N. Bernier..

W. J. Ellis. . . .

L. Proulx...
A. Gamache.

Jas. McDonald...

J. Dionue

W. F. Fergus.son.

A. Delaney. . ,
Chas. Brown.

A. Crookshank.,

J. Jackson

John Berry

Freight...

Shunter..
E.\ press..
Freight. .

Shunter.,

Freight. . .
Freight. . .

Shmiter.

Express...
Shunter...

Freight. . . .
Shunter... .
Express... .

A. Steeres. . .
J. Gendron. .
T. McBeath.

H. Pelletier.
F. Dumond.

A. Dickie.

P. Sirois

J. F. Doyle.

J. McGillivray. .
A. J. McDonald.

H. A. Baker.

F, Laliberte.

E. Morin

A. McPherson.

Name of Driver.

B. Johnson.
O. Gulker. .

Geo. T. Miles.
S. Black

A. Urquhart...
R. J. Whalen.

A. Roberge.
J. Kelly....

Frs. Beaulieu

A. Connell

A. M. Henderson.,

F. Cain.

O. Bruce

R. Hamilton.

H. Toohey....
Geo. Lamothe.

N. J. Ivory

J. Hessian . . . .
J. W. Nairn. ..
R. Lightbody.,

J. G Speer.

G. Seears

Jos. Belleau. . . ,
J. E. Stronach.

T. Hannaway.
C. McTiernan.,

B. Titus

M. Schurman.

T. W. Henuessy.
John Gazeley. . . .
S. Craig...

W. Rioux.
J. Frank. .

G. Lambert.
B. Lutes. . . .
J. S. Smith.

Place of Accident.

30
311

205
368

33

298

355
107

97

180
158
232
2i5
31

143

27

269

71

47
226
339
335

351

223
322
367

193

3261

105
142

313

25

139

97

307

358
350
317

Truro

Eel River Bridge...

D. W. Terminus,
Halifax.

Mulgrave

New Glasgow

Harcourt

Daveluyville

Bedford

Susse.x

Ste. Helena

Cedar Hall

Stellarton

Antigonish

St. Charles Jet

Newcastle

Red Pine

Truro

Ste. Rosalie

Montmagny

Fredericton

Richmond

Near Londonderry.

Truro

Bathursi

Campbellton

Davelujn-ille

Near Bartiboque.. .

Truro

D. W. Terminus

Halif a.\.

North Sydney

Salt Springs

Moncton

St. Charles

Chaudiere Jet

Aston Jet

Campbellton

Rogers%'ille

il INTERCOLONIAL RAILWAY

SESSIONAL PAPER No. 20
EAILWAY.
ended March 31, 1908. — Continued.

143

Name

of

Person Injured.

Whether

Passengers or

Fjnployee.

Particulars of^Accident.

Extent

of
Injury.

Verdict.

Fred. Christie

Chas. Archibald

Employee

Passenger

Neither

Employee

Neither

Employee

Neither

Passenger

Employee

Passenger

Employee.

Neither

Employee

Neither

Employee

Passenger

Neither

Employee

Neither

Employee

Passenger

Employee

Neither

Employee

Struck by a shimted car Slightly injured

Fell from moving train Compound fracture

. _ of the thigh

vessel got caught between cars.
Team struck while driving over

public crossing.

While coupling cars

Attempting to cross track between

cars.
Struck by train while walking on

track.
While shunting fell off a hopper

car.

Foimd dead on track

Fell from moving train and both

legs cut oflf.
Struck on head by lever while

putting up semaphore.
Fell off box car

Fell from moving train

Fatal

C. D. McDonald

Wm. Olsen

Hand crushed

Foot badly bruised . .

Fatal

Foot dislocated

Fatal

Fatal

J. Deschamplain

J. K. McKay

Capt. Wm. Trenholm. .

Slightly injured

Head and arm in-
jured

Head injured

Slightly injured

Leg cut badly

Fatal

J. H. Castonguay

Fell off train

Entering box car, fell and leg

struck iron plate of door.
Fell off train, one leg cut off and

the other broken.
While shunting struck by water

crane while climbing do%vn side

ladder on car.
Struck and run over by engine. .
Stealing a ride and jumped off

train.
While shunting foot got caught in
^ a hole between the ties.
Knocked down and run over by

shunted cars.
Team struck while driving over a

public crossing.
While climbing up steps of the

engine caught against side of

the round house and knocked to

the ground.
While underneath engine cleaning

the fire the engine was moved.

No inquest.

Head and body in-

Fatal

Fortunat Fortin

J. Landry

Head injured

Leg broken

Fatal

Morton S. Campbell... .

Fatal

Accidental.

H. Doyle

Hector Legere

Slight injuries

Back slightly in-

A. Gallant

Two fingers crushed .

Thumb injured

Fatal

While closing door of W.C. in car.
Lying on track and was struck by
train.

J. J. Boudreau

No inquest.

D. E. Reid

Two fingers crushed
off

Struck by cars while walking on
track.

Henry Gullickson

Fatal

No inquest.

At,Hq l-.T.^Von

W. W. Bronwell

E. White

1 r Face cut and inter-
' nal injuries

1 McDonald's special trains.

While shunting, caught between
drawbars.

Jumped off mo\-ing train

Got caught and squeezed while
coupling cars.

Run over while trying to jump on
moving train.

While coupling engine and pas-
senger car.

Fell out of baggage car door while
train was running.

Dan. Dykens

C P Connell

Both legs broken and

other injuries.... •

Foot seriously in-

Leg slightly injured .
Fatal

C. Talbot

A. Gaudreault

Fatal

Slightly injured

Slight injuries.

Chesley Rushton

144 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

QUEBEC CANALS.

Office of the Superintending Engineer.

Montreal, June 12, 1908.

Sir, — I have the honour to submit herewith my annual report on the works under
my charge for the fiscal year ended March 31, 1908.

This division comprises the Lachine, the Soulanges and the Beauharnois canals
on the St. Lawrence route; the Ste. Anne, the Carillon and Grenville canals on the
Ottawa river, and the St. Ours and the Chambly canals on the Eichelieu river.

Of these the Lachine canal is by far the most important on account of its im-
mediate connection with the harbour of Montreal,

I have pleasure in stating that no interruptions to navigation occurred on any
of the canals during the year, except on the Lachine canal when, on the 2nd of July
last, the steamer Prescott, of the Eichlieu and Ontario Navigation Company, broke
through the upper gates of lock No. 1. The canal staff was at once set to work put-
ting up new gates and thirty-four hours later navigation was resumed.

Another accident of the same nature occurred on November 12, 1907, when the
steamer Neepawah collided with the upper gate of the same lock.

Serious damage was done to this gate and to one leaf of the lower gate.

The replacing of these gates by spare ones occupied three days, navigation being
carried on in the meantime through the north lock, which had fortunately been com-
pleted a few days before.

The cost of repairs in both cases was defrayed by the owners of the vessels.

CANAL STORES.

In July, 1905, Mr. P. B. Benoit having been appointed inspector of canal stores
in this division, instructions were given him to make every effort to improve the
system then in use for controlling the receiving and issuing of materials for the
works and, to begin with, to give such directions to overseers and other canal em-
ployees as would ensure a correct taking of the stocks on hand.

This programme has been carried out by the inspector and he has submitted from
time to time suggestions that have finally been embodied in a series of tables for the
use of all persons having anything to do with the handling of materials, tools, &c.,
on the various canals.

Under the new system the receiving of such materials, tools, &c., their storing at
any point on the canals, the issuing of them to men for use in the works, the return-
ing of any portion of them to the stores if not used, are recorded by a short entry in
the books and a glance at these books shows both the stock on hand and what has been
used up to date.

In conclusion I have much pleasure in stating that the work done in that direc-
tion by the stores inspector has already had good results and will in future afford
efficient means of controlling expenditures.

LACHINE CANAL.

REPAIRS AND RENEWALS.

^ Length, 8i miles ; "§ locks, 270 x 45 feet ; 14 feet of water on sills ; total rise, 45
feet.

Old locks, 200 X 45 feet, still available w^th 9 feet of water on sills.

ii QUEBEC CANALS 145

SESSIONAL PAPER No. 20

The chief items of work performed under the above head during last year were
the following: —

Loch gates. — Eemodeling two pairs of gates for locks No. 1 and 2 to suit the new
mode of suspension and building four pairs to be kept as spares, one each for locks
2, 3, 4 and 5.

One and a half pair damaged by steamer Neepawah last summer were also taken
apart and rebuilt, the expenditure in this case being paid out of a deposit made by
the owners of the vessel.

Swing bridges. — Eeplanking bridges No. 1 (Black's), No. 2 (Wellington), No. 3
(Seigneurs street), and No. 7 (Lachine), with 2-inch oak.

Stationary hridges. — ^Building a steel span out of material saved from the old-
time bridges. This new bridge is replacing the wooden one over the entrance to the
basin at the Canada Sugar Eefining Company.

Wharfs. — A platform wharf, 300 feet long and 14 feet wide, was built on stringers
on top of the south bank above Wellington bridge. It is placed 12 feet back from the
water line and high enough to accommodate the large vessels loading at that point.

Booms. — Two new booms, each 200 feet by 4 feet, were built and placed along the
north bank between lock No. 4 and Cote street Paul bridge, and a third one of similar
dimensions was placed alongside of the bank at the Dominion Wire Works at La-
chine to protect vessels from being injured on the ragged rock forming the bank from
the water line down.

Cast-iron mooring posts. — Fifty-one large size cast-iron mooring posts were pro-
vided and set in concrete blocks at the following points: 8 on old lock No. 3, 10 on
old lock No. 4, 21 on the south bank above and below lock No. 5, 3 at our sheds, Nos.
1 and 2, 8 at the entrance to St. Gabriel basins and one immediately above the Lachine
swing bridge on the north side of the new lock entrance.

Cast-iron nigger heads. — Forty-six heavy cast-iron niggerheads were set at various
points to replace old wooden mooring posts.

Masonry and concrete work.— A piece of dry wall 800 feet long and about 4 feet
high, alongside of the platform wharf laid during the year on the south bank above
Wellington bridge, was taken down and replaced by reinforced concrete with iron band
tie rods to hold it in position. A heavy block of concrete faced with steel plate was
huilt on the north side of the canal between the upper gate of lock N. 3 and Seig-
neurs street bridge to make the entrance to the lock safe for large vessels. A similar
one was so placed on the north side of the lower entrance to lock No. 3 and the south
wall of this lock raised about 4 feet with concrete, covering the whole ength of the
bridge when open. This is intended to protect the bridge which stands very close
lo the face of the wall against passing vessels.

Buildings. — The old carpenter shop which stood on the bank of basin No. 2, near
the dry dock, has been replaced by a new one of such dimensions as will permit of
the building of two pairs of lock gates at the same time. Our carpenters can now work
ten hours a day, rain or shine. The machinery in this shop comprises a Daniel
planer of large dimensions, a wood turning lathe, a circular saw, a band saw and a
^indstone, the whole driven by a 20-horse-power electric motor.

All other buildings on the canal were kept in good repair; the brick shops on
Mill street, leased to the Canada Horse Nail Company, received a good deal of atten-
tion, the roof being overhauled, new drains laid, &c.

River St. Pierre. — This stream, which is carried under the canal through a syphon
culvert, was thoroughly cleaned twice during last season. A large quantity of refuse

20— ii— 10

146 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909-

and debris of all kinds is constantly thrown into it by residents along its banks and
other people. If not carefully removed this refuse would soon choke the culvert and
tlaims for damage by flooding would follow.

Electric installation. — I am sorry to say that, owing to financial embarrassment
which culminated in the disrupting of their firm, the contractors for the supply and
installation of the gear for the electric operation of the lock gates on this canal have
been unable to complete their contract before the opening of navigation this spring.
This work will be completed by the canal overseer and it is expected that the whole
system will be in operation in a short time.

INCOME.

Wall at Warehousing Company Flour hasin No. 1. — This work consisted of under-
pinning the old masonry wall on the north side with concrete and constructing a new
concrete wall on the foundation thus formed. A few courses at the top had to be
removed and a solid block of concrete was substituted, the face of the remaining por-
tion of the old wall being covered with concrete a couple of feet thick.

While this work was going on the south wall was observed to be in a dangerous
condition and had to be temporarily strengthened pending its reconstruction next
year.

The work at this basin was done under contract by Messrs. Quinlan & Robertson
in a very satisfactory manner and completed within the time specified and the esti-
mated cost.

Rehuilding walls at St. Gahriel hasin No. 2. — This work consisted of removing
the old timber wall to about one foot below water level and rebuilding them with
concrete from that line to the top. The total length of wall so treated was about
1,600 feet. The contractors, Messrs. Quinlan & Robertson, performed the work dur-
ing the months of March and April and had it completed in time for the opening of
navigation.

Rehuilding locks Nos. 1 and 2. — The south locks Nos. 1 and 2 were opened to
navigation towards the close of the last season of navigation and the final estimate
completed during last winter.

Considerable trouble was experienced here by several leaks which developed under
the walls and through the bottom of Jock No. 1. The soil is composed of very porous
material and a number of springs issue through it. By means of a cut off consisting
of steel sheet piles driven to a depth of from five to twelve feet below the lock bottom
and of a thick platform of concrete joining the piles with the breast wall and ex-
tended across the south basin wall and some 25 feet back of it, the leak was finally
stopped.

Finishing engineer's office. — The hot water heating apparatus and plumbing
were put in by Messrs. Garth & Co. under contract. The office is now completed.

CAPITAL.

Rehuilding slope walls. — About 7,700 lineal feet of the concrete slope wall were
built during the season by Mesrs. Haney, Miller, Quinlan & Robertson, beginning on
the south side a short distance above Cote St. Paul bridge.

This work consists of facing the old rip-rap slope wall with a coat of concrete,
generally 18 inches thick and laid under water by means of a specially designed plant.
The results of last season's work, as ascertained while the canal was unwatered in
April last, are entirely satisfactory.

ii QUEBEC CANALS 147

SESSIONAL PAPER No. 20

DREDGING.

Dredging was done at various points in the Lachine canal during the last year
as follows : —

Side hasin No. 1 off hasin No. 2. — A quantity of clay thrown out from the exca-
vation for the underpinning of the north wall was removed in June.

Basin No. 2. — In June also and in July considerable cleaning was done along the
south wqll.

Lachine entrance. — That part of the channel in the vicinity of the upper isolated
pier was deepened, the material dredged out being hard pan and boulders.

Cofferdam at foot of north loch No. 1. — This dam was dredged out in September
after the repairs to the lock had been completed.

Some dredging was also done in St. Gabriel basin No. 4 and considerable time
was spent by the fleet in breaking up old barges which had sunk and had been
abandoned in the canal.

The quantity of material dredged out during the season amounted to 12,350 cubic
yards.

The fleet consisting of two tugs, one steam dredge, one steam derrick, ten flat
scows, two dump scows and a scow used as a store was kept in good working order
during the year.

The works on the Lachine canal, under the heads of Income and Capital, are in
charge of Mr. H. K. Lordly, C.E.

SOULANGES CANAL.

Length, 14 miles; 5 locks, 270 x 45 feet; 15 feet of water on sills; total rise, 84
feet.

In the course of last winter Mr. L. A. Boyer was appointed a commissioner to
"investigate various charges brought against the canal overseer. The investigation
took place at the vilage of Vaudreuil during the month of March and lasted several
days.

A short time before, the overseer, the foreman carpenter and the storekeeper had
been suspended from duty, but with pay.

At the time of writing no decision has yet been arrived at as to the reinstatement
or otherwise of the above employees. Mr. J. T. Lemire, C.E., is still acting as over-
seer of the canal.

REPAIRS AND RENEWALS.

The principal item of work performed here under the head of * Repairs ' during
the year were as follows : —

Completing a large ditch along the south bank between the Cedars and the St.
Dominique bridges and other ditches on the north side of the canal between Tremb-
lay's and Clement's gullies.

Renewing the stone lining in the slopes at numerous places where it had fallen
down.

Repairing fences on both sides of the canal property.

Repairing scows and placing a derrick on one of them.

Renewing electric cables at two of the swing bridges.

Maintaining generally all structures, buildings, &c.

20— ii— lOJ . ,

148 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD Vil., A. 1909
CAPITAL.

Bridge over Clement's Gully. — The old wooden bridge over Clement's gully on
the highway from Vaudreuil to Cascades Point was taken down during the year and
replaced by a new structure consisting of two heavy concrete abutments and a steel
span 189 feet in length and 18 feet in width The flooring of the new bridge stands
three feet higher than that of the old one, considerably reducing the ramps at each
end.

The substructure was built under contract by Messrs. Quinlan & Robertson and
the steel work was supplied and erected by the Phoenix Bridge and Iron Works,* Ltd., of
llontreal.

Lodgings for electricians. — The three lodgings for the staff at the power house,
mentioned in my last report, were completed early last fall by Mr. T. Belanger, con-
tractor. They are wooden structures, two storeys high, with concrete foundation and
roofs covered with galvanized sheet iron. They are wired for electric lighting and
heating.

Manney's lock gate protection hars. — The lower gates of the five locks and the
Tipper gate of the guard lock have been provided with these protecting appliances,
which are intended to guard against the throwing down of the gates by vessels collid-
ing with them.

Mooring posts. — The setting up of mooring posts along the reaches between locks
Nos. 3 and 4 and Nos. 4 and 5 was commenced during last summer. Up to the end of
the year 50 of these posts had been placed in position, most of them between locks
Nos. 3 and 4. They consist of heavy cast iron pipes with moulded head ; they are filled
with concrete and inserted in a mass of "concrete about 4 cubic yards sunk into the
ground.

Buildings. — The plans and specifications for a lumber shed and for an extension
to the present workshops were prepared during the year and the contract for the work
awarded to Mr. T. Belanger, of Valleyfield.

Nothing, however, was done before the end of the fiscal year except delivering the
building materials on the ground.

Mooring place for scows. — In order to provide a suitable place for mooring the
canal fleet as well as for the storage of spare lock gates, one of the concrete piers and
the two arches adjoining it have been removed from the splay wall above lock No. 1,
thus affording an entrance into regulating basin No. 1. The opening has been spanned
by means of a floating bridge.

Transformer cabins. — The transformers formerly placed in the lock cabins were
a source of danger for fire. They have been removed and installed in concrete boxes
sunk into the ground at a safe distance from the cabins.

Water service. — In order to bring water to the workshops and in view of protect-
ing them against fire a 6-inch cast iron pipe was laid from the head of lock No. 3 to
a point near the foot of lock No. 2, several hydrants being placed in convenient posi-
tions in the neighbourhood of the building. The head in the above distance is about
65 feet.

Equipment. — The following machines and appliances were purchased during the
year : —

1 ten-horse-power boiler, 2 spare transformers for the electric light and power
station.

1 oil immersed auto starter, and

4 20-ton hydraulic jacks.

ii QUEBEC CANALS 149

SESSIONAL PAPER No. 20

Gasolene tug. — This tug was completed during the winter and was ready for use
at the opening of navigation. It has done very good service throughout the season
and has proved a great convenience to the canal.

INCOME.

Ladders in lock walls. — ^Life-saving ladders, consisting of iron rungs inserted into
a round cavity cut into the face of both side walls of each lock, were provided during
the year. They are so placed as not to be rubbed against by vessels and, at the same
time, can be easily reached by persons falling into the locks.

Gate lifting scow. — Plans and specifications for this scow were prepared during
the winter and the contract for it was awarded about the end of the fiscal year.

Land damages. — The claim of Mrs. Tremblay for damage to her farm on the
north side of the canal opposite the power house on account of insufficient drainage
was settled during the year.

Water power development hy the Provincial Light, Heat and Power Company. —
The works done by the above company for developing power from the canal at Cedars
have made good progress during the year. Both the head and tail races as well as the
power house are completed and ready for the turbines and electrical machinery.

BEAimAEHOIS CANAL.

This canal has now passed out of the control of the department, a lease of it hav-
ing been granted to Messrs. Mclntyre & Robert from January 1, 1908.

The lessees have undertaken to maintain the structures and other canal appurten-
ances and there is therefore nothing for me to record here except in connection with
the works at Hungry bay and at the upper dams which Lave not been included in the
lease.

Hungry hay dyhe. — Considerable damage had been done to this dyke during the
period of high water in the spring of 1907 and a large amount of money had to be
spent in rebuilding it and repairing the roadway.

In addition to the above, works for the permanent protection of the dyke were
commenced during the year. They consist of a continuous wall of field stones de-
posited in rough cribwork to prevent their being scattered away by the waves which
the wall is intended to break.

CHAMBLY CANAL.

Length, 12 miles ; 9 locks, 118 x 222 feet ; 62 feet of water on sills ; total rise, 74
feet.

REPAffiS AND RENEWALS.

The chief items of work performed under the above heading during the year were
as follows : —

Canal hauls. — Considerable work was done in repairing the slope lining on both
sides, renewing snubbing posts and waling pieces in the basins. Iron slips for small
boats and yachts drawing up to 4 feet of water were cut in the wharf at St. Johns
and floating platforms placed in them.

Lodes. — A new concrete sill was built at lock No. 2. At lock No. 5 the wooden
hollow quoins were replaced by stone ones and a pair of gates renewed. New approaches
were built at lock No. 6.

150 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

Bridges. — The stone walls forming the entrances to bridges Nos. 7 and 8 were
taken down and rebuilt and the wooden approaches to bridges Nos. 5 and 6 were re-
newed. Eleven road bridges between bridge No. 4 and lock No. 3 were rebuilt, but
instead of the old wooden structures vitrified clay drain pipes were used, making these
bridges permanent.

Wharfs. — The repairing of the wharf at Chambly Canton was completed and an
extension to it was also built.

Buildings. — Nine small guard houses were built of the same pattern as those
erected last year. All the bridges are now provided with the new guard houses. A few
still remain to be placed on the locks.

Fences. — Nine miles of wire fence were renewed during the year.

INCOME.

Macadamizing tow-path. — Three miles of tow-path were metallized, during the
year. There still remains another section about the same length to complete, after
which the whole district between Chambly and St, John will be in first-class condi-
tion and will require only a very limited expenditure to be so maintained.

Telephone line. — A new circuit was added between the superintendent's office and
some of the locks which were so far without telephone communication with the head
office.

General repairs. — Under this head the following works were performed : An ex-
tension 12 feet by 24 feet was built to the lockmaster's house at lock No. 3 and the old
portion of the building overhauled.

The pivot pier of the bridge at the foot of Ste. Therese island was reconstructed
with concrete.

Two surface weirs in basins Nos. 4 and 5 were permanently closed and replaced
by new ones with concrete side and breast walls.

Macadamizing road on the west side of the canal. — During last season a section
of this road, about 3,000 feet in length measured from the St. Luke road northward,
was macadamized, the stone being furnished by Mr. J. E. Hebert, contractor, and the
work of preparing the road bed, laying the broken stone and rolling it was performed
by day labour.

ST. OUES LOCK.

Length of canal, i mile; one lock, 200 feet x 45 feet; 7 feet of water on sills;
total rise, 5 feet.

REPAIRS AND RENEWALS.

The various structures on this canal were kept in good repair throughout the
year, the chief items of work done being as follows : —

Building two new booms for the upper entrance and repairing existing booms
and piers.

Building a slip in the shore at the head of the island for the purpose of hauling
booms out of the water in the fall.

Overhauling derrick scow and renewing derrick thereon. Overhauling overseer's
house.

INCOME.

Booms and boom piers. — Owing to unusually high water in the Richelieu river
it has been found impossible to perform the whole of the work contemplated here dur-

u QUEBEC CANALS 151

SESSIONAL PAPER No. 20

ing the year. Two cribwork piers, however, were taken down and rebuilt with con-
crete from the water line to the top.

Manny's lock gate protection bars. — As in the case of the piers and booms the
high water has rendered the completion of this work impossible. The lower gates
however are now equipped with the protection bars.

STE. ANNE LOCK.

Length, i mile; 1 lock, 200 x 45 feet; 9 feet of water on sills; total rise, 3 feet.
Old lock still available, 200 x 45 feet; 6 feet of water on sills; total rise, 3 feet.

REPAIRS AND RENEWALS.

The ordinary repairs necessary to keep the structures, buildings, fences, &c., in
good condition were performed here during the year.

In addition to these, the repairs to the four upper detached piers, forming the
western extension to the new lock entrance^ which was commenced in 1906, were com-
pleted and a new boom placed between piers No. 3 and 4. The public wharf was also
pretty extensively repaired.

CARLLLON AND GRENVILLE.

Carillon canal.— 'Length, | miles; 2 locks, 200 x 45 feet; 9 feet of water on sills;
total rise, 16 feet,

Granville canal. — Length, 5| miles; 5 locks, 200 x 45 feet; 9 feet of water on
sills; total rise, 43| feet.

REPAffiS AND RENEWALS.

No work of special importance was performed on these canals under the above
heading during the year beyond the maintaing of the locks, bridges, buildings and
other structures in good condition.

The principal items of work done were: —
The providing of a shore boom on the north side of the upper entrance to the Caril-
lon canal, the renewing of fences along the Carillon canal and the repairing of the
banks on the Grenville canal.

The electric light service provided by Messrs. Ross & Ayers has given good satis-
faction and was found to be a great help to navigation.

INCOME.

Light-houses. — The two wooden towers for the range lights at Chute-a-Blondeau,
which were pretty well decayed, were taken down during the year and replaced by
steel structures erected under contract by the Phoenix Bridge and Iron Works upon
foundations built by the canal staff.

Piers. — The top portion of one of the isolated guide piers at the head of the
Carillon canal was renewed with concrete from the level of low water.
It is the intention to treat the other piers in the same manner later on.
The works chargeable to ' Income and Capital ' on the Soulanges, Beauharnois,
Carillon and Grenville, Chambly and St. Ours canals are under the charge of Mr. L.
S. Pariseau, C.E.

I have the honour to be, sir,

your obedient servant,

ERNEST MARCEAU,

Superintending Engineer Quebec Canals.

152 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909

QUEBEC CANALS.

Statement showing the date of the opening and closing of the canals of the Quebec

Division.

Name of Canal.

Opening.

Closing.

Lachine Canal 30th April, 1907 . .

Soulanges Canal 1 st May, 1907 . .

Beauharnois Canal 27th " 1907. .

Chamblv Canal 1st " 1907.

St. Ours Lock 27th .\pril, 1907.

Ste. Anne Lock '22nil May, 1907 .

Carillon and Grenville Canals '1st " 1907.

3rd December, 1907
5th " 1907

30th November, 1907
30th " 1907

30th " 1907

30th " 1907

30th " 1907

LACHINE CANAL.

St.^tement Showing Depth of Eiver 'Water on Mitre Sills of Nejv Lock No. 1 at
Lower Entrance and New Lock No. 5 at Upper Entrance during the Fiscal Year
ending March 31, 1908.

Months.

Lock No. 1 ,

Lower Sill.

Lock No. 5,

Upper Sill.

Highest.

liowest.

Highest.

Lowest.

1907.

Ft. In.

31 10
21 0
20 3
18 10

17 3

15 10

16 7

18 4

17 8

31 6
30 2
30 9

Ft. In.

19 1

19 2

- 18 4

17 1

15 5

16 2
15 9
15 4
13 6

17 7
27 0
27 0

Ft. In.

19 10
18 11
18 4
17 8
16 9

15 11

16 3

17 0

17 2

18 2
17 7
17 10

Ft. In.
16 10

17 10

June

July

17 6
16 8
15 9

15 5

15 10

15 9

15 10

1908.

. 15 3

February.. .

15 5

15 4

SOULANGES CANAL.

Statement Showing the Depth of the Eiver Water on the Mitre Sills of Lock No. 1 at
Lower Entrance and New Lock No. 5 at Upper Entrance during the Fiscal Year
ending March 31, 1908.

Months.

Lock No. 1,

Lower Sill.

Lock No. 5,

Upper Sill.

Highest.

Lowest.

Highest.

Lowest.

1907.

Ft. In.

22 6
20 4

20 1
19 2

IS 7
17 7

17 9
19 6

18 5

21 0

22 1

23 0

Ft. In.

18 10

19 5
19 2

18 5
17 6
17 5
17 6
17 6

17 4

18 4

19 0

20 3

Ft. In.

15 1
17 7
17 4
17 3
17 2

16 9
16 9

16 9

17 4

19 7
16 9

18 3

Ft. In.
17 0

17 1

17 0

Julv

16 9

16 9

16 3

16 5

16 5

16 6

1908.

16 3

16 4

16 7

QUEBEC CANALS

153

SESSIONAL PAPER No. 20

BEAUHAENOIS CANAL.

Statement Showing the Depth of the Kiver Water on the Mitre Sills of Lock ISJ'o. 6
at the Lower Entrance and Lock No. 14 at Upper Entrance for the Fiscal Year
ending March 31, 1908.

Months.

Lock No. 6,

Lower Sill.

Lock No. 14,

Upper Sill.

Highest.

Lowest.

Highest.

lAjwest.

1907.

Ft. In.

14 0
13 6
13 0
11 10
11 4
10 5

10 4

11 2
10 8

16 0
21 9
19 0

Ft. In.

11 2
11 4
11 8
11 4
10 4
10 2
10 1
10 4
10 4

10 8

13 tl

14 0

Ft. In.

12 7
12 1
12 0
11 11
11 11
11 7
11 7

11 11

12 1

12 6

11 10

12 11

Ft. In.

11 6

Mav

10 11

11 9

Julv .

11 0

11 .5

10 11

11 2

11 1

December. . . .

January

February

March

1908.

11 2

11 1
11 1
11 1

CHAMBLY CANAL.

Statement Showing the Depth of the Eiver Water on the Mitre Sills of Lock No. 9
at the Lower Entrance and Lock No. 1 at the Upper Entrance for the Fiscal Year
Ending March 31, 1908.

Months.

Lock No. 9, Lower Sill.

Highest.

Lowest.

Loi.K No. 1, L'PPER Sill.

Lowest.

Lowest.

1907.

April '

May

June

July

August

September

October

November

December

1908.

January

February

March

Ft. In.

19
17
13
11
10
9
10
12
15

15
16
21

4
2
5
4
3
5
10
11

Ft. In.

Ft. In.

14

13

11

10

8

8

9

10

11

13
15
15

12
11
10

8

9

10

10

1

11

3

2
9

2

2

10

11

10 11

10 8

11 9

Ft. In.

10
10

1

2

10

11
10
11

154

DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909
ST. OUKS LOCK

Statement Showing the Depth of the Kiver Water on the Mitre Sills of St. Ours
Lock during the Fiscal Year ending March 31, 1908.

Months.

Lock No. 1, Lower Sill.

Highest.

Lowest.

Lock No. 1, Upper Sill.

Highest.

Lowest.

1907

April

May

June

July

August

September

October

November

December

1908

January

February

March

Ft. In.

19
15
13
11
10
8
9
11
13

11
9

7
7
0
6
5
10
10

15 1

15 7

20 5

Ft. In.

14

13

10

9

7
7
7

12

12
14

7

6

11

5

8

5

11

10

Ft. In.

15

13

11

10

9

8

9

10

11

11

11
16

9
6
1
1
4
9
5
11
7

Ft. In.

12

11

9

9

0
1
11
2
1
1
5

9 7

9 0

10 3

STE. ANNE LOCK.

Statement Showing the depth of the Eiver "Water on the Mitre Sills of Ste. Anne
Lock for the Fiscal Year ending March 31, 1908.

■• -

Lock No. 1,

Lower Sill.

Lock No. 1,

Upper Sn.L.

Months.

Highest.

I-owest.

Highest.

Lowp't.

1907.

Ft. In.

Ft. In.

Ft. In.

Ft. In.

April

14 10
14 0
13 6
12 9
11 8

10 0

11 2

12 3
12 1

12 0
12 8
12 5
11 6
10 8
10 8

10 10

11 0
10 8

15 5

16 5
15 6
14 1
12 2

11 9

12 0

13 6
12 6

12 9

May

13 0

June

13 11

July

12 2

August

10 11

September

10 9

October.

11 7

November

11 8

December

11 6

1908.

January

13 5

12 9

13 8

10 11

11 6
11 0

13 3

12 4
12 8

11 5

11 5

March

10 11

QUEBEC CANALS

155

SESSIONAL PAPER No. 20

CAEILLON CANAL.

Statement Showing- the Depth of the Eiver Water on the Mitre Sills of Lock No 1
at Lower Entrance and Lock No. 2 at Upper Entrance during the Fiscal Year
ending March 31, 1908.

Months

1907.

April

May

J>ine

July

August

September

October.

November

December

1908.

January

February

March

Lock No. 1, Lower Sill.

Highest.

Ft. In.

IS
18
17
15
13
12
13
13
13

0
5

7
6
6

10
2

10
4

13 11
15 10

14 7

Lowest.

Ft.

14
14
15
13
12
11
12
13
12

13
13
13

In.

3
3
5
5
1
11
9
0
5

Lock No. 2, Uppeh Sill.

Highest.

Ft. In.

16
18
17
15
13
12
12
14
16

16
16
13

6
7
9
3
6
10

9
10
10

Lowest.

Ft. In.

13
15
11
13
11
11
11
12
12

13
13

12

6
2
5
2
11
2
6

0

10

0

GKENVILLE CANAL.

Stateaient Showing the Depth of the River Water on the Mitre Sills of Lock No. 3
at Lower Entrance and Lock No. 7 at Upper Entrance during the Fiscal Year
ending March 31, 1908.

Months.

Lock No. 3, Lower Sill.

Highest.

1907,

April

May

June

July

August

September

October

November

December

1908.

January

February

March

Ft. In.

23
22
21
19
16
15
15
19
19

11
10
3
2
3
8
6
2

Lowest.

Ft.

16
19
19
16
14
13
15
15
15

In.

7
3
2
2
0
7
1
0
6

21

5

15

8

21

3

19

■A

19

8

17

2

Lock No. 7, Upper Sill.

Highest.

Ft.

16
19
18
16
13
12
13
15
13

In.

4
10
6
7
9
8
3
5
4

Ixjwest.

Ft. In.

14
16
16
13
11
10
12
12
12

0
6
2
7
3
10
6
5
7

11 7
10 10
10 7

156 nFJ'ARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909-

ST. LAWRENCE DISTRICT.

Superintending Engineer's Office.

Cornwall, August 4, 1908.

Sir, — I have the honour to submit my annual report upon works of construction
the survey in connection with the enlargement of the St. Lawrence canals for the
fiscal year ending March 31, 1908.

GALOPS CANAL.

Iroquois Section.

The contract for this work was awarded to Messrs. Larkin & Sangster. The work
commenced on May 20, 1897, and was completed in November, 1902.

The final estimate was returned on October 31, 1906. The final plans, diagrams
and detail calculations were copied and completed on November 5, 1907, and for-
warded to the department on November 14, 1907.

Upper Entrance.

This contract was awarded to Messrs. Murray & Cleveland in November, 1888.
The works of construction proceeded with during the past year are as follows: —

Earth excavation. — The dredging operations, which consisted in cleaning up the
prism of canal bottom below guard lock, were resumed on April 5, 1907, discontinued
on May 1 and resumed again on May 10, 1907, and completed this part of the section
on May 24, 1907.

The trimming of bermes and slopes was completed in September, 1907.

On May 25, 1907, the dredge proceeded to remove the blasted rock on the north
side at toe of slope at the west end of the section, the material being utilized at the
Gut dam.

The bottom of prism was levelled by means of a heavy drag attached to a float-
ing derrick. The dredge was removed opposite McLaughlin's hill on December 5,
1907, to remove some high spots.

The dredging operations were comjjleted on July 4, 1907, ready for final sweeping.

Sodding. — The work of sodding between the guard lock and weir commenced on
May 24, 1907, and completed on June 10, 1907, thus completing the sodding through-
out the entire section.

Protection of slopes. — The stone protection of slopes and at west end of detached
cribs across Round bay was completed on July 5, 1907.

Stone Filling. — Gravel taken from the north channel was placed in rear of cop-
ing of southwest retaining wall of lift lock in June, 1907.

The stone filling in rear of west end of cribs across Round bay was completed on
July 5, 1907,

Broken stone was placed at water line in front of protection wall on north side
of upper entrance in July, 1907.

Additional stone protection was placed around icebreaker at upper entrance pier
and completed on October 23, 1907. Heavy blocks of stone, fastened with anchor
chains, were placed crosswise around icebreaker pier. This work stood the test of

u ST. LAWRENCE CANALS 157

SESSIONAL PAPER No. 20

the severe pounding of the ice floes during the past winter, with the result that no
damage was effected nor any stones disturbed.

It has consequently solved the diificiilty of protecting this pier for years to come.

Service hridge. — During April, 1907, a service bridge was erected over culvert at
McLaughlin's hill.

Fence. — The work of erecting a fence along the north side of canal, east of weir,
which occupied a week's work, was completed on August 27, 1907.

Sweeping. — After all the obstacles were removed from canal bottom the section
was entirely reswept, thereby leaving this contract entirely completed on October 23,
1907.

A progress final estimate was prepared and returned on December 31, 1907. The
final estimate is in an advanced, stage and will be completed with as little delay as
possible.

Removal of shoals in river west of upper entrance of Galops canal. — The contract
for this work was awarded to Mr. M. A. Cleveland on July 25, 1907.

The removal of the iTpper shoal was commenced on September 4, 1907 and com-
pleted September 11, 1907.

The work on the second shoal was commenced on September 11, 1907, and dis-
continued on September 21, 1907, when the dredge was removed to the north channel.

The dredge resumed work on November 13, 1907, and discontinued for the sea-
son on December 10 to go into winter quarters.

The dredging operations will be resumed again early in April next.

North Channel.

The contract for this work was awarded to Ifr. M. A. Cleveland and was com-
menced on May 14, 1897.

The works of construction proceeded with during the past year are as follows :—

Earth excavation.— The levelling and general cleaning up of the section and the
grading of slope in rear of the eribwork at Spencer's island commenced on April 9,
1907, and was completed on October 12, 1907.

The dredging operations were resumed on July 5, 1907, removing material on the
south side of channel, at lower end of channel, and completed on August 8, 1907.

The dredge started cleaning up bottom of channel on August 9, 1907, discontinued
on September 4, 1907, and was removed to the shoals west of upper entrance of Galops
canaL Kesumed again on September 21, 1907, and completed on November 13, 1907.

After careful sweeping the channel proved safe for navigation at the present stage
of high water.

Stone filling. — On April 9, 1907, some gravel was placed in rear of wall on top
of icebreaker pier, from May 20 to October 23, 1907. Stone protection for the ice-
breaker pier, in rear of the concrete wall at Spencer's island, at nosing of wall on
north side of Driunmond island, around guide crib south side at lower entrance of
channel, in rear of concrete wall at east end on south side of channel opposite station
29, and to form roadway along shore line on north side for the farmers' cattle east of
station 25.

Gravel and broken stone were placed for protection along south side of upper
entrance pier at station 108 and stone filling on south side in front and east of con-
tractor's office was completed on August 14, 1907.

Concrete and stone masonry. — The closing of the gap of the concrete and stone
wall on the south side and the placing of a concrete superstructure on top of small
mooring pier at Drummond island was completed on October 1, 1907.

158 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909'

The stone and concrete masonry for the superstructure of the mooring wharf in
front of the contractor's office along with the construction of reinforced concrete arches
over the two spillways on either side of the wharf were completed on October 8, 1907.

This contract is practically completed, some boulders which do not interfere with
navigation at the present high stage of the river will be removed as soon as water
begins to recede.

Protection of slopes. — Some repairs to the curbing at foot of concrete and stone
wall on the south side of the channel was done between September 10 and 17, 1907.

' GUT DAM.'

Stone filling. — Stone filling where required in read of the ' Gut Dam ' com-
menced on May 30, and completed June 18, 1907.

The levelling of the rock talus east of dam and the placing of gravel for blind-
ing approaches and east of dam was completed on June 24, 1907.

The rock protection and talus of indurated clay was completed June 29, 1907.

Fencing. — Around the government property at Les Galops island a fence was
erected in June, 1907, to prevent cattle from crossing over on to the dam.

The final estimate is being prepared without delay. All the calculations of
quantities, diagrams and plans have been completed and the copying of same is in
progress.

GALOPS RAPID IMPROVEMENT.

This work was stopped in September, 1906, and contractors disposed of their plant
during the past year.

In August, 1907, the channel was buoyed out by the Department of Marine and
Fisheries.

An automatic gauge was placed on the north pier at lower entrance of north
channel, showing depth of water available in the rapids channel for the guidance of
vesselmen who may see fit to run the rapids.

This channel is now under the direction and charge of the Department of Marine
and Fisheries.

A final estimate of the work done was returned on March 31 last, leaving a num-
ber of disputed claims to be adjusted before the Exchequer Court.

I am, sir, your obedient servant,

L. N. EHEATJME.
Engineer in Charge, St. Lawrence Canals.
M. J. Butler, Esq.,

Deputy Minister and Chief Engineer,
• Department Railways and Canals,
Ottawa, Ont.

ST. LAWRENCE CANALS.

Office of the Superintendent.

Cornwall, Ont, April 1, 1908.

Sir, — I have the honour to submit herewith the annual report on the maintenance
and operation of the St. Lawrence canals for the fiscal year ending March 31, 1908.

the CORNWALL CANAL.

Was opened for navigation on April 29 and closed on December 6. Navigation
was interrupted from 4.30 p.m. July 5 until 9 p.m. on the 6th by an accident at lock
17 whereby the steam-barge lona carried away the upper pair of gates.

u ST. LAWRENCE CANALS 159

SESSIONAL PAPER No. 20

The water was drawn off the lower levels on April 7 and readmitted on April 21.
During these two weeks the bottom of all the locks, old and new, were carefully
cleaned of g-ravel, &c, loosened spikes and bolts were redriven, mudsills refastened and
all broken valves replaced. The spare gates for the lower locks were taken out into the
river and stored for the summer, and the operating machinery replaced on the lower
locks. All the rip-rap that had fallen away was replaced the whole length of the
canal.

In order to fit the Alert for working in a few inches of ice her hull was sheeted
with heavy iron 36 inches wide.

Throughout the season the ordinary work of maintaining the banks, cleaning
ditches, repairing gates and valves was carried on as the condition of things re-
quired it.

The new transformer house at lock 17, built of concrete blocks and iron roof, was
completed and put into use. It is a very decided improvement on the old wooden ones.
If it becomes necessary to build any more of these transformer houses I would suggest
that all the lock structures be thrown into one and that one building made fireproof.

The gates broken by the steam-barge lona were repaired and the cost charged to
the lona.. Thej are now on hand as spares.

A scow 90 feet x 26 feet x 6 feet, of British Columbia fir, was built during the
summer.

The oils and paints are separated from the other stores since moving them into
the new fireproof oil house finished in November. It has a concrete foundation, walls
of brick and roof of iron.

Lock 18 was equipped with iron snubbing posts set in concrete blocks and a
backing of concrete put in along both sides of the lock.

Considerable repairs were done to the brick sewer that rttns along the front of
the town of Cornwall. At two points it was opened up and repaired for a distance of
over 30 feet.

The lumber shed was extended a length of 52 feet. It is now as large as should
be required to store the stock of lumber and timber that should be kept on hand.

Mr. E. T. Wilkie, Ontario land surveyor, started on April 1 on a survey, that the
boundary of canal lands might be marked off. He made good progress with the work
and it is almost completed. The plan of canal property will be ready in a few days.

Mr. Jas. McEniry, lockmaster at lock 19, died on June 18 and the vacancy was
filled by the promotion of one of the lockmen. John Brydges, lockman at lock 17, was
superannuated Februaiy 1.

The usual back water occurred at Cornwall during the winter. The jam appeared
first just at the head of Pelow island. This caused the waters of the river to back up
until they reached an elevation of 41 -3, or 37 feet above the sill of lock 15, on Febru-
ary 7. A secondary jam occurred at Potash point and another at Malinde point, until
just below lock 18 the water was within a foot of coming over the outer bank. It -will
be advisable to raise the outer bank just below lock 18 for a distance of a few hundred
feet,

THE WILLIAMSBURG CANALS

were opened on April 29 and closed on December 6, navigation having been maintained
during the season without interruption.

Before the opening of navigation the water was lowered in the Eapide Plat canal
to allow the contractor for the municipal power plant at Morrisburg to cut through
the retaining wall.

All the loose rip-rap was picked up and put in place and several spots renewed
during the season with a better class of stone hand laid.

A few trees and shrubs were planted at locks 23 and 24 and appear to be doing
well.

160 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD Vil., A. 1909

A complete top was put on the upper gates of old lock 23 and the upper gates of
lock 28.

Further leakages appeared in the water pipe under the lock at Iroquois. Late
in the season the leak became alarming and the trench was opened up and the joint
where the leak occurred was properly caulked.

During the winter new gates for the upper end of lock 24 were built at the shops
at Cornwall.

Early in the season Mr. John O'Leary finished his contract at the junction of the
Iroquois and Cardinal sections.

Mr. Geo. A. Begy has made fairly good progress on the work of rebuilding the
retaining walls on the back ditch at Iroquois. The contract will be completed early
this season.

On November 15 Mr. J. W. LeB. Ross, assistant engineer, was transferred to
Sault Ste. Marie and ]\Ir. J. C. Boyd to Morrisburg as overseer of the Williamsburg
canals.

On March 1 Mr. C. D. Sargent from the engineering staff was transferred to the
operating staff as resident engineer.

THE MURRAY CAJTAL.

Opened on April 15 and closed on December 5, having been operated the full sea-
son without interruption.

At all points where required the banks were repaired, ditches cleaned out and rip-
rap replaced.

The ditches are in such good shape now that very little sliding occurs along the
banks.

Four permanent iron snubbing posts were put in at each bridge.

The coping course of the rest pier at the east end of the Trenton bridge and the
west end of the C. O. Railway bridge was reset.

The watch-house at the C. O. Railway bridge was changed from the east to the
west of the track. A much better view of the railway track is obtained.

Mr. R. Weddell's work on the rebuilding of the piers at the ends of the canal has
progressed so that there are only three piers remaining to be finished and the bridges
to be put on.

Appended are statements showing (1) Highest and Lowest Water Level, (II.)
Fines and Damages.

I have the honour to be, sir,

your obedient servant,

W. A. STEWART.

Superintendent.

M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,
Department of Railways and Canals,
Ottawa, Ont.

ST. LAWRENCE CANALS

161

SESSIONAL PAPER No. 20

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162

DEPARTMENT OF RAILWAYS AND CANALS U

8-9 EDWARD VII., A. 1909

Statement of Fines and Damages in Connection with the St. Lawrence Canals, dur-
ing the Year ended March 31, 1908.

CORNWALL CANAL.

Lock.

Date.

Name

of
Vessel.

Damage.

Fine.

Name of Owner.

Remarks

G. Gates

Lock 21

Lock 20

1907.

May 13

May 13

June 17

July 17

Julys

Bombay .. .
Baroness.. .
Thrush

$ cts.

10 00
10 00

S cts.

10 oo'

D. McCarthy

D. McCarthy

M T. Co

Paid.

Mr. Bge

Lock 17 ....

Glenmount.
lona

69 69
1,333 09

M. T. Co 1 "

E A Hall 1 "

WILLIAMSBURG CANAL.

Pier at F.Point
Pier at F. Point

Lock 27.
Lock 28.

190C.
August 27..

October 24.

1907.

October 18.
August 24..

Ceylon .

Buckeye
State...

Nevada

Georgetown.

$ cts.
265 37

157 90

25 00
150 00

S cts.

The Calvin Co.

. . . J. L. Crosswaithe.

Can. Lake Trans. Co. . Paid.
J. L. Crosswaithe '

Paid S2 on August '27,
1907, balance on
November 1, 1907.

Paid SI 50 on July 23,
1907, balance on
November 23, 1907.

ii WELLAND CANAL 163

SESSIONAL PAPER No. 20

WELLAND CANAL.

Office of the SuPERtNTENDiNG Engineer.

St. Catharines, Ont., March 31, 1908.

Sm, — I have the honour to report upon the maintenance and operation of the
Welland canal and its branches for the fiscal year ended March 31, 1908.

Navigation Season.

The canal opened for navigation on April 15 and closed December, 1907.

Accidents.

Only one serious accident occurred during the year. The tug Schench, bound
down, on May 4, 1907, ran into the Michigan Central Eailroad across the canal at
Welland, throwing it off its pivot and delaying navigation for two days.

Improvements — New Canal.

Mr. Joseph Battle has made good progress under his contract for building a
retaining wall in the rock cut at Eamey's bend.

Mr. M. J. Hogan has completed his contract for building a dock and turning
basin at Welland.

Mr. W. E. Phin has made satisfactory progress on a contract undertaken last fall
to widen the canal near Welland and dredging out the bank in front of the Welland
dock and turning basin, the excavated material being used to fill in the old back ditch
in rear of the dock.

The exx)erimental lock gate operating machines in use during the summer of 1907
having proven satisfactory, a contract was awarded to Messrs. M. Beatty & Sons,
Limited, Welland, for the manufacture of a sufficient number to operate all the gates
on the canal. These machines have been delivered and are being set in place. A few
of them will be in operation at the opening of navigation and the balance shortly
afterwards. The motors to operate the machines have been manufactured and de-
livered by the Packard Electric Company, Limited, St. Catharines.

port colborxe.

Messrs. Hogan and Macdonnell are still cleaning up the excavation in the outer
harbour and in the entrance between the breakwaters. They expect to have this work
completed early this season.

Mr. M. J. Hogan has completed his contract for ' new docking along west pier.'
Messrs. Peter Lyall & Sons, contractors for the elevators, have the building prac-
tically completed and are installing the machinery.

port dalhousie.

Mr. W. E. Phin, under contract, removed a shoal which had formed between the
entrance piers.

Rer)airs — New Canal.

In addition to the ordinary repairs to locks, weirs, bridges, &c., which were done
by the canal staff during the year, the mitre sill and about one hundred feet of the
20— ii— 11^

164 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD Vll., A. 1909

foundation at the lower end of lock No. 4 were renewed this spring, concrete being
substituted for the old timber foundation.

Repairs — Old Canal.

The old canal was unwatered on April 1, 1907, and the foundation of one of the
weirs at lock No. 2, which had been badly undermined, was repaired in a permanent
manner with concrete.

St. Paul street swing bridge was thoroughly overhauled and partly rebuilt.

The bridge over lock No. 5 was entirely rebuilt.

Welland Canal Feeder.

The superstructure of the government wharf entrance to the feeder at Dunnville
was renewed during the year.

A reinforced concrete bridge was built across the back ditch at the Petit road
crossing to replace the old wooden structure.

PORT MAITLAND.

Mr. E. Conroy, contractor for renewing the superstructure and a portion of the
substructure of the east entrance pier at Port Maitland, completed his contract in
the fall of 1907. The heavy storms of the fall and winter of 1906-7 mentioned in my
last annual report caused a great deal of damage to the old pier before the contractor
commenced work upon it. A large portion of the superstructure and about 286 feet
of the substructure was destroyed. A large quantity of gravel and stone had to be
dredged out to allow new cribs to be sunk in place of those washed out.

Slides on Summit Level.

Quite a serious slide occurred in the east bank of the ' deep cut ' between Allan-
l)urg and Port Robinson in January, 1908, some 15,000 cubic yards of material run-
ning into the canal, partly blocking the channel.

Another slide occurred in the west bank about two miles south of Welland.

A contract has been awarded to Mr. W. E. Phin, who fortunately had a dredge
in the vicinity, to remove these slides, and he will have a channel through them by
the opening of navigation.

TRAFFIC.

During the year the traffic was very heavy compared with previous years, several
fine new boats having been placed on this route.

GENERAL.

The water in Lakes Erie and Ontario has kept well above normal during the year,
especially Lake Ontario.

Mr. Michael Corcoran was the only employee superannuated during the year.

Mr. Robert Coulter, a superannuated employee, died on March 21, 1908.

Attached is a statement of moneys collected for damages caused to canal property
by different vessels; also a statement of fines collected for breaches of canal rules and
regulations ; also a statement showing the highest and lowest recorded depths of water
on the mitre sills o fthe locks at Port Dalhousie and Port Colborne for each month of
the year.

I have the honour to be, sir,

your, obedient servant,

J. L. WELLER,
Superintending Engineer.

WELL AND CANAL

165

SESSIONAL PAPER No. 20

WELLAND CANAL.

Statement of damages to "Welland Canal property during the Fiscal Year ending
March 31, 1908, and the Amount Paid on Account of said Damages.

Date of
Damage.

Name of Vess?l.

Amount of Amount ' Date Paid.
Damage. Paid.

Where Paid.

1907.

April 24

" 29 , . ....

Str. S. N. Parent

S cts.
29 20
17 33
173 05
9 75
10 00

8 cts.l 1807.

29 20 Alay 18

17 33 i " IS

173 05 " 11

9 75 July 9

10 00 June 24

3 25 July 25

125 00 ;Aug. 9

297 65 Sept. 18

168 16 " 9

7 6S Oct. 17

12 62 " 5

6 60 " 28

65 10 Nov. 12

50 00 '■ 23

Ft. Dalhousie.

May 10

«

Str. Turret Court

•<

"24

«

July 22

3 25

«

Aug. 9

19

" San Juan de Aicstria

125 00

297 65

16S 16

7 58

12 62

6 60

65 10

60 00

Pt. Colborne.
Pt. Dalhousie.

Sept. 9...

July 13

Sept. 12

13

"

" Fairmount

„

Oct. 24

"

Nov. 1

"

»

Statement of Fines Collected from Vessels Contravening Canal Eules and Eegula-
tions for the Fiscal Year ending March 31, 1908.

Date of
Fine.

Name of Vessel.

Amount of
Fine.

Amount
Paid.

Date Paid. Where Paid.

1G07.
May 28

S cts.

10 00

5 00

S cts.

10 00

5 00

1907.

June 26

J-.ilv 30

Pt. Dalhousie.

July 19

,.

Statement showing the Highest and Lowest Depths of Water on the Lower Mitre
Sill, Lock No. 1, New Welland Canal, Port Dalhousie, for the Fiscal Year ending
starch 31, 1908.

Months.

Lower

Sill.

Months.

Lower

Sill.

Highest. 1

Low

est.

Highest.

Lowest.

1907.

i ^*-

.1 IC
.1 17
. i 17
. ! 17
17
16
. 1 16

In.

11

1
2

1
0 ;

s 1

5 !

i

Ft.

16
16
16
16
16
10
16

In.

8
9
11
11
8
4
2

1907.

'November

Ft.

15
16

16
17
17

In.

4
3

9

?

Ft. In.
16 1

May

16 1

1608

January

February

March

July

August

September

October

16 2
16 7
16 11

166

DEPARTMENT OF RAILWAYS AND CANALS li

8-9 EDWARD VII., A. 1909

St.\tement showing the Highest and Lowest Depths of Water on the Upper Mitre
Sill, Lock No. 27, New Welland Canal, Port Colborne, for the Fiscal Year ending
March 31, 1908.

Months.

Upper Sill.

Months.

Upper Sill.

Highest.

Lowest.

Highest.

Lowest.

1907.

April

May

June

July

Ft. In.

15 4
18 2

15 9

16 0

15 9

16 0
15 7

Ft. In.

13 9

14 7
14 8
14 7
14 9
14 6
14 5

1907.

Ft. In.

16 8
15 9

15 7
15 10
15 5

Ft. In.
14 2

12 9

1908.

13 5

September

13 5

13 5

SAULT STE. MAEIE CANAL.

Engineer's Office. «

Sault Ste. Marie, Ont., May 7, 1908.

Sir, — I have the honour to submit my annual report on the improvements in pro-
gress to the entrance of the Sault Ste. Marie canal for the fiscal year ending March
31, 1908:—

Dredging upper entrance. — The deepening and widening of the upper entrance
as laid down on the plan of improvements submitted and approved, was divided into
three separate contracts. The first contract was entered into with Mr. John Hickler
and Mr. Henry Hickler for the westerly section and was brought to a satisfactory
•completion November 1, 1904.

A second contract for the easterly section was let to Mr. C. S. Boone May 3, 1905.
This contract consisted of deepening and widening that portion of the channel-way
from the east end of the entrance piers extending westerly one and one-tenth miles.
The conditions of the contract required that the channel should be deepened to 21
feet 5 inches below extreme low water mark, and from a width of 250 feet at the
entrance piers widening to 500 feet as shown on the plan of work. The work of clean-
ing up tthis contract was in progress for the greater part of last season and was
brought to a satisfactory completion November 28, 1907, The work was tested with
the canal sweep and the required depth was found throughout. Soundings over the
whole area were taken during the past winter and the depths recorded show in excess
of that required.

The third contract, for the middle section, was entered into with Mr. C. S. Boone
May 11, 1907. This contract comprises that portion of the channel-way passing
through what is known as the Vidal shoal and situated two miles above the lock. The
conditions of the contract require that the channel shall be deepened to 21 feet 5
inches, the same depth as that required in the former contracts, and a width of 500
feet secured throughout as shown on plan of work. The north half of the channel
has been dredged over and during the coming season will be cleaned up, thus provid-
ing the additional depth much required at the upper entrance, I trust, at an early date.
Work on the south half will be started when the north half is made safe for naviga-
tion.

Extension to the south pier, upper entrance.— A contract was entered into with
Messrs. Wright & McPhail for an extension of 40 feet to the westerly end of the new
concrete pier on the south side of the canal. The substructure of cribwork was put
in place and well filled with stone, and before starting the superstructure was allowed
to settle during the winter months. The concrete superstructure will be executed dur-
ing the coming season.

8AVLT STE. MARIE CANAL

167

SESSIONAL PAPER No. 20

Stone protection hank or hacking to south pier extension. — Work on the stone
protection bank at the rear of the new concrete pier was advanced, leaving the westerly
end until the extension under way is completed.

Cast iron mooring posts. — A contract was entered into with Messrs. "Wright &
McPhail for the construction of 19 cast iron mooring posts set in concrete blocks
placed 40 feet apart along the north side of the lock. This contract was executed in
a satisfactory manner and brought to a completion October, 31, 1907.

I have the honour to be, sir,

your obedient servant.

M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,
Ottawa.

F. B. FEIPP,

Engineer in Charge.

SAULT STE. MAEIE CANAL.

Superintending Engineer's Office.

Sault Ste. Marie, Ont., May 29, 1908.

Sm, — I have the honour to report upon the maintenance and operation of the
Sault Ste. Marie canal for the fiscal year ending March 31, 1908.

I am endebted for a large portion of the information contained in this report to
Mr. F. B. Fripp who filled the position of acting superintendent until December 1,
1907.

The canal was opened for traffic on April 22 and closed on December 15, 1907,
having been open for 238 days.

This has been by far the most successful year since the opening of the canal, as
indicated by the increase of registered tonnage of vessels and also by the quantity of
freight passing through the canal, the registered tonnage being 91^ per cent greater
and the freight tonnage being 137 per cent greater than any previous year. This in-
crease is probably largely due to the heavy trafiic for the season and to the improve-
ment in the channel at the upper entrance.

The usual exchange of ships'reports was made with the St. Mary's Falls canal
on the opposite side of the river, from which complete statistics have been compiled
by the United States authorities of the traffic passing this point, some of which statis-
tics are given in the following table: —

Year.

Number

of Vessels

passed.

Registered

Tonnage

of Vessels.

Total

Freight

Tonnage.

Cost of

Carrying

per mile

Ton.

Estimated

Value

of Freight

carried.

Percentage

of Freight

carried in

Canadian

Ves.sels.

Number

of

Passengers.

1855

193

916

997

1,828

2,023

3,503

5,380

10,557

10,191

12,580

12,008

14,491

17,956

18,615

17,171

17,761

20,255

19,452

20,041

22,659

18,596

16,120

21,679

22,155

20,437

106,296

403,657

409,062

690,826

1,259,534

1,734,890

3,035,987

8,454,435

8,400,085

10,647,203

8,949,754

13,110,366

16,806,781

17,249,418

17,619,923

18,622,764

21,958,347

22,315,834

24,626,976

31,955,582

27,736,444

24,364,138

36,617,699

41,098,324

44,087,974

14,503

153,721

181,638

539,883

833,465

1,321,906

3,256,628

9,041,213

8,888,759

11,214,333

10,796,572

13,195,860

15,062,580

16,239,071

18,982,755

21,2.34,634

25,255,810

25,643,073

28,403,065

35,961,146

34.674,437

31,546,106

44,270,680

51,751,080

58,217,214

4,270
9,230
19,777
17,163
19,685
25,766
36,147
24,856
26,190
25,896
18,869
27,236
31.656
37,066
40,213
43,426
49,082
58.555
59.663
59,377
55,175
37,695
54,204
63.033
62,758

1860

1865

1870

1875

1880

1885

1890

1891

1892..;

1893

1894..

1895

1896

1897

1898

1899

1900

1901

1902

1903

1904

1905

1906

1907

1.3

1.35

1.31

1.1
.99

1.14

1.
.83
.79

1.5

1.18
.99
.89
.92
.81
.85
.84
.80

102,214,948
128,178,208
135,117,267
145,436,957
143,114,503
159,575,129
195,146,842
218,235,927
233.069.739
281,364,750
267,011,959
289,906,865
358,306,300
349,405,014
334,502,686
416,965,484
537,463,454
569,830,188

3.5

4.0

3.8

4.1

3.5

3.75

3.

3.

2.2

3.1

3.

4.

4.

6.

6.

5.

5.

5.

1

168 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909

DAMAGES.
On September 1 the steamer John Stanton ran into the south pier at the lower
entrance, doing considerable damage, and on the following day the steamer H. P.
Mcintosh collided with the canal scow which was engaged in making some repairs.
The owners of both vessels have paid the cost of making the necessary repairs.

REPAIRS.

At 9.30 p.m. on July 6 traffic through the canal was suspended while the' water
was pumped out of tlie lock and some repairs made to the sheaves of the lower main
gates and the gratings over the entrances to the culverts for filling and emptying the
lock. The sheaves, which had been giving some trouble as they were above the level
of the floor and had been struck on several occasions by boats, were lowered into the
floor so as to be out of reach of boats, and the gratings, which had been moved by the
ice in the spring, were fastened down. The water was let into the lock again at 2
p.m. on the 8th.

Eepairs were also made to the north pier at the lower entrance which had been
damaged by the steamer Stanton, and also the canal scow which had been damaged by
the steamer Mcintosh.

The soiith pier at the upper entrance was levelled up and replanlved from the east
end to the junction with the concrete extension.

At the close of navigation the upper main gates were unstepped and replaced by
the spare gates. The water was pumped out of the lock, the culverts cleaned out, the
sheaves of the auxilliary gates lowered into the floor and some other small repairs
made to some sheave castings which had been broken.

This spring the gate and valve machinery was thoroughly overhauled and the
usual painting done preliminary to the opening of navigation.

IMPROVEMENTS.

Iron snubbing posts set in concrete blocks were placed along the north side of
the lock to replace the old wooden posts, adding greatly to the appearance of the lock.
Similar posts are required on the south side of the lock.

It would seem advisable to place a pavement along the north side of the lock,
outside the snubbing posts to accommodate the public, as the crowds of people who
visit the lock at times interfere with the men operating the lock and also run con-
siderable risk of accident, as the lines from boats at present cross the pavement.

A considerable amount of levelling was done to the grounds by cutting away the
high spoil banks, but there is still a great deal to do before these banks will be en- .
tirely removed and the grounds put in proper shape.

The north pier at the upper entrance is in very bad condition needing a new top
throughout. It would seem advisable in renewing the structures of this kind to use
concrete instead of timber, but in this particular case the alignment of the pier is
so bad it would only perpetuate a bad state of affairs to put on a concrete top, and I
would suggest rather to renew the whole pier.

The alignment of the bank on the south side is also very bad and could be very
much improved at some future date. %

The captain of vessels report that the discharge of water fro mthe turbines makes
it difiicult to enter the lock from the lower end without colliding with the south pier.
This would appear from observation to be correct and it would be advisable to make a
change in the location of the discharge pipes to overcome this difficulty.

I have the honour to be, sir,

your obedient servant,

J. W. leB. EOSS,
M. J. Butler. Esq., C.E., Superintending Engineer.

Deputy Minister and Chief Engineer,

Department of Railways and Canals.

li 8AVLT STE. MARIE CANAL

SESSIONAL PAPER No. 20

SAULT STE. MAEIE CANAL.

169

CoMPARATH'E STATEMENT since Opening of lock, September 9, 1895.

Season.

Increase

or decrease

over

previous

season.

Season.

Increase i
or decrease

over Season,

previous
season.

Increase

or decrease

over

previous

season.

Period open

Canadian registered tonnage
U. S. registered tonnage ....

Total tonnage

Lockages

Vessel passages

Time passing lock

Average time lockage

1895.

; Sept. 9

I Dec. 6

125,240

62.3,131

748,371

69S

1,193

212 h. 27 m.

18.26 m.

1896.

May 7

Dec. 10

586,. "J?!

3,810,794

4,397,365

3,042

5,189

984 h. 22 m.

18.42 m.

1897.

3,187,663

3,648,994

2,344

3,996

771 h. 55m.

April 21

Dec. 14

398,343

3,406,018

3,804,361

2,976

4,376

684 h. 11 m.

13.97 m.

—188,228
—404,776
—593,004

— 66

— 813
300 h. 11m.

Period open

Canadian legistered tonnage
U. S. registered tonnage. ...

Total tonnage

Lockages

Vessel passages

Time passing lock

Average time lockage

1898.

/ April 11.. .

I Dec. 9

403,331

2,3.54,606

2.757,937

2,520

3,712

609 h. 30 m.

14.51 m.

1900.

4,988

1,051,412

1,046,424

456

664

74 h. 40 m.

April 26.
Dec. 20..

561,759

2,388,441

2,950,200

2,010

3,820

643 h. 16 m.!33 h. 46 ni

14.78 m. I

158,428

33,835

192,263

90

108

April 23

Dec. 16

579,528

1,616,139

2,195,667

2,205

3,163

541 h. 24 m.llOl h. 52m

14.73 m. I

17,769

—772,302

—754,533

405

657

Period open

Canadian registered tonnage

U. S. registered tonnage

Total tonnage

Lockages

Vessel passages

Time passing lock

Average time lockage

1901.

/April 20.. .

IDec. 21... .

776,331

1,672,631

2,448,962

2,906

4,243

724 h. 38 m.

14.96 m.

196,803

56,492

253,295

701

1,080

183 h. 14m.

1902.

April 1

Dec. 20

1,366,087

3,238,069

4,604,1.56

3,418

5,169

925 h. 57 m.

16.25 m.

589,756

1,565,438

2,1.55,194

512

926

201 h. 19m.

1903.

April 2

Dec. 13

1,616,385

3,145,020

4,761,405

3,242

4,418

883 h. 10 m.

16.34 m

250,298

93,049

157,249

176

751

42 h. 47m.

Period open

Canadian registered tonnage.

U. S. registered tonnage

Total tonnage

Lockages

Vessel passages

Time pas.sing lock

Average time lockage

1904.

/April 30.. .

1 Dec. 26... .

1 , 557 , 335

2,673,090

4,230,425

3,012

4,092

811 h. 28 m.

16 16 m.

1905.

71

59,050

471,930

530,980

230

326

h. 42 m.

April 10

Dec. 20

1,799,330
3,739,224
5,538,560
4,031
5 , 853

242,001
1,006,1.34
1,308,135
1,019
1,761
1060 h. 38 m. 249 h. 10 m 1131 h. 23 m
15 79 m. I i 10.35 m

1906.

April 10

Dec. 20

1,959,186

4,399,990

6,359,176

4,152

5,913

159,850

660,760

820,616

121

60

70 h. 45 m.

Period open .

Canadian registered tonnage
L'. S. registered tonnage. ...

Total tonnage

Lockages

Vessels passages

Time passing lock

Average time lockage

1907.

J April 22.. .

I Dec. 15... .

2,288,349

9,887,033

12,175,982

4,596

6,153

1378 h. 58 m.

10.18 m.

329,143

5,487,643

5,816,786

444

240

247 h. 35 m.

170 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 19091

TEENT CANAL.

Peterborough, April 24, 1908.
M. J. Butler, Esq.,

Deputy Minister and Chief Engineer,

Dear Sir, — I have the honour to submit my annual report for the fiscal year
ended March 31, 1908, covering the work of construction chargeable to ' capital '
account.

SIMCOE-BALSAM LAKE DIVISION.

The canal between Simcoe and Balsam lakes was ready for navigation at the
opening of the season of 1907 except the hydraulic lock at Kirkfield, which was not
formally opened for traffic until July 6, 1907, after which date it remained in com-
mission up to October 26, 1907, when navigation through the lock was closed for the
season. The lock was taken o£F the hands of the Dominion Bridge Company, con-
tractors for its construction, on December 31, 1907, and a final estimate for it pre-
pared and sent in to the department.

During the past year a final estimate in favour of Messrs, Larkin & Sangster,
contractors for section 2, was prepared in detail and forwarded to the department.
The final estimate of Messrs. Brown & Aylmer for section 3 is nearing completion and
will likely be finished next month.

With the opening of the Kirkfield lock last July navigation was opened between
Orillia, on Lake Simcoe, and Healey's Falls, on the Eiver Trent, a distance of 160
miles. The depth of water on the sills of the locks connecting the chain of lakes and
river reaches between these points is about 6 feet and the lock chambers are 33 feet
wide and from 134 feet to 142 feet long between the Hollow Quoins, with the exception
of the Eosedale lock which is only about 29 x 100 feet, but the old wooden lock at this
place will soon be replaced by a new concrete lock.

ROSEDALE SECTION.

Last summer plans and a specification for a new lock, dam and short canal, con-
necting Balsam and Cameron lakes, were prepared and the work advertised for tenders.
A contract for the execution of the work was entered into with the Eandolph Mac-
donald Company, Limited, on February 24, 1908. The Eosedale lock and new canal
will be built to the same dimensions as those of the Ontario-Eice lake division, and the
river and lake channels leading to the new canal will be dredged to 9 feet depth at the
normal levels of the lakes.

The contractors have begun work and now have the clearing over the right of
way of the canal completed, a lot of gravel for concrete delivered, some plant on the
work and a number of houses built for shops, storehouses, &c. They have also pur-
chased the dredging fleet of Messrs. Brown & Aylmer, now on Lake Simcoe waters,
which will be taken over to Eosedale on the opening of navigation The purchase of
this dredge, tug and scows by the contractors puts them in a position to proceed at
an early date with the excavation, as otherwise they would have had to build a plant
on the ground with the result that very little excavation would have been done this
year.

BOBCAYGEON SECTION.

During the past year a plan and specification was prepared for a new concrete
dam at the lower end of the Little Bob river to replace the old wooden dam at this
point which is in ruins. For the construction of the dam a contract was entered into
with Messrs. McCoy & Wilford, Limited, on December 3, 1907. During the winter
the contractors did some rock and earth excavation for the foundation of the dam, and
delivered all the gravel required for concrete, and are now ready to j)roceed with the

U TRENT CANAL 171

SESSIONAL PAPER No. 20

concrete work as soon as the high water in the lake subsides some. The work will be
finished early this fall.

BUCKHOUN SECTION.

Last year a plan and specification was prepared for a new concrete dam and
highway bridge at Buckhorn to replace the old wooden structures, which are in a very
dilapidated condition. On July 2, 1907, a contract was entered into with Messrs.
E. & D. Conroy for the construction of the new dam and bridge. About 50 per cent
of the work has been finished, including all the sluices of the dam, which were placed
ill use last fall and used all winter to control the waters of Buckhorn lake. The con-
tractors have on hand 75 per cent of the gravel required to complete the concrete
work together with all the steel bar reinforcement for the bridge, and are now in a
position to finish their contract by the middle of this season.

HOLLAND RH'ER DRISION.

Section No. 1. — This section extends from Cook's bay. Lake Simcoe, up the Hol-
land river to Holland landing, a distance of eight and one-half miles. A contract
for the execution of the work, which is chiefly dredging, was entered into with the
Lake Simcoe Dredging Company on August 30, 1906. The company spent the whole
of the season of 1906 building a dredge at Barrie, which was not completed and de-
livered on the work until May, 1907, when pumping operations with it were begun.
When they stopped work for the season on December 10 last they had excavated about
9,900 cubic yards, which represents the work done by their dredge for the year 1907.
Besides this small quantity of excavation a little clearing has been done.

Section No. 2. — This section extends from Holland landing to Newmarket, a
distance of 4^ miles, on which there are three locks with a total rise of 43 feet above
Lake Simcoe. A contract for the execution of the work was entered into with Mr.
John Riley on February 12, 1908, and assigned by him to Messrs. Russell, Dill &
Lothian on February 19, 1908, since which date they have been making preparations
to proceed with the works embraced in the contract.

Queensville road bridge. — Messrs. D. Conroy & Sons, contractors for the bridge,
completed the substructure of the bridge last July, and the Dominion Bridge Company
put the superstructure on the piers the following month. Last fall the contractors
for the substructure made up the approaches sufficiently wide and high to permit the
use of the bridge by the public during the winter. These approaches will be finally
completed this spring.

ONTARIO-RICE LAKE DmSION.

During the last session of parliament the government adopted the all-river route,
by the Trent river with the terminal point at Trenton, on Lake Ontario as the south-
ern outlet of the canal and voted a sum of $700,000 to begin the work. As soon as
this vote was available instructions were issued by the department last April to organ-
ize an engineering stafE and proceed with the work of preparing plans and specifica-
tions for letting of contracts. In accordance therewith offices were established at
Trenton, Campbellford and Hastings and the work of obtaining the additional field
data for the preparation of the plans begun. For construction purposes the 58 miles
of river, with a fall of 369 feet "between Rice lake and Trenton ,is divided into seven
sections. The locks of this division will have eight feet four inches of water on the
sills and chambers 33 feet wide by 175 feet long between Hollow Quoins. The short
canals at each lock and the river reaches will have a depth at normal water level of
nine feet. All locks, dams, bridge piers and other structures will be built of concrete
and all the works embraced in the construction of the canal will be furnished in a
most substantial and permanent manner.

172 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD Vlt., A. 1909'

To date the plans and specifications for sections 1, 2, 3 and 5 have been completed
and the contracts for them awarded. The plans for sections 4, 6 and 7 are in course
of preparation.

Section No. 1. — This section extends from Trenton to Glen Millar, a distance of
about four and a quarter miles. On the section are three lift locks of 20, 20 and 27
feet lifts. A contract for the -work was entered into with Messrs. Larkin & Sangster
on March 10, 1908, since which date the contractors have delivered a large quantity
of plant on the ground and have now at work a steam shovel in the deep cutting south
of the Grand Trunk Railway at Trenton.

Section No. 2. — This section extends from Glen j\Iillar to Frankford, a distance
of about four and a haK miles. On the section are three lift locks of 18, 18 and 16
feet lifts. A contract for the work has been awarded to Messrs. Dennon & Rogers.

Section No. 3. — This section extends from Frankford to a point three miles west
of Glen Ross. The total length of the section, measured along the centre line of the
canal and river channel, is seven and one-half miles. At Glen Ross there is a lock
of nine feet to overcome the fall of Chisholm's rapids. A contract for the work has
been awarded to the Canadian General Development Company.

Section No. 5. — This section extends from Campbellford to Crow bay, a distance
of three miles. On the section are two lift locks of 23 and 25 feet. A contract for
the work was entered into with Messrs. Brown & Aylmer on September 28, 1907.
Since then the contractors have finished the middle falls dam, except the concrete
platform across the top of it, and during the past winter delivered a large quantity of
gravel for concrete, of which there are now on hand 16,000 cubic yards. The con-
tractors hope this season to build and finish the lock at Middle Falls and part of the
dam at Stephen's rapids. They have also delivered large quantities of timber and other
building material.

The contract for these seven sections will all involve large quantities of sub-
marine rock and earth excavation for which dredges, scows, tug and drill boats will
have to be built on each section, which will mean considerable delay in beginning the
submarine excavation on each contract. Messrs. Brown & Aylmer during the past
winter delivered from British Columbia all the fir required for the construction of
their dredging and drilling fleet, which they are now building on Crow bay, but which
will not be in commission until late this summer.

I am, sir, your obedient servant,

ALEX. J. GRANT,

Superintending Engineer.

RIDEAU CANAL.

SuPERnSfTENDING EnGINEER''s OFFICE.

Ottawa, April 1, 1908.

SiR^ — I have the honour to submit herewith my report on the Rideau canal for
the fiscal year ending March 31, 1908.

Navigation opened at Ottawa May 1, 1907. Navigation opened at Kingston
Mills May 1, 1907. Navigation closed at Ottawa November 29, 1907. Navigation
closed at Kingston Mills November 27, 1907.

At this time last year, when I sent in my last annual report, the spring freshet
was in progress and in addition to the damage done to the apron at Hogsback and to
the waste weir at Black Rapids, the ice wrecked the timber lay by piers at the Nar-

ii RIDEAV CANAL 173

SESSIONAL PAPER No. 20

rows, both above and below the lock, details of which will be found under the heading
of the Narrows lock.

Towards the close of last season some trouble was occasioned to navigation on
account of exceptionally low water in lower Rideau lake, when the water fell so low
that the regular line boats had difficulty in getting through the cut leading from the
lake to Poonamelee lock, in fact, a lighter draft vessel had to be put on in place of
one of the regular boats.

This occurred about the middle of October and was the result of a phenomenally
dry summer.

The spring freshet has not commenced yet this year, and althovigh a larger
quantity of snow fell last winter than I have ever known before, yet much of it has
melted and run off quietly on account of warm days followed by frost at night, so
■that when the break up does come, which will be in the course of a few days, the
quantity of snow will have been so reduced that I do not consider there will be more
than a normal volume of water to run off.

In addition to this, the ice is not nearly so thick as it usually is, so that all things
being considered, I do not anticipate much damage this spring either from high water
or ice.

The principal works and repairs executed along the line of the canal during the
last fiscal year are as follows : —

OTTAWA LOCK STATION (8 LOCKS).

Portion of the wharfing round the basin, from Laurier bridge to about opposite
the new skating rink, was taken up and relaid with 3-inch hemlock plank and new
cedar stringers laid under the same. Three new sluice frames were put in at the
locks and four new chain blocks. Sundry small repairs were made to the lock masonry.
I regret to have to record the sudden death last July of Mr. IST. W. Clarke who was
for 19 years lockmaster at this station.

OTTAWA EAST BRmCE.

Small repairs were made to the flooring of the swing span and also to the bridge
keeper's house.

BANK STREET BRIDGE.

The swing span was replanked with 3-inch hemlock plank and sundrj^ small
repairs made to the bridge keeper's house.

CONCESSION STREET BRIDGE.

Xo repairs were required here.

HARTWELL's LOCK STATION (2 LOCKS).

Two pairs of lock gates were put in here. Some new storm sash were purchased
for the lock house. A dry wall about 150 feet long was built below the waste weir to
prevent further erosion of the banks of the waste water channel and sundry small
repairs made to the station generally.

IIOGSBACK LOCK STATION (2 LOCKS).

As stated above, considerable damage was done at this station by the spring freshet
of 1907 as follows:—

The large timber apron below the west bulkhead was completely wrecked by ice
and washed out by the spring freshet.

174 DEPARTMENT OF RAILWAYS AND CANALS ii

8-9 EDWARD VII., A. 1909?

This apron, which was about 175 feet square, was built of cribwork filled with
stone and planked with 3-inch plank. Do\vn each side runs a wing crib 12 feet wide
and about 8 feet higher than the apron floor.

All this was carried out and the soft shaley rock was scoured out in large flakes,
some of which were three feet thick.

W hen the water subsided it was found that the work of rebuilding was of much
greater magnitude than was first supposed, and, in fact, it took a month to clear away
the wreckage and debris.

The whole apron has been rebuilt with round timber at the bottom, with the two
top courses of sawn hemlock, all filled with stone and planked with oak plank.

, A greater slope has been given the apron so that the ice and water now have a
much better vent, and the wing cribs have been rebuilt with square timber and filled
with stone.

The middle pier between the two bulkheads, which was also broken by ice, has
been taken down and rebuilt, and a protection crib over 100 feet long has been built
at the junction of the bulkhead with the main dam.

The stone wall between the two bulkheads was also broken for about 50 feet, but
has been rebuilt with Portland cement — the original wall being of heavy dimension
stone laid dry.

All these repairs, which were absolutely necessary and which had to be made im-
mediately, have cost a large sum of money, and it is mostly on this account that I
had to apply to the department for additional funds in the supplementary estimates.
Some dredging was done here last May by one of the dredges belonging to the Public
Works Department and the clay excavated deposited in front of the bulkhead and dam
to stop leakage.

Two new string bars were placed on the lock gates. Some storm sash were pur-
chased for the new lock house. Portion of the tow-path was rip-rapped and sundry
small repairs were made to the station generally.

BLACK RAProS LOCK STATION (1 LOCK).

As stated in my last report, the centre bent of one of the stoplog weirs (con-
taining two bays of stoplogs) was carried out by the ice last year, so that until it was
replaced no stoplogs could be put in. As this could not be done owing to high water,
long boom timbers were substituted for stoplogs and were braced in the centre and
sheeted upstream. By this means the water was held up satisfactorily all last season,
and it was intended to rebuild the weir last year, the materials for doing which were
delivered on the ground before navigation closed. However, the water was so high
all last winter that it was found to be impossible to do the work without building
expensive coffer dams both below and above the weir and pumping it out. I therefore
decided to leave the weir as it is for the ensuing season of navigation, but it has been
again braced and strengthened and I am confident will serve its purpose for another
season, its appearance being its worst feature. As the nature of the bottom (which
is composed of loose stone and seamy rock) makes the construction of tight coffer
dams such very costly work, I trust my action in deferring the repairs until a more
favourable season will meet with your approval. One new sluice frame was put in
at the lock. A new kitchen was built at the lock house and sundry small repairs
were made to the station generally.

LONG ISLAND LOCK STATION (3 LOCKS).

About fifty feet of sheet piling, 10 inch x 12 inch x 20 feet long, was driven above
the bulkhead. This completes this work and will I hope have the desired effect of
stopping the constant washing out of the clay, and thus save a considerable item of
expense annually in replacing the same. Sundry small repairs were made to the sta-
tion generally.

11 RIDEAV CANAL 175

SESSIONAL PAPER No. 20

MANOTICK BRIDGE.

The swing span was rebuilt last winter and some new planking laid on the floor
of the fixed spans.

WELLINGTON BRIDGE.

No repairs were required here last year.

Beckett's landing bridge.

No repairs were required here last year.

burrit's rapids lock station (1 lock).

Sundry small repairs were made to the embankments above the lock and to the
station generally.

Nicholson's lock station (2 locks).

Small repairs were made to the lock house and also to the store house and to the
station generally.

Clowe's lock station (1 lock).

Sundry small repairs were made to the station generally.

merrickville lock station (3 locks and 2 basins).

The lower mitre sill of lock 21, which had been leaking badly, was repaired, re-
bolted to the rock and filled with concrete. For this work it was necessary to build
a coffer dam below the lock and pump it out. The sill is now as good as new. The
north wall of the lower basin was grouted and pointed with Portland cement. Sundry
small repairs were made to the station generally.

KILMARNOCK LOCK STATION (1 LOCK).

Sundry small repairs were made to the station generally.

EDMONd's lock STATION (1 LOCK),

The lower gates of lock 25 were rebuilt and the upper mitre sill was taken down
and rebuilt with new dimension stone. One new sluice frame was put in the upper
sluices. A small apron of planked cribwork, below the waste weir, was washed out
bodily last winter when the stoplogs were taken out to lower the reach for repairs to
the station above. This apron stranded intact about 100 feet below the weir and will
be rebuilt during the coming summer. The stability of the weir is in no wise en-
dangered by this somewhat curious accident.

OLD SLYS LOCK STATION (2 LOCKS").

A new pair of lock gates was put in between locks 26 and 27 and the masonry
piers at this spot as well as the gate recesses were taken down and rebuilt with new
dimension stone. The middle mitre sill also was partly rebuilt with two new courses
of stone. The lock house was reshingled and small repairs made to the interior. The
timber lay-by piers above the lock were renewed with three new courses of timber and
sundry small repairs made to the station generally.

smith's FALLS COMBINED LOCK STATION (3 LOCKS AND V BASIN).

The old crib filling between the wing wall of the upper lock and the stone pier
of the swing bridge having become rotten is now being taken down and rebuilt with

176 DEPARTMENT OF RAILWAYS AND CANALS ill

8-9 EDWARD VII., A. 1909

portion of the old stone from Old Slys lock. The timber lay-by piers in the basin
have all been, renewed for four courses. I am having the south side of the basin,
which is too shallow to float any boat and which occasions an useless waste of water
every time the basin is filled for locking, gradually filled up year by year, thus reduc-
ing the volume required to fill it. The lock house is in a bad condition; in fact, I
have delayed repairing it as I consider that it is not worth it, and have included an
item in my estimates submitted to you last August for a new house. Sundry small
repairs were made to the station generally.

smith's falls detached lock station (1 LOCK).

The bridge crossing the mill pond was replanked. A new brick chimney was built
to the lock house and sundry small repairs were made to the station generally.

POONAMALEE LOCK STATION (1 LOCK).

The masonry of lock 32 being in bad condition, a coffer dam was biiilt below and
the lock pumped. Both lower wing walls and gate recesses were taken down to be
rebuilt and the lower mitre sill repaired and concreted. The upper gate recesses were
taken down to be rebuilt as far as the level of the upper mitre sill. Two new sluice
frames were put in. This work is not actually completed, but will be, I hope, by the
15th of this month. A new storehouse was built here on the south side of the lock
to replace the old one which has stood so long on the north side. Why the old one
was built on the north side I cannot imagine, as it is practically on an island and
no teams can ever reach it except in winter time when a rough bridge is thrown across
the lock.

BEVERIDGES LOCK STATION (2 LOCKS).

Two new pairs of lock gates are being put in here. One pair is finished and the
other pair will be completed in a week or ten days. Sundry small repairs were made
to the station generally.

PERTH BASIN.

Sundry small repairs were made to the wharfs in the basin, to the tow-path road
and culverts and to the flooring of the four bridges belonging to the department. The
appearance of the basin in the town has been greatly improved by the Perth Horticul-
tural Society, who, assisted by our bridge keepers, have put in flower beds and seeded
and graded up the banlvS.

OLR'ER's FERRY BRIDGE.

No repairs were made to this bridge last year, but next winter the piers on which
the superstructure rests will have to be rebuilt from low water mark up.

THE NARROW LOCK STATION (1 LOCK).

The masonry of this lock (No. 33) being in bad condition, it was unwatered (the
coffer dams having being built by contract with Mr. Fred Alford, of Elgin, and the
pumping done with our own steam plant) and taken down and rebuilt with new
dimensions stone. Two pairs of new lock gates were put in. The lay-by piers, both
above and below the lock, were badly wrecked by ice last spring, the two top courses
of timber having been lifted up and broken. The lower piers have been rebuilt, but
the water in the upper Rideau was too high last winter for the upper piers to be re-
paired, so, although the timber was on the ground, we could not repair them, but this
will be done next autumn when the lake is low.

11 RIDEAU CANAL 177

SESSIONAL PAPER No. 20

NEWBORO LOCK STATION (1 LOCK).

The bulkhead at the upper entrance to the cut was badly damaged by the ice last
spring and had to be almost entirely rebuilt, but it is now in good shape. Sundry
small repairs were made to the station generally.

CHAFFEYS LOCK STATION (1 LOCK).

One new pair of lock gates were put in at lock 35. The swing bridge was re-
plauked. Small repairs were made to the kitchen of the lock house and to the station
generally.

DA vis's LOCK STATION (1 LOCK).

Sundry small repairs were made to the station generally.

JONES's FALLS LOCK STATION (4 LOCKS AND 1 BASIN).

The lower sill of the upper lock No. 37 has been repaired and will be renewed
next winter. The lower sill of lock 40 was also repaired by our diver and rebolted and
strapped. Sundry small repairs were made to the dam, bridges and station generally.

brassy's POINT BRIDGE.

No repairs were made here last year.

UPPER BREWERS LOCK STATION (2 LOCKS AND 1 BASIN).

Two new swing bars were framed and placed on the gates of lock 42. Sundry
small repairs were made to the station generally.

LOWER BREWERS LOCK STATION (1 LOCK).

The waste weir was entirely rebuilt and a new set of stoplogs furnished for the
same. Small repairs were made to the lockmaster's house and to the station generally.

KINGSTON MILLS LOCK STATION (4 LOCKS AND 1 BASIN),

A hot air furnace was placed in the new lock house,, the lockmaster contributing
25 per cent of the cost of the same. The western embanlcment was repaired, the stone
being furnished and spread by contract with Mr. William Keenan. Sundry small re-
pairs were made to the station generally.

GENERAL.

The Douglas fir dimension timber used last year for lock gates and heavy struc-
tures was purchased by contract with the Ottawa Lumber Company, the quantity
being 136,695 feet B.M.

The Portland cement used in the masonry repairs was purchased by contract
with Mr. Adam Foster, of Smith's Falls, the quantity being 1,600 barrels. The an-
nual supply of white lead for painting, amounting to 5,500 poimds, was purchased by
contract from Mr. W. G. Charleson, of Ottawa.

DREDGING PLANT.

The dredge Bideau was employed last season in dredging the approaches to the
wharf at Seeley's bay and also at Westport on the lower Rideau. She also dredged
out the river immediately below the dam at Black rapids lock station, and wintered
in the basin at Ottawa.

20— ii— 12

178 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 1909

She has been extensively repaired during the winter. The machinery has been
overhauled and .repaired, new spuds framed and her bottom caulked and the crane
repaired.

The new tug Loretta, which was built under contract with the Poison Iron Works
of Toronto, was delivered last August and is fully up to specification. The old tug
Shanly, which was taken in part payment for the new boat, was handed over to the
Poison's captain at Kingston, where he had brought the new tug from Toronto.

The Loretta was employed in August, September and October in towing the dredge
and scows, freighting timber and supplies with flat scow and on inspection work.

A new coal scow is required for the dredge and will be built next winter.

The thanks of this branch of the department are due to the Department of Public
Works for their courtesy in lending us the dredge Nipissing, tug and two dump scows
for two weeks last May to dig and deposit clay in front of our works at Hogsback
station, where heavy leakage existed, and when our own dredge could not be brought
to the spot.

A system of channel marks has been commenced on this canal by the Department
of Marine at the request of some of the boat owners. Two levels were so marked out
last season with tripods on which lanterns were hung at night, and I understand that
two more levels are to be so marked out this season.

In conclusion, may I be permitted to state that the extension of hours for pass-
ing boats up to 6 a.m. and from 9 p.m. on Sundays was much appreciated by persons
using the canal last season and proved a great convenience to all concerned.

I attach hereto a table showing the highest and lowest water each month on the
lower sills of locks Nos. 1 and 47, at Ottawa and Kingston Mills respectively, from
April 1, 1907, to March 31, 1908.

I have the honour to be, sir,

your obedient servant,

AETHUE T. PHILLIPS,

Superintending Engineer.

M. J. Butler, Esq., C.E.,
Chief Engineer,

Department Railways and Canals,

Ottawa. •

SESSIONAL PAPER No. 20

RIDEAV CANAL

EIDEAU CAA^AL.

179

Superintending Engineer''s Office.

Ottawa, April 1, 1908.

CANALS REVENUE BRANCH.

Table showing monthly the highest and lowest water on the lower mitre sills of Locks
Nos. 1 and 47, at Ottawa and Kingston Mills Lock Stations respectively, from
April 1, 1907, to March 31, 1908.

Ottawa, Lock No. 1 .

Kingston Mills. Lock No. 47.

Highest. Lowest.

Highest.

Lowest.

Ft. In. 1 i5:--M-i-L-fccFt. In.

Apr. 2-4 15 5 Apr. 25-26.".'!. . . . 11 3

May 25-26 19 10 Mav 1 12 7 1

Ft. In.

1 m^i^

1 Apr. 24-30 9 1

May 17-31 9 3

June 25-30 9 5

July 28-31 9 10

Aug. 1 9 10

Sept. 1-6 9 0

Oct. 1-6 8 11

! Nov. 1-2 8 6

Dec. 25-31 8 7

Jan. 22-31 8 11

Feb. 1-3 8 11

Mar. 31 10 0

Ft. In.

Apr. 1-3 8 10

May 1-8 9 1

June 1 19 2

July 3-4 15 2

Aug. 1-2 11 1

Sept. 31 9 11

Oct. 19-20 10 7

Nov. 11 13 3

Dec. 18-20 11 6

Jan. 1-2 11 0

Feb. 1-2 10 0

March 31 11 9

June 30 15 1

July 31 11 1

Aug. 29-31 8 1

Sept. 8 7 8

June 1-19 9 3

July 1-2 9 5

Aug. 31 9 0

Sept. 16-26 8 10

Oct. 31 8 6

Nov. 22-30 8 2

Dec. 1-3 8 2

Jan. 1-7 8 7

Feb. 12-19 8 9

Mar. 1 8 9

Oct. 6 9 7

Nov. 1-2 9 11

Dec. 2 10 3

Jan. 27 9 6

Feb. 12-14 9 4

Mar. 11-14 9 0

A. T. PHILLIPS,
Superintending Engineer.

ST. PETERS CANAL.

St. Peters, C.B., March 31, 1908.

SiR,^I have the honour to submit my annual report on work and operation on
St. Peter's canal under my charge during the fiscal year ending March 31, 1908.

Item 1. — Placing 7 new iron castings under canal swing bridge and replacing 5
new braces of wood under the bridge.

Item 2. — Putting 7 new mooring posts.

Item 3. — Repairing damage done to inside low water gate, west side, by schooner
Argosy.

Item 4. — Taking up toe roller on inside high water gate, west side, and strengthen-
ing out toe roller bar that was sprung.

Item 5. — Shimming up the tracks on three of the other gates and putting on 5
new chains.

Item 6. — Putting in 20 new hanging fenders and building resting pillows to hang
them on and repairing 14 of the old resting pillows and hanging fenders on same.

Item 7. — Whitewashing government warehouses and fence around the govern-
ment proi)erty and putting in a new platform at warehouse.

The necessary repairs and improvements were inspected last September by Mr,
Ross, engineer, a report of same, I presume, was submitted to the department.

20— ii— 124

180 DEPARTMENT OF RAILWAYS AND OANALU 11

8-9 EDWARD VII., A. 1909

Navigation opened on canal May 1, 1907, and closed January 14, 1908, during
that time 1,332 steamers and vessels passed through the canal.

There is one tidal lock and four pairs of gates on St. Peters canal.

Meantime, I am, dear sir,

your obedient servant,

J. H. DEVEREUX,
M. J. Butler, Esq.,

Chief Engineer and Deputy Minister,
Department Railways and Canals,
Ottawa.

TRENT CANAL.

Peterborough, May 11, 1908.

Sir, — I have the honour to submit herewith my annual report of the maintenance
and operation of the Trent canal for the year 1907-8.

The extent of the canal now completed and in operation covers a stretch of 160
miles.

The navigation opened and closed on the different stretches as follows: —

Hastings to Peterborough, opened April 20, closed November 23.

Peterborough to Lakefield, opened May 29, closed November 14.

Lakefield to Bobcaygeon, opened May 3, closed November 28.

Bobcaygeon to Rosedale, opened May 3, closed November 23.

Balsam lake to Lake Simcoe, officially opened for public traffic July 6, closed
October 26.

The following work was carried out during the year on the division extending
from Healey's Falls to Bobcaygeon: —

HASTINGS.

The lockmaster's house was overhauled and put into a good state of repair. The
lock gates were repainted. The bridge was repainted and replanked.

RICE LAKE.

A lighthouse was erected at the entrance to the east channel of the Otonabeo
river.

IDYL WILD.

A new top was placed on the wharf and the crib work was filled with stone.

HALLOS LANDING.

A new steamboat landing was built.

I gore's LANDING.

The steamboat channel to the dock was dredged.

OTONABEE RIVER.

A channel, 9 feet in depth, 1.200 feet in lencth and 100 feet wide, was dredged
at Dangerfield.

U TRE-tJT CANAL 181

SESSIONAL PAPER No. 20

smithson's landing.
A new wharf was built at this point.

Wallace's point.
A new dock, costing $1,200, was built here.

PETERBOROUGH STREET RAILWAY TERMINAL.

A new dock, at the cost of $1,400, was built here.

PETERBOROUGH LOCK.

The lock gates were repainted, the booms were repaired and the boom piers were
renewed and filled with stone.

SECTION EXTENDING FROM PETERBOROUGH TO LAKEFIELD (10 MILES).

There are six locks and the hydraulic lift lock on this stretch. All the lock gates
on this section as well as the fences were painted. A new timber slide was put in at
No. 5 dam.

LAKEFIELD.

The timber booms extending from Lakefield to Young's Point were overhauled
and placed in proper position.

young's POINT.

A new concrete entrance pier was constructed at the upper entrance to the lock.
The government property was properly fenced. The lockmaster's office was reuoyated.

CLEAR LAKE.

A new lighthouse was placed at the entrance to the channel leading to Young's
Point. A lighthouse was placed at the entrance to Stony lake.

stony LAKE.

A number of small docks, both public and private, were raised. This was done
at the expense of the department by reason of the department's raising the water level
in the lake. The raising of the water afforded good navigation, but in doing so the
wharfs which had been erected according to the former level were submerged. The
wharfs were raised in proportion to the height the water was raised over the former
level.

BURLEIGH falls.

The bridge over Perry's creek was renewed.

LOVESICK.

A new dam was built at this point.

BUCKHORN.

A new concrete upper entrance pier to the locks was binlt. Four new lock gates
were put on and new modern opening apparatus was installed.

The following work was carried out during the past year on the division extend-
ing from Boycaygeon to Balsam lake, including the Scugog river stretch of naviga-
tion.

182 DEPARTMENT OF RAILWAYS AND CANALS II

8-9 EDWARD VIL, A. 1909|
i. LINDSAY.

On the Lindsay river we erected nine new lighthouses, placed lights on two bea-
cons, making thirteen lighthouses in all on the Lindsay river between Lindsay tovpn
and Sturgeon lake, a distance of about seven miles. This river is very circuitous in
its route which makes this number of lighthouses necessary.

The Wellington street bridge was temporarily repaired with new timber where
required. However, a new bridge is necessary at this point.

A shelter was erected for the bridge tender at Wellington street.

Minor repairs were made to the Lindsay locks and lock gates.

FENELON FALLS.

The lockhouse and lock gates were repaired and painted and a dry wall of con-
crete was built at the lower end of the lock to retain the embankment that was con-
tinually being washed away by the rainstorms.

At the lower entrance at the south side we built a concrete landing pier, 60 feet
X 16 feet.

CAMERON LAKE.

A new lighthouse was built at the entrance to the boat channel from Cameron
lake west of the railway bridge.

BALSAM LAKE.

At Rosedale the old locks were repaired and some minor repairs were carried out
on the dam and slide. A new lock and dam are in course of construction here.

A new pier and lighthouse were built at the entrance to the boat channel from
Balsam lake to the Eosedale lock.

We buoyed out the boat channel leading from Rosedale across Balsam lake to
the entrance of the canal.

The channel from Rosedale up Balsam lake and Gull river to Coboconk was
buoyed out.

The following work was carried out during the past year on the division extend-
ing from Balsam lake to Lake Simcoe: —

PORTAGE ROAD.

A turning basin was dredged at this point and the mouth of Grass river was
dredged out so that ordinary small steamers drawing six feet of water and not more
than 50 feet long can now navigate up the Grass river to Victoria road, a distance of
4:i miles.

FROM KIRKFIELD TO BOLSOVER.

Considerable work was done between these two points on the Lake Simcoe-Balsam
lake division in removing floating stumps, logs and booms that were continually blow-
ing in from the drowned lands on this division.

FOURTH CONCESSION BRIDGE.

The embankments were all resodded and three miles of fencing leading to the
drowned lands in Eldon and Garden townships was built.

BOLSOVER.

The bridge at Bolsover was painted.

U TREUT CANAL 183

SESSIONAL PAPER No. 20

BOUNDARY ROAD.

This bridge was painted and a small shelter was placed here for the accommoda-
tion of the bridge tender.

LOCK NO. 1.

The lock gates were repainted and some minor repairs carried out. A new lock
house was also erected at this point.

LOCK NO. 2.

The lock gates were repainted and some minor repairs done, and a new lock
house was erected at this point.

DAM NO. 3.

We built a concrete abutment for a road bridge and concrete protection walls
connecting the bridge abutments with dam No. 3 to prevent the water from washing
out the embankments.

The channel between lock No. 1 and lock No. 2 was buoyed out.

LOCK NO. 3.

The lock gates were painted and a new lock house was built for the lockmaster.

LOCK NO. 4.

The lock gates were painted and a new lock house was built for the lockmaster.

LOCK NO. 5.

The lock gates were painted and a new lock house was built for the lockmaster.
The middle road bridge at this lock was repainted.

A drain, 800 feet in length, 200 feet of which is 14-inch tile, was put in on the
north side of the canal at this point for the purpose of carrying off the seepage from
the canal above the lock and preventing damage to the adjoining property.

A new store house was built at this lock.

LAKE SIMCOE.

A lighthouse at the entrance of the canal on Lake Simcoe was erected.

The following work was performed on what is known as the ' Reservoir Waters,'
and which consist of numerous lakes, rivers and streams, not on the route of, but
tributary to the Trent canal.

ON THE BURNT RIA'ER.

Pine lake dam. — We rebuilt this dam. The structure is 100 feet long and it was
built of concrete. A new slide 150 feet long was put in.

Stormy creeh. — We repaired three slides in this creek.

Bear laJce. — We repaired the dam and slide.

Grace lake. — The road around Grace lake was raised 18 inches. The road is one-
half mile long and heretofore it was flooded by reason of our conserving the water in
■ the lake.

Contain lake. — The dam and slide at this point were repaired.
Devil's lake. — The slide had been carried away in the spring by the high water.
It was, therefore, repaired by us.

184 DEPARTMENT OF RAILWAYS AND CAXALS ii

8-9 EDWARD VII., A. 1909',

White lake. — The front of the dam was regravelled.

Townsend's dam. — We built a new slide at this point. The dam was also repaired
and new stop logs were provided.

Gooderham. — A new store house was built for the use of the foreman on the
Burnt river waters.

ON THE GULL RIVER.

Norland. — The dam at this point was rebuilt. The slide was repaired.

Elliott's Falls. — A new platform was placed on the dam and minor repairs carried
out.

Moore's falls. — New rollers for raising stop-logs were installed and some new
stop-logs were provided.

Horseshoe lake. — This dam is in a poor state of repair and will have to be re-
newed shortly. The platform was temporarily repaired and other minor repairs
carried out.

Hawke lake. — This dam was raised three feet and now affords a greater reservoir
capacity than formerly.

Eenesee lake. — The face of this dam was gravelled and new stop-logs were placed
in the dam.

Eagle lake. — A shelter for the foreman on these waters was built on this lake.

Oblong lake. — A new boat house was built for the use of the department here.

ON THE SQUAW RTVEU.

Dam No. 1 and dam No. 2 were repaired and stop-log posts and glance piers were
placed on the two dams.

ON THE MISSISSAUGUA.

Gull lake. — The dam was repaired and some new stop-logs and stop-log rollers
were installed.

Eagle lake. — This dam was overhauled and put in good repair.

Deer lake. — This slide was repaired; new planking was put in the slide where
required.

Scott's dam. — New stop-logs were provided.

ox JACK^S CREEK.

The dams on this creek and on Jack's lake were repaired.

PLANT.

During the past year we have had built for towing and inspection purposes a
splendid new craft which we have named the Bessie Butler.. The boat was built by
contract by the Poison Iron Works.

We have also completed a new scow 80 feet in length and 22 feet beam.

During- the year the dredge Trent, which we loaned to the Department of Public
Works, sank and is a total wreck in so far as the hull is concerned. The machinery
is in good condition and will be used for a new dredge.

A new sweeping scow was built for the use of the engineer's staff.

U TRENT CANAL 185

SESSIONAL PAPER No. 20

THE WORK OF THE TUGS.

During the past year the tug Boh Hall was engaged principally on the Lake Sim-
coe-Balsam lake division and on the Lindsay river.

The tug Sovereign was engaged in painting buoys, towing material for repairs
and was also used for inspection purposes.

The tug Empire was engaged with the dredge Emmerson.

GENERAL.

During the year two of the outside officers were called away by death. These were
Timothy Leary, lockmaster at No. 2 lock on the Lake Simcoe-Balsam lake division,
and William Trennum, bridge tender at the Peterborough locks bridge.

The water in the entire system has been kept at a steady and uniform height, and
•there have been no complaints from the steamboat interests or power development
companies during the year in this respect.

On July 6 the formal opening of the Kirkfield hydraulic lift lock took place,
the lock being officially opened for public use by Hon. Mr. Lemieux, Postmaster
General. The affair was attended by several thousand people and it marked an im-
portant epoch in the history of the canal, the opening of this lock now affording a
connection by water between Lake Simcoe and Balsam lake and making a straight
stretch of navigation extending 160 miles, from Orillia to Healey*s Falls, some 16
miles below the village of Hastings.

The traffic on the canal continues to increase in volume and the past year wit-
nesesed the' largest number of lockages in any one year in the history of the canal.

I am, sir, your obedient servant.

J. H. McCLELLAN,

Superintendent.
M. J. Butler, Esq., C.E.,

Deputy Minister Railways and Canals.
Ottawa, Ont.

TEENT CANAL SURVEYS OF EOUTES.

Office of the Engineer in Charge,

Ottawa, Canada, April 4, 1908.

SiRj — I have the honour to submit my report upon the works in connection with
the surveys of routes for the Trent canal, under iny charge for the fiscal year ended
March 31, 1908, as follows :—

The survey for a proposed outlet for the Trent canal from Lake Simcoe to the
Georgian bay, via the Nottawasaga river, which had been conimenced on March 21,
1907, and was in progress at the beginning of the last fiscal year, was continued, v/ith
one party in the field, and prosecuted with the care and precision commensurate to
the object in view, which was to obtain the necessary data to enable r comparison to
be made with other rival outlet routes to the Georgian bay.

The survey was carried on with great vigour, and the field work thereof was
finally completed and the party paid off and disbanded on June 29, 1907. The staff
then returned to Ottawa and immediately started work in the office on the preparation
of the plan and profiles and calculation of quantities for the estimates.

This work is now well advanced toward completion. On February 29, 1908, com-
pleted the general plan and profiles of projected location of alternative canal routes
in connection with the proposed improvements of section No. 3 of the east branch of
the Holland river from Newmarket to Aurora in the province of Ontario; also report

186 DEPARTMENT OF RAILWAYS AND CANALS 11

8-9 EDWARD VII., A. 19091

and alternative detailed estimates, including computations for water supply storage
reservoirs, &c.

On the 27tk ultimo, finished the office work with respect to the proposed improve-
ments of the west branch of the Holland river to Schomberg, Ontario. This comprised
the general plan and profile and detailed plans for necessary structures, &c., 12 in all,
and likewise the report and alternative detailed estimates, all of which have been
submitted.

I have the honour to be, sir,

your obedient servant,

EDMUND J. WALSH, M. Inst. 0. E.

Engineer in Charge.
M. J. Butler, Esq.,

Deputy Minister and Chief Engineer.
Ottawa, Canada.

OFFICE OF THE GENERAL CONSULTING ENGINEER TO THE

GOVERNMENT.

Ottawa, Canada, May 14, 1908.

Sir,, — I have the honour to report upon the progress made with the surveys and
the works of construction on the western division of the Grand Trunk Pacific Rail-
way up to the close of the fiscal year ended March 31, 1908.

LOCATION SURVEYS.

Plans and profiles of the proposed loeation from Winnipeg to the east bank of
Wolfe creek, the point where the ' prairie section ' terminates and the ' mountain
section' begins, a distance of 916 miles (covering the entire 'prairie section'), and
from the east bank of Wolfe creek for 169 miles westerly together with the location
plans and profiles for a distance of 100 miles from Prince Rupert easterly, have been
submitted by the Grand Trunk Pacific Railway Company for approval, all of which
have been approved by order in council, excepting those for the first 50 miles out
from Prince Rupert which are being held in abeyance by the Bo'ard of Railway Com-
missioners pending inquiry into the question of the location interfering with certain
salmon canning factories. This leaves a balance of about 570 miles of the ' mountain
section' for which the revised location is incomplete and of which the plans and
profiles have not yet been submitted by the Grand Trunk Pacific Railway Company
for approval.

From the foregoing statement it will be observed that the length of the ' prairie

section 'is 916 miles.

And of the ' mountain section,' approximately 839 "

Making a total approximate distance from Winnipeg to Prince Rupert of. 1,755 miles.

A revised location of the ' mountain section ' may possibly reduce this distance
by a mile or two.

PROGRESS MADE WITH THE WORKS.

Grading, Culverts and Bridges.

The grading and bridging of the ' prairie section,' 916 miles, and 100 miles of
the ' mountain section,' in all 1.016 miles, are under contract.

Six hundred and sixty miles of the section between Winnipeg and a point half
a mile west of the North Saskatchewan river bridge are practically completed, leav-
ing a distance on this section of 121 miles upon which very little work has been done.

U NATIONAL TRANSCONTINENTAL RAILWAY 187

SESSIONAL PAPER No. 20

excepting on two heavy steel structures, viz. : The bridges over the Battle river and
the North Saskatchewan river. Upon this 121 miles there remains to be done about
2,000,000 cubic yards of excavation, the building of a few small pile and frame trestle
bridges and culverts, also about 60 per cent of the concrete masonry in piers, abut-
ments and pedestals of the Battle river bridge and the erection of the superstructure
of this bridge, and also the superstructure of the North Saskatchewan river bridge
(the material for these superstructures has not yet reached the site of the bridges.)

From a point half a mile west of the North Saskatchewan river bridge to Wolfe
creek, 125| miles, the only work executed has been the clearing of 939 acres of the
right of way. The contract for this section was only awarded to Messrs. Foley, Welch
and Stewart during the yast winter, and they have since been busily engaged in the
work of bringing in supplies and plant in readiness for a vigorous prosecution of con-
struction work during the forthcoming season. The time limit for completion under
this contract is the end of November, 1908.

The same firm have recently been awarded the contract for the first 100 miles
from Prince Rupert easterly. No construction work has been done thereon, but they
are bringing in supplies and plant in readiness for actiono so soon as practicable.

Upon the ' prairie section,' covering 916 miles, the most important structures are
heavy steel bridges resting on concrete masonry piers and abutments as follows: —

1. The Assiniboine river bridge, 10 miles east of Portage la Prairie, 426 feet long,
15 feet high; 1 span, 250 feet; 2 spans, 88 feet each.

2. Miniota branch of the Canadian Pacific Railway, 1 span of 68 feet.

3. Assiniboine river bridge at St. Lazare, 1 span 250 feet.

4. South Saskatchewan river bridge, 1,501 feet long, 74 feet high, 1 span 50 feet,
1 span 125 feet, 1 span 175 feet and 5 spans of 225 feet.

5. Battle river bridge, 2,770 feet long and 180 feet high; a series of short spans
on steel trestles with one large span over the river.

6. North Saskatchewan river bridge, 1,635 feet long and 136 feet high; 4 spans
of 40 feet, 10 spans 50 feet, 2 spans of 150 feet and 3 spans of 225 feet.

7. Pembina river bridge, 280 feet long and 200 feet high; 4 spans of 40 feet, 7
spans 60 feet and 1 span of 200 feet.

The condition on the work on each af these large structures may be summed
up as follows, viz. : —

1. Assiniboine river bridge. — The work is nearing completion.

2. Miniota branch of the Canadian Pacific Railway. — This is completed.

3. Assiniboine river bridge at St. Lazare. — The concrete masonry substructure is
completed and the steel superstructure is ready for erection.

4. South Saskatchewan river bridge. — This is completed.

5. Battle river bridge. — About 40 per cent concrete masonry substructure is ex-
ecuted and the steel superstructure is being manufactured.

6. North Saskatchewan river bridge. — The concrete masonry substructure is com-
pleted and the steel superstructure is ready for erection.

7. Pembina river bridge. — No work is yet done on this bridge.

TRACKLAYING.

The track has been laid from the 45th mile west of Winnipeg to the 362nd mile,
and from the 407th mile to the 468th mile, a distance of 378 miles of main line, ir
addition to which 37 miles of track is laid in sidings. The work of tracklaying is still
in progress.

RAILS.

There are 36,553 tons of 80-lb. steel rails in stock available, sufficient to lay 292
miles; the balance of rails required to enable the track to reach Edmonton is coming
forward.

188 DEPARTMENT OF RAILWAYS AND CANALS il

8-9 EDWARD VII., A. 1909.
TIES.

There is a stock of 850,000 ties on the ground sufficient to lay 283 miles, and other
supplies are arriving almost daily.

Now that the difficulty in procuring ties has been overcome, it is confidently ex-
pected that the tracklaying between Winnipeg and Edmonton will be completed by
the end of October, 1908, and possibly for some miles west of Edmonton.

INTERLOCKING PLANTS.

Interlocking plants have been installed at the following named crossings of other
railways : —

1. The Varcoe branch of the Canadian Pacific Eailway at the 77th mile.

2. The Arizona branch of the Canadian Northern Railway at the 102nd mile.

3. The Miniota branch of the Canadian Pacific Railway at 167th mile.

4. The Prince Albert branch of the Canadian Northern Railway at 465th mile.

BALLASTING.

The track has been ballasted from the 54th mile to the 214th mile, a distance of
160 miles. On some portions there is a first lift of 6 inches and on other portions it
is lifted to the full finished height of 12 inches. This 160 miles of the road is in good
safe running condition for public traffic.

BUILDINGS.

1. At Portage la Prairie a brick union station has been erected.

2. At Rivers divisional station a station house, 38 feet x 105 feet, an engine house
and machine shop are in course of erection; of the first named about 65 per cent and
of the two other 95 per cent of the work is done.

3. At Nokomis station a station house has been erected.

4. At Melville divisional station a station house, 41 feet x 137 feet, an engine
house and machine shop are in course of erection; of the first named 70 per cent and
of the other two 65 per cent of the work is done.

WATER SERVICES.

Water services are in course of construction at the following named points: —

1. Harte station, at 106th mile, water tank, complete except painting.

2. Rivers divisional station, 120th mile, water tank, complete except painting.

3. St. Lazare station, 201st mile, water tank, complete except painting.

4. Welby station, 214th mile, water tank, complete except painting.

5. Gerald station, 228th mile, water tank, complete except painting, but pipe line
not laid.

6. Atwater station, 249th mile, a well is being dug.

A gang of well diggers is at work at other stations endeavouring to find water.

CATTLE GUARDS.

One hundred cattle guards are placed in position at public road crossings and
576 are in stock, making a total of 676 already provided.

FENCING.

Pifty-five miles of wire fencing has been erected. The work of fence building
has, however, been suspended during the winter season. There are in stock 253,500
posts, 4,374 rolls of wire, 151 kegS of staples and 188 gates with which to continue the
work of fence erection upon the opening of the working season of 1908.

U NATIONAL TRANSCONTINENTAL RAILWAY 189

SESSIONAL PAPER No. 20

TELEGRAPH.

Two hundred and seventy-one miles of telegraph line have been built between
Winnipeg and Melville stations; work thereon was, however, suspended during the
winter to be resumed about the middle of May, 1908, weather permitting.

EXPENDITURE.

Prairie section $ 19,465,857 25

Mountain section 1,016,740 12

Total expenditure by Grand Trunk Pacific Eailway

Company $ 20,482,597 37

TRAFFIC.

During last autumn, upon requisitions from farmers and others along the line of
the Grand Trunk Pacific Eailway between Portage la Prairie and Melville stations,
cars were placed at stations for grain reception and when loaded were attached to the
working trains and hauled into Portage la Prairie and transferred to either the Cana-
dian Pacific or Canadian Northern Railways to go forward. This has doubtless been
a great accommodation to the farmers and others concerned.

SUMMARY.

Summarizing my observations, I may say that in June, 1907, I made a personal
tour of inspection over the route as projected from Winnipeg to the summit of the
Yellowhead pass. On this tour I carried out, in conjunction with the company's en-
gineer, the delimitation of the ' prairie section ' as dividing it from the ' mountain
section,' in accordance with the provisions of the company's charter and agreement
with the government, the point of division being fixed as at the east bank of Wolfe
creek, 916 miles from Winnipeg.

At the time of my visit the works of construction were in progress from Winnipeg
to the North Saskatchewan river, though owing mainly to the difiiculty in procuring
a sufficient number of labourers the work of grading and bridging was not advancing
at the rate which, before the working season opened, had been looked for.

The distance from Winnipeg to Prince Rupert, the Pacific coast terminus of the
road, is approximately 1,755 miles, for which a final location of 1,185 miles has been
made with most satisfactory results. Of the balance, 570 miles, a preliminary loca-
tion has been made, a revision of which is in progress with every prospect of the final
location of the whole line being completed in a few months.

The alignment of the 916 miles of ' prairie section ' is remarkably good, but for
prairie work the works of construction are very heavy. Through the ' mountain sec-
tion ' the surveys show excellent results as to grades and alignment ; the works of
construction, as might be expected through the Rocky mountains, are heavy, the cut-
tings being largely composed of solid rock and the structures numerous.

So far as one can predicate from existing conditions, by the close of the working
season just entered upon, the grading and bridging of 1,000 miles will probably be
completed and the track be laid over 825 miles, and the road for the 470 miles between
Winnipeg and Saskatoon ballasted and set up in good form with the necessary sta-
tion buildings, engine houses, machine shops and water services for efiicient operation.

I have the honour to be, sir,

your obedient servant,

COLLINGWOOD SCHREIBER,
Chief Engineer Western Div. N. T. By.
The Hon. George P. Graham,

Minister of Railways and Canals.
Ottawa, Ontario.

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

PAllT III

RAILWAY SUBSIDIES

20_iii— 1

8-9 EDWARD VII.

SESSIONAL PAPER No. 20

A. 1909

T^O. 1.

RAIL^VAY SUBSIDIES.

T.vBLE of per mile Cash Subsidies paid in aid of Railway Construction, showing amount
of Subsidy granted for same Railways.

Name of Railway.

1 : Albert Southern

2 jtAtlantic and Lake Superior

3 fAlgoma Central and Hudson Bay

•1 I Atlantic, Quebec and Western

5 jBaie des Chaleurs

6 Baie of Quinte

7 JBeauharnois Junction

8 ! Belleville and North Hastings

9 iBeersville Coal and Railway Co

10 JBrantford, Waterloo and Lake Erie

11 ^Brockville, Westport and Sault Ste. Marie.n

12 iBruce Mines and Algoma

13 iBuctouche and Moncton

14 ICanada Atlantic

15 Canada Centi-al

16 jf Canada Eastern

17 tCanadian Pa<?ific

18 I. .■ extension.*

19 fCape Breton, extension

20 Caraquet ,

21 jCentral (of New Brunswick)

22 I Corn wallis Valley

23 iCokimbia and Kootenay

24 ^Canadian Northern .

25 M M (Ontario)

26 „ ,: (Quebec)

27 Chateauguay and Northern

28 iCap de la Madeleine

29 IfCoast of Nova Scotia (now Halifax and
! Yarmouth)

30 fCentral Ontario

31 Cumberland

32 Colchester Railway and Coal Co

33 'Dominion Lime Co

34 'Dominion Coal Co

35 IIDrumniond County

36 fEast Richelieu Valley

37 j Edmonton Yukon Pacific

38 |El^in, Petitcodiac and Havelock

39 (Erie and Huron
40
41
42
43
44
45
46

No.

of miles

built up to

March 31,

1908.

Esquimalt and Nanaimo

Fredericton and St. Mary's Bridge Co

Grand Trunk, Georgian Bay and Lake Erie.

Grand Trunk

Great Eastern

Guelph Junction

tGulf Shore

16

30

77

20

70

15

19-50
6-84
6-48

18

44-50

18

31-75

54-05
120
107
1,905
683 07

30

67

45-66

14

27-75
490

210-42
58
2 32

50
21
14

4

4-80

27-44

13300

21-86

Carried forward .

20— iii-1^

12
30
71

1-33
12-42
Bridge.
12-50
15 25
16-78

No.
of miles
paid and
provided

for.

16

30

91

20

70

35

19-50
6-84
7

18

44-50

18

31-75

54-05
120
107
1,905
698-83

30

67

89-50

14

27 -75
490
270
213-59

58
2-32

61
40
14

4

4-80
2744
135-60
21-86
50
12
30
71

1-33
12 42
Bridge.
12-50
15 25
16-78

4,697-22 i 5,084 61 43,397,577 67

Subsidy

paid and

available at

Maich 31,

1908.

S cts.

50,460 00

165,734 00

924,976 00

64,000 00

620,000 00

141,722 45

62,400 00

21,888 00

20,736 00

57,600 00

140,800 00

53,920 00

101,600 GO

282,355 20

1,525,250 00

350,400 00

25,000,000 00

5,916,346 00

182,400 00

224,000 00

238,400 00

44,800 00

88,800 00

1,909,132 00

1,356,800 00

814,658 71

391,819 75

7,424 00

160,000 00

144,061 36
39,850 00
12,800 00
1.5,360 00
87,808 00

423,936 00
69,952 00
91,200 00
38,400 00
96,000 00

750,000 00
30,000 00
39,744 00

500,000 00
40,345 00
46,000 00
53,699 20

Subsidy

paid to

March 31,

1908.

50,460 00

144,969 02

924,976 00

64,000 00

620,000 00

141,722 45

62,400 00

21,888 00

20,736 00

57,600 00

140,800 00

53,920 00

101.600 00

282,355 20

1,525,250 00

350,40<J 00

25,000,000 00

5,916,346 00

182,400 00

224,000 00

142,400 00

44,800 00

88,800 00

1,909,132 00

1,316,096 00

814,658 71

391,819 75

7,424 00

160,000 00

144,061 36
39,850 00
12,S00 03
15,360 00
87,808 00

423,936 00
69,952 00
91,200 00
38,400 00
96,000 00

750,000 00
30,000 00
39,744 00

500,000 00
40,345 00
46,000 00
53 699 20

43,240,108 69

DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

Table of per mile Cash Subsidies granted and paid in aid of Railway Construction,

&c. — Continued.

Name of Railway.

Brought forward.

No.

of miles

built up to

March 31,

1908.

Halifax and South-western

Harvey Branch ,

Hereford

Irondale, Bancroft and Ottawa

International (Quebec)

International (N.B.) formerly Restigouche

and Western

t Inverness Ry. & Coal Co . . .

Joggins

Kettle River Valley Ry. Co

Kingston and Pembroke

Klondyke Mines Railway Co

Kingston, Napanee and Western

L'Assomption

t Lake Erie and Detroit River

Lake Temiscamingue Colonization

Leamington and Lake St. Clair

Lindsay, Bobcaygeon and Pontypool. . . .

Lotbiniere and Megantic

Manitoulin and North Shore

Middleton and Victoria Beach

Montreal and Sorel (now South Shore). . .

Montreal and Lake Champlain

Montreal and Western

Montreal and Lake Maskinonge .

Montreal and Ottawa

t Montreal and Province Line

Montfort Colonization

Maganetawan River

+ Massawippi Valley

■t Midland (Nova Scotia)

Minudie Coal Co. Ltd

Nakusp and Slocan

New Brunf wick and P. E. Island

New Brunswick Coal and Railway Co. . .

New Glasgow Iron and Coal Co

Nicola, Kamloops and Similkameen

Northern Colonization ,

Northern Pacific Junction

Nova Scotia Central

Napierville Junction Ry. Co

Ontario, Belmont and Northern

Ontario and Quebec

Orford INIountain

0.shawa Railway and Navigation Co

t Ottawa, Northern and Western (formerly

Ottawa & Gatineau Valley)

t Ottawa and New York

t Ottawa, Arnprior and Parry Sound

Parry Sound Colonization ....

Pontiac and Pacific Junction

t Phillipsburg Junction

Pontiac and Renfrew

Pontiac and Pacific and Ottawa and Gatineau

t Pembroke Southern

Port Arthur, Duluth and Western

Quebec Central

Quebec Bridge Co

Quebec and Lake St. John

Carried forward

4,697 -22

98
3
48-50
45
49

15

60-97

12

15
30
61-35

3-50
126-90
45-84
16

38-70
30

12-60
39-30
61-50
83
70

12 90
60

18-3
32-20

1 11

1-68
57-18

5-80
36-80
35-45
15

12-45
47-20
?0-90
110
73 50
27 10

9-60
61-25
34

90 14
53-87
159-58
47-75
70
7-41
4-25
Bridge.
20

84-75
83
Bridge.
245-85

No.
of miles
paid and
provided

for.

7,208 13

5,084-61

246-80
3
48-50
45
49

77

98

12

43-40

15

30

61-35

3-50

128-05

45-84

16

38-70

30

12 60

39 30
126 67

83

70

12-90

60

18

32

1

1

58

5

36

35

45

12

45

20

110

73

27

9

61

53

7

93-86
53-87
159-58
47-75
70
7-41
4-25
Bridge.
20

84-75
83
Bridge.
245-85

Subsidy paid

and

available at

March 31,

1908.

$ cts.
43,397,577 67

1,238,450 93

5,.553 57

15.5,200 00

144,000 00

156,800 00

246,400 00
390,208 00

37,500 00

97,771 52

48,000 00
256,000 00
208,732 80

11,200 00
475,851 00
310,335 95

51,200 00
185,173 06

96,000 00
204,800 00
125,760 00
517,541 92
103,600 00
361,270 00

41,280 00
192,000 00

58,500 00

167,440 00

3,552 00

5,376 00

399,060 40

18,544 00
117,760 00
113,440 00
144,000 00

39,840 00
302,080 00
133,760 00
1,320,000 00
235,200 00
173,440 00

30,720 00
196,000 CO
192,942 50

22,400 00

414,931 20

262.384 00

779,712 00

152,800 00

193,578 00

23,712 00

13,600 00

212,500 00

64,000 00

271,200 00

403,980 69

374,353 33

1,304,215 50

Subsidy

paid to

March 31,

1908.

S cts.
43,240,108 69

1,238,450 93

5,553 57

155,200 00

144,000 00

156,800 00

178,408 07
368,.545 97

37,500 00

97,771 52

48,000 00
197,184 00
208,732 80

11,200 00
475,851 00
310,335 95

51,200 00
185,173 06

96,000 OC*

32,000 00
125,760 00
296,998 38
103,600 00
361,270 00

41.280 00
192,000 00

58,560 00

167,440 00

3,5.52 00

5,376 00

399,060 40

18,544 00
117.760 00
113.440 00

48,0(K) 00

39,840 00
300,800 00
133,760 'K)
1,320,000 00
235,200 00
173,440 00

30,720 00
196,000 00
192,942 50

22,400 00

414,931 20

262,384 00

779,712 00

152,800 00

193,578 00

23,712 00

13,000 00

212,500 00

64,000 00

271,200 00

403,980 69

374,353 33

1,233,943 50

8,004-91 ' 57,203,288 04 56,336,453 56

RAILWAY SUBSIDIES

SESSIONAL PAPER No. 20

Table of per mile Cash Subsidies granted and paid in aid of Railway
Construction, ifec. — Concluded.

Name of Railway.

Brought forward.

104 iQviebec, Montmorency & Charlevoix..

lOo Shuswap and Okanagan

106 South Norfolk _

St. Catharines and Niagara Central . ,

St. Clair Frontier Tunnel

St. Lawrence and Lower Laui-entian.

St. Louis, Richibucto and Buctouche.

fSt. Lawrence and Adirondack

tSt. Mary River

107
108
109
110
111
112
113 |St. Stephen and Milltown.

114
115
116
117
118
119
120
121
122
123
124

Schomberg and Aurora.

Temiscouata

fThousand Islands

fTilsonburg, Lake Erie and Pacific.

Tobique Valley

Toronto, Grey and Bruce

fUnited Countie.'i

Waterloo Junction

Western Counties

Western Ontario Pacific

York and Carleton

No.

of miles

built up to

March 31,

1908.

7, 208 13

30
51
17
12

2-23
38-85

33-51
44

4 64
14 42

112-95
519

33 96

27-88
4-58

59

10 25

20

18-75

10 35

No.
of miles
paid and
provided

for.

8,004-91

30
51
17

12
2-23

38-85

33-51
46

4-64

14-42

112-95

5 19
47-50
27 -88

4-58
59

10 25
20

18-75
10-35

Total.

7,765-69 i 8, 578 01

Subsidy

paid and

available at

March 31,

1908.

Subsidy

paid to

March 31,

1908.

S cts.
57,203,288 04

96,000 00
163,200 00

54,400 00

38,400 00
375,000 00
217,600 00

22,400 00
149,481 60
177,400 00

14,848 00

46,144 00
645,950 00

29,840 00
117,431 48
134,016 00

14,656 00
188,816 00

32,800 00
500,000 00

60,000 00

32,896 00

60,314,567 12

•S cts.
.56,336,453 56

96,000 00
163,200 00

.54,400 00

.38,400 00
375,000 00
217,600 00

22,400 00
149,481 60
148,094 00

14,848 00

46,144 00
645,950 00

29,840 00
117,431 48
1.34,016 00

14,656 00
188,816 00

32,800 00
.>00,000 00

60,000 00

32,896 00

59,418,426 64

i Add subsidy of used rails as per statement, part iii., page 6, .S152,305.20, and Atlantic and North-
western, $3,545,400, less subsidy Canadian Pacific Railway, main line, S25, 000,000, and Western Counties
Railway, -S'SMjOOO, which will then agree with statementof .subsidies in part i, page 50, viz., .§37, 616, 131. 84.

"Includes the mileage of the North Shore Railway, 160 miles.

tBy 60-61 Vic, cap. 4, 62-63 Vic, cap;. 7, 63-64 Vic, cap. 8, 1 Edward VIL, cap. 7, 3 Edward VII.,
cap. 57, and 4 Edward VII., cap. .34, subsidy was authorized on certain mileage of this railway, specified
in the Act of Parliament, of -83,200 per mile and a further subsidy bej-ond the sum of .S3,200 per mile, of
.50 per cent on so much cf the average cost of the said specified uiileage subsidized as is in excess of 815,000
per mile, such subsidy not exceeding in the whole the sum of •'56,400 per mile

The amount of certain of the subsidies authorized by Parliament given in this statement, includes the
determined portion of the subsidies under 60-61 Vic, "cap. 4, 62-63 Vic, cap. 7, 63-64 Vic, cap. 8, and
1 Edward VIL, cap. 7, 3 Edward VIL, cap. .57, and 4 Edward VIL, cap. 34, viz. : The amount produced
by the .$3,200 per mile, but the other portion is now an undetermined amount, and therefore cannot be
shown here.

Statement showing Railways receiving Cash Subsidies of fixed amounts, payable
Annually or Semi-annually for fixed periods of years.

Name of Railway.

Miles
subsidized.

Amount of Instalment.

International (Atlantic and North-!

west Railway Co. ) i

Kingston, Smith's Falls and Ottawa

Railway Co j

1-
Total i

.S93,3 JO per h year for 20 years
.S 3,136 •. 21 ,.

Amount

paid up to

March 31,

1908.

•S cts.
3,545,400 OO
Nil.

3,54.5,400 00

DEPARTMENT OF BAILWATS AND CANALS lii

8-9 EDWARD Vil., A. 1909
Statement showing Railways aided by the Grant of Loans.

No.

Name of Railwaj'.

Amount of

Loans
authorized.

Amount
loaned.

1

S

15,000
300,000
500,000

S ct~.
14,725 50

2
3

Fredericton and St. Mary's Bridge Co •

St. John Bridge and Railway Extension Co

Total

300,000 <X)
433,900 00

815,000

748,625 56

Statement showing Railways subsidized by the Grant of used Iron Rails valued at

the amount set forth,

No.

Name of Railway.

Tons

of

used Rails.

Subsidy

on value of

Rails.

Subsidy

on used

Rails pai'l.

1
2
3

Central Railwaj' Co. of New Brunswick

Elgin, Petitcodiac and Havelock Ry. Co

Chatham Branch Railway Co

Total

4,052
2,201

958

S .cts.

83.612 54
44,252 82
24,439 84

$ cts.

83,612 54
44,252 82
24,439 84

7,211

152,305 20

152.305 20

Statement showing Railways aided by the Loan of used Iron Rails valued at the

amount set forth.

No.

Name of Railway.

■

Tons

of

used Rails.

Value

of used Rails

loaned.

Remarks.

1

2
3

Kent Northern Railway Co

Halifax Cotton Co

Steel Company of Canada

2,549
233
597
726

4,105

S cts.

58,334 37

4,335 00

11,964 66

14,665 45

89,299 38

By 51 Victoria, chapter '.^,
'these used rails will be
granted as a subsidy, (the

4

Albert Railway Company

Total

•

section of road to be first
laid with new steel rails
weighing not less than .50
lbs. per lin. yard and after
an O.C. had been pas.-sed
authorizing transfer. )

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

No. 2

LIST OF RAILWAY SUBSIDY ACTS PASSED IN EACH YEAR.

Note. — The marginal number opposite each subsidy has reference to the alphabetical (list in the
Deputy Minister's report showiu? the action taken in cases where a contract for work has been made with
any company.

By the Acts of Parliament below specified, authority has been placed in the hands
of the Governor in Council to grant, upon certain conditions, aid towards the construc-
tdon of various lines of railway throughout the Dominion, as follows, namely : —

By the Acts of 45 Vic, cap. 14, 1882 (Assented to 17th May, 1882) ;—

1. For a railway from Gravenhurst to Callander, both in the province of

Ontario, a subsidy not exceeding $6,000 per mile, nor exceeding in

the whole $660,000

2. For a railway from St. Raymond to Lake St. John, both in the pro^dnce

of Quebec, a subsidy not exceeding -$3,200 per mile, nor exceeding in

the whole 384,000

3. For a railway from a point on the Intercolonial Railway at Riviere du

Loup or Riviere Ouelle, in the province of Quebec, or between them,
to Edmundston, in the province of New Brunswick, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 240,000

4. For a railway from Oxford to New Glasgow, both in the province of

Nova Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding

in the whole 224,000

" The said subsidies to be granted to such companies as shall be approved by the
Governor in Council as having established, to his satisfaction, their ability to complete
the said railways respectively, within a reasonable time, to be fixed by Order in Council,
and according to descriptions and specifications to be approved by the Governor in
Council on the report of the Minister of Railways and Canals, and specified in an agree-
ment to be made by the company with the Government, and which the Government is
empowered to make, and to be payable out of the Consclidated Revenue Fund of
Canada, by instalments on the completion of each ten miles of railway, proportionate to
the value of the portion so completed in comparison with the whole work undertaken,
such proportion to be established by the report of the said Minister ; provided always,
that the granting of such bonuses or subsidies shall be subject to such conditions for
securing such running powers or traflBc arrangements and other rights as will afibrd all
reasonable facilities and equal mileage rates to all railways connecting therewith, as^the
Governor in Council may determine."

By the special Act 45 Vic, cap. 55, 1882 (Assented to 17th May, 1882 : —

5. A subsidy authorized in favour of '* The Chignecto Marine Transport

Railway Company," provided that they construct and thereafter
maintain and operate a ship railway, to be approved by the Govern-
ment, across the Isthmus of Chignecto, from the Gulf of St. Lawrence

to the Bay of Fundy, per year, for twenty -five years $150,000

By the Act 46 Vic, cap. 25, 1883 (Assented to 25th May, 1883) ;—

6. To the Bale des Chaleurs Railway Company, for 100 miles of their rail-

way, from Metapediac, on the Intercolonial Railway, to Paspebiac,
in the province of Quebec, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 320,000

B DEPARTMENT OF RAILWAYS AND CANALS 111

, 8-9 EDWARD VII., A. 1909

•7. To the Caraquet Railway Company, for 36 miles of their railway, from
a point near Bathurst to Caraquet, in the province of New Bruns-
wick, a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole $115^200

8. To the Gatineau Valley Railway Company, for the first 50-mile section
of their railway, from Hull station, in the province of Quebec, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 160,000

O. To the Great American and European Short Line Railway Company, for
80 miles of their railway, from Canso to Louisburg or Sydney, in the
province of Nova Scotia, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 256,000

10. To the International Railway Company, for 49 miles of their railway,

from Sherbrooke, in the province of Quebec, to the international
boundary line, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole • 156,800

11. To the Northern and Western Railway Company, for 32 miles of their

railway, from the Intercolonial Railway, near the Miramichi, to
Moran's, near Demphy village, in the province of New Brunswick, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 102,400

12. To the Montreal and Western Railway Company, for the first 50-mile

section of their railway, out of St. Jerome, in the province of Quebec,

a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 160,000

13. To the Napanee, Tamworth and Quebec Railway Company, for 28 miles

of their railway, from Napanee to Tamworth, in the province of
Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole 89,600

14. To the Quebec and Lake St. John Railway Company, for 25 miles of

their railway, from St. Raymond to Lake St. John, in the province
of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in

the whole 80,000

In addition to the subsidy granted by the Act forty-fifth Victoria, chap-
ter fourteen.

15. For a railway from the International Railway at Petitcodiac to Havelock

Corner, in the province of New Brunswick, 12 miles, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole 38,400

10. For a railway from Gravenhurst to Callander, 110 miles, a subsidy not

exceeding $6,000 per mile, nor exceeding in the whole 660,000

In addition to the subsidy granted by the Act forty-fifth Victoria, chap-
ter fourteen.

" The nine subsidies first mentioned to be granted to the companies hereinbefore
named respectively ; and the two subsidies last mentioned to be granted to such com-
panies as shall be approved by the Governor in Council as having established to his satis-
faction their ability to complete the said railways, respectively ; and all the eleven lines
above mentioned, and also the lines of railway in respect of which it is provided by the
Act of forty-fifth Victoria, chapter fourteen, that subsidies may be granted, shall be com-
menced within two years from the first day of July next, and completed within a reason-
able time, not to exceed four years from and after the passing of this Act, to be fixed by
Order in Council, and according to descriptions and specifications to be approved by the
Governor in Council, on the report of the Minister of Railways and Canals, and specified
in an agreement to be made by each company with the Government, and which the
Government is empowered to make ; and all the said subsidies authorized by this Act,
respectively, to be paid out of the Consolidated Revenue Fund of Canada by instalments,
on the completion of each section of not less than ten miles of railway, proportionate to
the value of the portion so completed in comparison with the whole work undertaken,
to be established by the report of the said Minister ; Provided always, that the granting
of such subsidies shall be subject to such conditions for securing such running powers

UI RAILWAY SUBSIDIES S

SESSIONAL PAPER No. 20

or traliic arraiigemeats and other rights as will atlord all reasonable facilities and equal
mileage rates to all railways connecting with those so subsidized as the Governor in
Council may determine."

By the special Act 46 Vic, cap. 26, 1883 (Assenled to 25th May, 1883) : —
IT. An advance authorized in favour of the " St. John Bridge and Railway
Extension Company," to enab'e them to build a railway bridge
across the River St. John, N.B., with railway connection with the
Intercolonial, such advance to be secured by a mortgage on theii
entire property, not to exceed 80 per cent of the expenditure on

the work, nor a total sum of $ 500,000

By the Act 47 Vic, cap. 8, 1884 (Assented to 19th April, 1884) : —
18. To the Government of the province of Quebec, in consideration of their
having constructed the railway from Quebec to Ottawa, forming a
connecting line between the Atlantic and Pacific coasts via the
Intercolonial and Canadian Pacific Railways, and being as such
a work of national and not mei'el}' provincial utility, a subsidy not
exceeding $6,000 per mile for the portion between Quebec and

Montreal, 159 miles, nor exceeding in the whole 954,000

lO. And for the portion between Montreal and Ottawa, 120 miles, $12,000

per mile, nor exceeding in the whole 1,440,000

20. For the construction of a line of railway connecting Montreal with the

harbours of St. John and Halifax by the shortest and best practi-
cable route, after the report of competent engineers, a subsidy not
exceeding $170,000 per annum, for fifteen years, or a guarantee of
a like sum for a like period as interest on bonds of the company
undertaking the work.

21. For the construction of a line of railway from Oxford station, on the

Intercolonial Railway, to Sydney or Louisburg, a subsidy not ex-
ceeding $30,000 per annum for fifteen years or a guarantee of a like
sum for a like period as intere-t on the bonds of the company under-
taking the work, in addition to the subsidies previously granted,
and also a lease or transfer to such company of the Eastern Exten-
sion Railway, from New Glasgow to Canso, with its present equip-
ment.

22. To the Quebec Central Railway Company, for a line of railway from

Beauce Junction to the international boundary line, a subsidy not
exceeding .$3,200 per mile, nor exceeding in the whole 21 1,200

2S. For the extension of the Canadian Pacific Railway, from its terminus
at St. Martin's Junction, near Montreal, or some other point on the
Canadian Pacific Railway, to the harbour of Quebec, in such manner
as may be approved by the Governor in Council, a subsidy not
exceeding $6,000 per mile, nor exceeding in the whole 960,000

24. To the Irondale, Bancroft and Ottawa Railway Company, for a line of
railway from the Victoria branch of the Midland Railway to the vil-
lage of Bancroft, in the township of Dungannon, county of
Hastings, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 160,000

2-^ To the Pontiac Pacific Junction Railway, for a line of railway from
Hull or Aylmer to Pembroke, provided the Ottawa River is
crossed at some point not east of Lapasse, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 272,000

2G. To the Gatineau Railway Company, for a line of railway from Kazua-
bazua to Le Desert, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 160,000

2T. To the Napanee, Tamworth and Quebec Railway Company, for a line of
railway from Tamworth to Bogart and Bridgewater, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 70,400

10 DEPARTMENT OP RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

28. To the Montreal and Western Railway Company, for a line of railway

from the end of the line subsidized in the now last session of Parlia-
ment, towards Le Desert, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole $160,000

29. To the Northern and Western Railway Company, for a line of railway

from Fredericton to the Miramichi River, a subsidy not exceeding
$3, 200 per mile, nor exceeding in the whole (instead ef the subsidy
proposed in 1883) 128,000

SO. To the Erie and Hui-on Railway Company, for a line of railway from
Wallaceburg to Sarnia, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 96,000

81. To the Ontario and Pacific Railway Company, for a line of railway
from Cornwall to Perth, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 262,400

S2. To the Kingston and Pembroke Railway Company, for a line of railway
from Mississippi to Renfrew, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 4:8,000

33. To the Great Northern Railway Company, for that portion of their rail-

way between St. Jerome and New Glasgow, in the county of Terre-
bonne, a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 32,000

34. For a line of railway and bridge between the Jacques Cartier Union

Railway Junction with the Canadian Pacific Railway and St. Mar-
tin's Junction connecting the Jacques Cartier Union Railway with
the North Shore Railway proper, a subsidy not exceeding in the
whole 200,000

35. For a line of railway from Richibucto to St. Louis, a subsidy not exceed-

ing $3,200 per mile, nor exceeding in the whole 22,400

36. For a line of railway from Hopewell to Alma, in the province of New

Brunswick, a subsidy not exceeding $3,200 per mile, nor exceeding

in the whole 51,200

37. For a line of railway from St. Andrew's to Lachute, in the county of

Argenteuil, a subsidy not exceeding $3,200 per mile, nor exceeding

in the whole 22,400

38. For a line of railway from the Grand Piles, on the River St. Maurice, to

Lake Edward, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 217,600

39. For a line of railway from Annapolis to Digby, in the province of Nova

Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding in the

whole 64,000

40. For a line of the Central Railway, from the head of Grand Lake to the

Intercolonial Railway between Sussex and St. John, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 128,000

41. To the Caraquet Railway Company, for the extension of their line of

railway from Caraquet to Shippegan Harbour, in the province of
New Brunswick, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 76,800

42. For a branch of the Intercolonial Railway, from Metapediac eastward

towards Paspebiac, twenty miles, in the province of Quebec, a sum

not exceeding in the whole 300,000

43. For a branch of the Intercolonial Railway, from Derby Station to Indian-

town, fourteen miles, a sum not exceeding in the whole 140,000

" The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose shall be granted to such companies, respectively ; the other subsidies
shall be granted to such companies as shall be approved by the Governor in Council
as having established, to his satisfaction, their ability to construct and complete the
said railways respectively. All the lines for the construction of which subsidies are

Lii RAILWAY SUBSIDIES 11

SESSIONAL PAPER No. 20

granted irhall be commenced within two years from the first diiy of July next and com-
pleted within a reasonable time, not to exceed four years, to be fixed by Order in
Council, except the line mentioned in the fourth section of this Act,* which shall be
commerced within one year, and shall also be constructed according to descriptions and
specifications and upon conditions to be approved by the Governor in Council, on the
report of the Minister of Railways and Canals and specified in an agreement to be made
in each case by the company with the Government, and which the Government is hereby
empowered to make ; the location also of every such line of railway shall be subject to
the approval of the Governor in Council ; and all the said subsidies, respectively, shall
be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the
completion of each section of the railway of not less than ten miles, proportionate to
the value of the portion so completed in comparison with that of the whole work under-
taken, to be established by the report of the said Minister. The subsidies to the pro-
vince of Quebec shall be capitalized, and the interest shall be payable at such time and
in such manner as the Government of Cana ^a shall agree upon with the Government of
the said province. The two subsidies last mentioned in the list are for works to be
constructed by the Government of Canada.

" Provided, always, that the granting of such subsidies to the companies mentioned,
respectively, shall be subject to such conditions for securing such running powers or
traffic arrangements and other rights as will afford all reasonable facilities and equal
mileage rates to all railways connecting with those so subsidized, as the Governor in
Council may determine."

By the special Act 47 Vic, cap. 6, 1884 (Assented to 19 (h Ajyril, 188 Jf) :

44. Relating to an agreement with the province of British Columbia, autho-

rity was given, inter alia, for the grant of a subsidy to the " Esquimalt
and Nanaimo Railway Company " in aid of the construction of a
line of railway and telegraph between the points named ; such sub-
sidy to be in lands en bloc on Vancouver Island, the boundaries

being fixed by the Act, and in money $750,000

By the Act 48-49 Vic, cap. 59, 1885 (Assented to 20th July, t§85) :

45. To the Ottawa, Waddington and New York Railway and Bridge Com-

pany, for a line of railway from Ottawa to Waddington, a subsidy

not exceeding §3,200 per mile, nor exceeding in the whole 166,400

40. To the New Brunswick and Prince Edward Island Railway Company,
for a line of railway from Sackville to the Straits of Northumberland,
at or near Cape Tormentine, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 118,400

4'7. To the Montreal and Sorel Railway Company, for a line of railway from
St. Lambert to Sorel, a subsidy not exceeding $1,600 per mile, nor
exceeding in the whole 72,000

48. To the Brockville, Wcstport and Sault Ste. Marie Railway Company,

for a line of railway from Brockville to Westport, a subsidy not ex-
ceeding $3,200 per mile, nor exceeding in the whole 128,000

49. To the Quebec and Lake St. John Railway Company, for a line of rail-

way from its junction on the North Shore Railway to St. Raymond,
upon condition of the company extending their road to a point 50
miles north of St. Raymond, a subsidy not exceeding $3,200 per mile
nor exceeding in the whule 96,000

50. To the Northern and Western Railway Company, for a line of rail-

way from the northern end of the 40 miles subsidized between
Fredericton and the Miramichi River by 47 Victoria, chapter 8, to
Boiestown, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 19,200

* The extension of the Canadiaii Pacific Railway from its termimxs at St. Martin's Junction, or some
other point on the said raihvaj^ to the harbour of Quebec.

12 DEPAKTMHST OF RMIAVAYfi AND CANALf^ III

8-9 EDWARD VII., A. 1909

51. To the Muatreal and Champlain Junction Railway Company, for a line

of railway from Brosseau's to Dundee, a subsidy not exceeding $500

per mile, nor exceeding in the whole $30,000

52. To the Thunder Bay Colonization Railway Company, for a line of rail-

way from the Murillo station of the Canadian Pacific Railway to the
east end of Whitetish Lake, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 92,000

53> To the Central Ontario Railway Company, for a line of railway from Coe
Hill or Rathbun, to Bancroft, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 61,000

5^. To the Belleville and North Hastings Railway Company, for a line of
railway from the village of Madoc to the junction with the Central
Ontario Railway at Eldorado, a subsidy not exceeding $1,500 per
mile, nor exceeding in the whole 10,500

55. For a line of railway from Long Sault to the foot of Lake Temisca-

mingue, a subsidy not exceeding $3,200 per mile, nor exceeding in

the whole 25,600

56. For a line of railway from a point on the Canada Southern Railway near

Comber, to Lake Erie, at or near the village of Leamington, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. . . . 44,800

57. To the Napanee, Tamworth and Quebec Railway Company, for a line of

railway from Tamworth towards Bogart and Bridgewater, 16 miles,

in lieu of the subsidy granted by 47 Vic, chap. 8, a subsidy of 70,000

58. To the Gatineau Railway Company, for a line of railway from Hull sta-

tion towards Le Desert, a distance of 62 miles, in lieu of the subsidies
granted by 46 Vic, chap. 25, and 47 Vic, chap. 8, a subsidy of . . . . 320,000

59. For a line of railway from the Grand Piles, on the River St. Maurice, to

its junction with Lake St. John Railway, a distance of about 50
miles, in lieu of the subsidy granted by 47 Vic, chap. 8, for a line of
railway from the Grand Piles, on the River St. Maurice, to Lake
Edward, a subsidy of 217,600

60. To the Canada Atlantic Railway Company, for a line of railway from

Valleyfield to a point one and a half miles west of Johnston's, a sub-
sidy not exceeding $1,600 per mile, and from one and a half miles
west of Johnston's to Lacolle ; also from the present terminus at
Ottawa, to the Chaudiere Falls, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 96,000

61. For a line of railway from Indiantown via the Miramichi Valley, to its

junction with the Northern and Western Railway at or near Boiestown,

a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 140,800

** The subsidies hereinbefore mentioned as to be granted to companies named for
that pui'pose shall be granted to such companies, respectively ; the other subsidies
shall be granted to such companies as shall be approved by the Governor in Council
as having established to his satisfaction their ability to construct and complete the
said railways, respectively. All the lines for the construction of which subsidies are
granted shall be commenced within two years from the first day of August next, and
completed within a reasonable time, not to exceed four years, to be fixed by Order
in Council ; and shall also be constructed according to descriptions, specifications and
upon conditions to be approved by the Governor in Council, on the I'eport of the
Minister of Railways and Canals, and specified in an agreement to be made in each
case by the company with the Government, and which the Government is hereby
empowered to make; the location, also, of every line of railway shall be subject to
the approval of the Governor in Council, and all the said subsidies, i-espectively, shall
be payable out of the Consolidated Revenue Fund of Canada, by instalments, on the
completion of each section of the railway of not less than ten miles, proportionate to the
value of the portion so completed in comparison with that of the whole work under-
taken, to be established by the report of the said Minister.

iij RAILWAY SUBSIDIES 13

SESSIONAL PAPER No. 20

- Provided always, that the granting of such subsidies to th( companie-* mc ntioned,
respectively, shall be subject to such conditions for securing such running powers or
traffic arrangements and other rights as will afford all reasonable facilities and equal
uiileacre rates to all railways connected with those so subsidized as the Governor in
Council may determine."

By the Act 48-49 Vic, cap. 58, 1885 (Assented to 20th July, 1885):^
62. For a railway from a point on the Intercolonial Railway at Riviere du
" Loup or Riviere Quelle, in the province of Quebec, to Edmundston,
in the province of New Brunswick, a subsidy not exceeding two
thousand eight hundred dollars per mile for seventy-five miles, and
six thousand dollars per mile for eight miles, nor exceeding in the
whole two hundred and fifty-eight thousand dollars ; the said subsidy
to be in addition to the subsidy authorized to be granted in aid of
the construction of the said railway by the Act forty-fifth Victoria,
chapter fourteen, and constituting with the subsidy so authorized, a
subsidy not exceeding in the whole four hundred and ninety-eight
thousand dollars, and to be granted for the said railway upon the
terms and conditions specified in the said Act, and payable out of
the Consolidated Revenue Fund of Canada ; and for the purpose of
incorporating the persons undertaking the construction of the said
railway and those who shall be associated with them in the under-
taking, the Governor may grant to them, under such corporate name
as he shall deem expedient, a charter conferring upon them the
franchises, privileges and powers requisite for the said purposes,
which shall be similar to such of th- franchises, privileges and powers
grcinted to railway companies during the present session as the Gov-
ernor shall deem most useful or appropriate to the said undertaking ;
and such charter being published in the Canada Gazette, with any
Order or Orders in Council relating to it, shall have force and effect
as if it were an Act of the Parliament of Canada.
63 For a line of railway from the south bank of the St. Lawrence nver,
opposite or near Montreal, to the harbours of St. Andrew's, St. John
and Halifax via Sherbrooke, Moosehead Lake, Mattawamkeag,
Harvey, Fredericton and Salisbury, a subsidy not exceeding eighty
thousand d jUars per annum for twenty years, forming in the whole,
together with the subsidy authorized by the Act forty-seventh \ ic-
toria, chapter eight, for a line of railway connecting Montreal with
the said harbours of St. John and Halifax by the shortest and best
practicable route, which the line above described is found to be, a
subsidy not exceeding two hundred and fifty thousand dollars per
annum, the whole of m hich shall be paid in aid of the construction of
such a line of railway for a period of twenty years, or a guarantee
bond of a like sum for a like period as interest on the bonds of the
company undertaking the work ; the said subsidy to be so granted
upon the terms and conditions of and payable out of the Consolidated
Revenue Fund in the manner specified in the said last mentioned
Act iu respect of the subsidy thereby authorized in aid of the said
line of railway.
64. The Governor in Council may grant a further subsidy as an aid towards
procuring free access as hereinafter described for the trams and
traffic of°the Canadian Pacific Railway Company from St, Martin's
Junction, near Montreal, or from some other 4)oint on their railway
to be selected by the said company, to the harbour of Quebec, in such
a manner as shall be approved by'the Governor in Council, that is to
say : an additional subsidy not exceeding three hundred and forty-
thousand dollars, constituting, together with the subsidy authorized
by the said last mentioned Act, to aid in procuring the extension of

14 DEPARTMENT OF RAILWAYS AND CANALS ili

8-9 EDWARD VII., A. 1909'

the Canadian Pacific Railway to Quebec, and the subsidy also thereby
authorized to aid in constructing a line connecting the Canadian
Pacific Railway at the Jacques Cartier Union Junction with the
North Shore Railway proper (which subsidies shall be applicable to
the said first mentioned purpose) a sum not exceeding in the whole
the sum of one million five hundred thousand dollars, payable out of
the Consolidated Revenue Fund of Canada.
The said Act further provided as follows in relation to this matter : —
** If it should be expedient so to do in order to facilitate such access, the Governor

in Council may acquire the North Shore Railway, and may apply the said sum of one

million five hundred thousand dollars, or any part thereof, in aid of such acquisition and

upon such acquisition may transfer and convey or lease the said railway to the Canadian

Pacific Railway Company, subject to such obligation as the Government shall have

assumed in acquiring it."

By the Act 49 Vic, cap. 10, 1886 (Assented to 2nd June, 1886) :—

C5. For a railway from a point at or near Moncton, to Buctouche, in the pro-
vince of New Brunswick, thirty miles, a subsidy not exceeding $3, 200
per mile, nor exceeding in the whole $ 96,000

60. For a railway from IngersoU via London to Chatham, in the province
of Ontario, eighty miles, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 256,000

CT". To the Northern and Western Railway Company, for ten miles of their
railway, intervening between the termini of the portions of their
railway for which subsidies are already granted, the one from Fred-
ericton and the other from Indiantown, and an extension of two miles
down to deep water at Chatham, in the province of New Brunswick,
a subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 32,000

68. To the Caraquet Railway Company, for ten miles of their railway, from
the end of the present subsidized portion at Lower Caraquet to Ship-
pegan, in the province of New Brunswick, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 32,000

60. To the Lake Erie, Essex and Detroit River Railway Company, for thirty-
seven miles of their railway, from Windsor to Leamington, in the
province of Ontario, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 118,400

70. To the Thunder Bay Colonization Railway Company, for fifty-six miles
of their railway, from the end of the present subsidized section to a
point near Crooked Lake, in the province of Ontario, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 179,200

Tl. To the Parry Sound Colonization Railway Company, for forty miles of
their railway, from the village of Parry Sound to the village of Sund-
ridge, on the line of the Northern Pacific Junction Railway, in the
province of Ontario, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 128,000

72. For a railway from a point at or near New Glasgow or St. Lin, to ornear

to Montcalm, in the province of Quebec, eighteen miles, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 57,600

73. For a railway from Hereford to the International Railway, in the

township of Eaton, in the province of Quebec, thirty -four miles, a

subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 108,800

74. For a railway from St. F^lix to Lake Maskinongd, parish of St. Gabriel

in the province of Quebec, ten miles, a subsidy not exceeding $3,200

per mile, nor exceeding in the whole 32,000

75. For a railway from Glenannan to Wingham, in the province of Ontario,

five miles, a subsidy not exceeding $3,200 per mile, nor exceeding in

the whole 16,000

iii RAILWAY SUBSIDIES 15

SESSIONAL PAPER No. 20

■yO. For a railway from a point at or near the McCann Station, on the Inter-
colonial Railway, to the Joggins, onCumberland Basin, in the province
of Nova Scotia, twelve miles, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole $ 38,400

77. For a railway from L'Assomption to L'Epiphanie, in the province of

Quebec, three miles and a half, a subsidy not exceeding $3,200 per

mile, nor exceeding in the whole 11,200

78. To the Montreal and Western Railway Company, for seventy miles of

their railway from St. Jerome, north-westerly towards Desert, in
the province of Quebec, a subsidy of $5,161 per mile, in lieu of the
subsidies granted by 46 Vic, chap. 25, and 47 Vic, chap. 8, not ex-
ceeding in the whole 361,270

79. For a railway from St. Andrew's to the Canadian Pacific Railway at or

at any point east of the town of Lachute, in the county of Argen-
teuil, in the province of Quebec, seven miles, in lieu of the subsidy
granted by 47 Yic, chap. 8, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole 22,400

80. To the Canada Atlantic Railway Company, for twelve miles of their

railway from. Clark's Island to Yalleyfield, and from Lacolle, in the
province of Quebec, to the international boundary, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 38,400

81. For a railway from Truro to Newport, in the province of Nova Scotia,

forty-nine miles, a subsidy not exceeding $3,200 per mile, nor ex-
ceeding in the whole 156,800

82. To the Quebec and Lake St. John Railway Company, for ninety-five

miles of their railway, from a point fifty miles north of St. Raymond
to Lake St. John, in the province of Quebec, a subsidy not exceeding
$1,961 per mile, nor exceeding in the whole (in addition to the sub-
sidy granted by 45 Victoria, chapter 14, and 46 Victoria, chapter 25,
of $3,200 per mile) 186,290

83. To the Cap Rouge and St. Lawrence Railway Company, for twelve miles

of their railway from Lorette via Cap Rouge to Quebec, in the pro-
vince of Quebec, a subsidy not exceeding $3,200 per mile, nor ex-
ceeding in the whole 38,400

84. For the construction of wharfs and landing stages on the line of the

railway from Long Sault to the foot of Lake Temiscamingue, a sub-
sidy of 6,000

85. To the Gananoque, Perth and James Bay Railway Company, seventeen

miles, a subsidy not exceeding $3,200 per mile, nor exceeding in the

whole 64,400

86. For a railway from St. Eustache to St. Placide, county of Two Moun-

tains, eighteen miles, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 67,600

87. For a railway from a point on the Intercolonial Railway through the

Stewlacke Valley, on the line which will afibrd facilities of commu-
nication with the Iron Mines, Spring Side, Upper Stewiacke and
Musquodoboit settlements, twenty-five miles, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 80,000

88. For a railway from Yamaska to the River St. Francis, in the province

of Quebec, ten miles, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 32,000

89. For a railway from Perth Centre station, on the New Brunswick Rail-

way, to a point near Plaister Rock Island, in the province of New
Brunswick, twenty-eight miles, a subsidy not exceeding .$3,200 per
mile, nor exceeding in the whole 89,600

90. For a railway from Fredericton to the village of Prince William, in the

province of New Brunswick, twenty-two miles, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 70,400

16 DEPARTMENT OF BAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

91. For a railwaj from a point on the Intercolonial llailway near iSewcastie
or via Douglastown to a point on the River Miramichi, opposite the
town of Chatham, in the province of New Brunswick, six miles, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole. $19,200
112. For a railway from a point on the Canadian Pacific Railway to Egan-
ville, in the province of Ontario, twenty-two miles, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole 70,400

1>3. To the Belleville and North Hastings Railway Company, for seven miles
of their railway, from the village of Madoc to the junction with the
Central Ontario Railway at Eldorado, in the province of Ontario, a
subsidy (in addition to the subsidy of $1,500 per mile granted by
48-49 Victoria, chapter 59), not exceeding $1,700 per mile, nor ex-
ceeding in the whole 1 1,900

04. To the Napanec, Tamworth and Quebec Railway Company, for eighteen
miles of their railway from Tamworth to Tweed, in lieu of the sub-
sidy granted by 48-49 Victoria, chapter 59, a subsidy of 70,000

415. To the Albert Railway Company, for their railway from Salisbury to
Hopewell, in the province of New Brunswick, which is a feeder to
the Intercolonial Railway, in the form of a loan, repayable at such
time and secured in such manner as the Governor in Council deter-
mines, a subsidy of 15,000

*' The subsidies hereinbefore mentioned as to be granted to the companies named
for that purpose shall be granted to such companies respectively ; the other subsidies
shall be granted to such companies as shall be approved by the Governor in Council as
having established, to his satisfaction, their ability to construct and complete the said
railways respectively. All the lines for the construction of which subsidies have been
granted shall be commenced within two years from the first day of August next, and
completed within a reasonable time, not to exceed four years, to be fixed by Order in
Council, and shall be so constructed according to descriptions and specifications and
upon conditions to be approved by the Governor in Council, on the report of the Minis-
ter of Railways and Canals, and specified in the agreement to be made in each case by
the company to the Government, and which the Government is hereby empowered to
make ; the location, also, of every such line of railway shall be subject to the approval
of the Governor in Council, and all the said subsidies, respectively, shall be payable out
of the Consolidated Revenue Fund of Canada, by instalments on the completion of
each section of the railway of not less than ten miles, proportionate to the value of the
portion so completed in comparison with that of the whole work undertaken, to be
established by the report of the said Minister : Provided always, that the granting of
such subsidies to the companies mentioned, respectively, shall be subject to such con-
ditions for securing such running powers or traflQc arrangements, and other rights, as will
afford all reasonable facilities and equal mileage rates to all railways connecting with
those so subsidized, as the Governor in Council may determine."

By section 2 of this Act authority was given for the grant of a charter by the
Governor in Council for the purpose of constructing a railway from Long Sault to the
foot of Lake Temiscamingue.

By the Act 50-51 Vic, cap. 24, 1887 (Assented to 23rd June, 1887).
96. To the St. Catharines and Niagara Railway Company, for twelve miles
of their railway from the city of St. Catharines to the bridge over the
Niagara River, a subsidy not exceeding $3,200 per mile, nor exceed-
in the whole • • • • $ 38,400

•IT". To the Vaudreuil and Prescott Railway Company, for thirty miles of
their railway from Vaudreuil towards Hawkesbury, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole 96,000

08. To the Richmond Hill Junction Railway Company, for five miles of
their railway from Richmond Hill Junction, on the Northern Rail-
way of Canada, to Richmond Hill village, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 16,000

iii RAILWAY SUBSIDIES 17

SESSIONAL PAPER No. 20

OS. To the Drumiiiuuti County Railway Company, for thirty miles of tb.eir
railway from Drummondville towards Nicolet, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 9G.000

100. To the Joggins Railway Company, for one and a quarter miles of their

railway extending from the southern end of the portion subsidized
by the Act 49 Victoria, chapter 10, to the wharfs, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole. 4,000

101. To the Moncton and Buctouche Railway Company, for two miles of

their railway from the west end of the portion subsidized by the Act
49 Victoria, chapter 10, to Moncton, a subsidy not exceeding $3,200

per mile, nor exceeding in the whole 6,400

lOS. To the Beauharnois Junction Railway Company, for thirty miles of
their railway from St. Martin's towards St. Anicet, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 96,000

103. To the Harvey Branch Railway Company, for three miles of their

railway from the southern terminus of the Albert Railway to
Harvey Bank, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 9,600

104. To the Brantford, Waterloo and Lake Erie Railway Company, for

eighteen miles of their railway from the town of Brantford to the
village of Hagarsville or the village of Waterford, or some inter-
mediate point on the Canada Southern Railway, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 57,600

105. To the Guelph Junction Railway Company, for sixteen miles of their

railway from its junction with the Canadian Pacific Railway to the
town of Guelph, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 51,200

106. To the Massawippi Railway Company, for ten miles of their railway

from a point on the Atlantic and North-western Railway near the
village of Magog, to Ayer's Flat station, on the Massawippi Valley
Railway, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 32,000

107. To the Napanee, Tamworth and Quebec Railway Company, for four

miles of their railway from the north end of the section subsidized
by the Act passed in the session held in the forty-eighth and forty-
ninth years of Her Majesty's reign, chapter 59, to Tweed, a subsidy
not exceeding .f3,200 per mile, nor exceeding in the whole 12,800

lOS. To the Dominion Lime Company, for seven miles of their railway
from a point on the Quebec Central Railway, in the township of
Dudswell, to the Dudswell Lime Company's quarries, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 22,400

1.09. To the South Norfolk Railway Company, for seventeen miles of their
railway from Port Rowan to the town of Simcoe, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 54,400

110. To the Jacques Cartier Union Railway Company, extending and

completing their railway, a subsidy of 20,000

111. For a line of railway from Mount Forest to Walkerton, twenty-four

miles in length, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 76,800

113. To the Oshawa Railway and Navigation Company, for seven miles of
their railway from Port Oshawa towards Raglan, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 22,400

113. To the Saguenay and Lake St. John Railway Company, for thirty
miles of their railway from Lake St. John towards Chicoutimi, or
from Chicoutimi towards Lake St. John, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 96,000

20 -iii— 2

18 DEPARTMENT OF RAILWAYS AND CANALS III

8-9 EDWARD VII., A. 1909

114. To the Great Eastern Railway Company, for thirty miles of their rail-

way from the River St. Francis to the Arthabaska Railway, at St.
Gregoire station, a subsidy not exceeding $.3,200 per mile, nor ex-
ceeding in the whole $96,000

115. To the Ontario and Pacific Railway Company, for six miles of their

railway from the northern end of the portion subsidized by the Act
47 Victoria, chapter 8, to the town of Perth, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 19,200

116- To the Caraquet Railway Company, for seven miles of their railway from
Lower Caraquet to Shippegan, in lieu of the subsidy granted by the
Act 49 Victoria, chapter 10, a subsidy not exceeding in the whole. . 32,000

117. To the St. Lawrence and Lower Laurentian and Saguenay Railway
Company, for the section of this railway from Grand Piles, on the
St. Maurice River, to its junction with the Quebec and Lake St. John
Railway, in lieu of the subsidy granted by the Act passed in the
session held in the forty-eighth and forty-ninth years of Her Majesty's
reign, chapter 59, for a line of railway from Grand Piles, on the St.
Maurice River, to its junction with the Lake St. John Railway, a
distance of about fifty miles, a subsidy of 217,600

lis. To the St. John Valley and River du Loup Railway Company, for
twenty-two miles of their railway from the village of Prince William
towards the town of Woodstock, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 70,400

no. To th > Lake Temiscamingue Railway Company, for four short sections of
railway, in all about two miles in length, to overcome the rapids of
the Ottawa River, known as " La Mi-Charge," " La Cave," " Les
" Erables," and " La Montagne," and for the construction of wharfs
and landing stages at these rapids, to connect the Canadian Pacific
Railway at Mattawa with Lake Temiscamingue by steamboats, rail-
ways and other works (in lieu of a portion two miles in length, out of
the eight miles of railway subsidized by the Act passed in the session
held in the forty-eighth and forty-ninth years of Her Majesty's reign,
chapter 59, under which about six miles of railway have already been
built from the foot of Long Sault pi'oper to the foot of Lake Temisca-
mingue, and in lieu also of the subsidy granted by the Act 49 Vic-
toria, chapter 10), a subsidy of 12,400

130. To the Carillon and Grenville Railway Company, for twelve miles of
their railway from St. Eustache to Sault au RecoUet, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 38,400

121. To the Minudie Branch Railway Company, for five and a half miles of
their railway from its junction with the Joggins Railway, near the
River Hubert railway bridge, to the village of Minudie, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 17,600

132. To the Lake Temiscamingue Colonization and Railway Company, for
ten and a half miles of their railway from the Ix)ng Sault to Lake
Kippewa, a subsidy not exceeding $3,200 per mile, nor exceeding in
thewhole 33,600

123. To the Leamington and St. Clair Railway Company, for two miles of

their railway from the north end of the section subsidized by the
Act passed in the session held in the forty eighth and forty-ninth
years of Her Majesty's reign, chapter 59, to the village of Comber, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole. 6,400

124. To the Cumberland Railway and Coal Company for fourteen miles of

their railway from a point on the Spring Hill and Parrsboro' Rail-
way, near Spring Hill, to a point on the railway between Oxford and
New Glasgow, near Oxford village, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole 44,800

iii RAILWAY SUBSIDIES 19

SESSIONAL PAPER No. 20 y

125. To the Montreal and Champlain Junction Railway Company, a sub-
sidy of $ 64,000

136- To the Quebec and Lake St. John Railway Company, for nine miles of
their nxilway, the distance which the previous subsidies granted are
short of covering from the city of Quebec to Lake St. John, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole 28,800

12T- To the Temiscouata Railway Company, for thirty miles of a branch of
their railway from Edmundston towards the St. Francis River, a
subsidy not exceeding $.3,200 per mile, nor exceeding in the whole. . 96,000

128. To the Cornwallis Valley Railway Company, for thirteen miles of their
railway from Kentville to Kingsport, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole 41,600

139. To the Nova Scotia Central Railway Company, for thirty-four miles of
their railway, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 108,800

130- To the Tobique Valley Railway Company, for fourteen miles of their
railway from Perth Centre station towards Plaister Rock Island, in
lieu of the subsidy granted by the Act 49 Victoria, chapter 10, for
a railway from Perth Centre station, on the New Brunswick Rail-
way, to a point near Plaister Rock Island, a subsidy of 89,600

131. Por a railway from Woodstock towards Centreville, twenty miles, a

subsidy not exceeding $3,200 per mile, nor exceeding in the whole. . 64,000

132. For a railway bridge over the St. Lawrence River, at Coteau Landing

on the line of the Canada Atlantic Railway, a subsidy of fifteen per

cent on the value of the structure, not to exceed 180,000

133- To the Lake Erie, Essex and Detroit River Railway Company, for
twenty -seven miles of their railway, in lieu of the subsidy granted by

the Act 49 Victoria, chapter 10, a subsidy not exceeding 118,400

" For the purpose of granting corporate powers to persons or compmies under-
taking the construction of railways or parts of railways, mentioned in the next preced-
ing section, for the construction of which no corporate powers exist at the time of the
passing of this Act, the Governor in Council may grant to them, under such corporate
name as he shall deem expedient, a charter conferring upon them the franchises, privi-
leges and powers requisite for the said purposes, as the Governor in Council shall deem
most useful or appropriate to the said undertaking ; and such charter being published in
the Canada Gazette, with any Order or Orders in Council relating to it, shall have force
and effect as if it were an Act of the Parliament of Canada.

" The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose shall be granted to such companies respectively ; the other subsidies, in-
cluding subsidies granted for railways over a line extending beyond a point to which
any company hereinbefore mentioned by name is authorized to construct their railway,
shall be granted to such companies as shall be approved by the Governor in Council,
as having established, to his satisfaction, their ability to construct and complete the
said railways respectively ; all the lines for the construction of which subsidies are
granted shall be commenced within two years from the first day of August next, and
completed within a reasonable time, not to exceed four years, to be fixed by Order in
Council ; and shall also be constructed according to descriptions and specifications and
upon conditions to be approved by the Governor in Council, on the report of the
Minister of Railways and Canals, and specified in an agreement to be be made
in each case by the company with the Government, and which the Government
is hereby empowered to make ; the location, also, of every such line of railway
shall be subject to the approval of the Governor in Council ; and all the said
subsidies respectively shall be payable out of the Consolidated Revenue Fund of Canada,
by instalments, on the completion of each section of the railway of not less than ten
miles, proportionate to the value of the portion so completed in comparison with that of
the whole work undertaken, to be established by the report of the said Minister, or upon
completion of the work subsidized, except as regards the subsidy for the bridge over the

20— iii— 2 i

20 DEPARTMENT OF RAILWAYS AND CANALS HI

8-9 EDWARD VII., A. 1909*

St Lawrence River, upon which shall be paid fifteen per cent of the value of work done
on monthly progress estimates, certified by the Chief Engineer, and upon the approval
of the Minister of Railways and Canals.

" The granting of such subsidies to the companies mentioned, respectively, shall be
subject to such conditions for securing such running powers or traffic arrangements and
other rights as will afford all reasonable facilities and equal mileage rates to all railways
connecting with those so subsidized, as the Governor in Council determines.

*' Notwithstanding anything contained in the Act forty-fifth Victoria, chapter
fourteen, or in the Act forty-sixth Victoria, chapter twenty-five, the balances of the
sums granted for a railway from St. Raymond to Lake St. John and to the Quebec and
Lake St. John Railway Company by the said Acts respectively, which have not yet
been paid by the Government, may be paid at any time within one year from the passing
of this Act, subject to the conditions in the said 4.ct contained."

■ By the Act 51 Vic, cap. 3, 1888 {Assented to 22nd May, 1888):—

134. To the Ottawa and Parry Sound Railway Company, for 22 miles

of their railway from a point on the Canadian Pacific Railway
to Eganville, in lieu of the subsidy granted by 49 Victoria,
chapter 10, for a railway from a point on the Canadian Paeifio
Railway to Eganville, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole $ 70,400 00

1*S5. To the Nova Scotia Central Railway Company, for 46 miles of
their railway, in the province of Nova Scotia, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 147,200 00

130. To the Montreal and Champlain Junction Railway Company, for
3 miles of their railway from the end of the present subsidized
section, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 9,600 00

IST. To the Massawippi Junction Railway Company, for their railway
from a point on the Atlantic and North-west Railway, near
the village of Magog, to Ayer's Flat station, on the Massawippi
VaUey Railway, in lieu of the subsidy granted by 50-51 Victoria,
chapter 24, a subsidy of 32,000 00

135. To the Pontiac Pacific Junction Railway Company, for bridging

the several channels of the Ottawa River at Culbute and west
thereof, a subsidy of $31,500, to be paid out monthly as the
work progresses, upon the certificate of the Chief Engineer of
Government railways, in the proportion which the value of the
work executed bears to the value of the whole work undertaken,
and for three miles of their railway extending from a point three
miles east of Pembroke to Pembroke, in the province of Ontario,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole $9,600, provided that the entire work subsidized upon this
railway shall be completed within four years from the passing of
this Act, the subsidy granted by this Act not to exceed in the
whole 41,100 00

139. To the Port Arthur, Duluth and Western Railway Company, for

84f miles of their railway from Port Arthur towards Gun Flint
Lake, in lieu of the subsidies granted by 48-49 Victoria, chapter
59, and 49 Victoria, chapter 10, for the construction of a rail-
way from Murillo Station to Crooked Lake, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 271,200 00

140. To the Quebec and Lake St. John Railway Company, for 30 miles of

their railway from Lake St. John towards Chicoutimi, or from
Chicoutimi towards Lake St. John, being a transfer made at the
request of the Saguenay and Lake St. John Railway Company of
the subsidy granted to them by 50-51 Victoria, chapter 24, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 00

iU RAILWAY SUBSIDIES 21

SESSIONAL PAPER No. 20

141. To the Temiiscouata Railway Company, for 20 miles of their branch
railway from Edmundston towards the St. Francis River, in the
province of Quebec, in lieu of the subsidy granted by 50-51
Victoria, chapter 24, a subsidy of $100,000 00

143. To the Quebec Central Railway Company, for the construction
and completion of a line of railway from St. Francis Station to a
point on the Atlantic and North-west Railway near Moose
River, 90 miles, in lieu of the balance of the subsidy, unearned,
granted by 47 Victoria, chapter 8, a subsidy not exceeding
$21,191.54 per annum for twenty years, or a guarantee of a
like sum for a like period as interest on the bonds of the com-
pany, such annual subsidy for twenty years repi'esenting a grant
in cash of *288,000 00

143. To the Central Railway Company of New Brunswick, a grant as

subsidy (the road to be first laid with new steel rails weighing
not less than 56 pounds per lineal yard, and after an Order in
Council has been passed authorizing their transfer to the com-
pany) of 4,052 tons of used iron rails and fastenings, loaned to
the St. Martin's and Upham Railway Company, now forming
part of the Central Railway, which rails and fastenings stand
in the Public Accounts as an asset for., 83,612 54

144. To the Elgin, Petitcodiac and Havelock Railway Company of New

Brunswick, a grant as subsidy (the road to be first laid with new
steel rails weighing not less than 56 pounds per lineal yard, and
after an Order in Council has been passed authorizing their
transfer to the company) of 2,201 tons of used iron rails and
fastenings loaned to the Elgin Branch Railway, now forming
part of the Elgin, Petitcodiac and Havelock Railway, which
rails and fastenings stand in the Public Accounts as an asset for 44,252 82

145. To the Kent Northern Railway Company of ^ew Brunswick, a

grant as subsidy (the road to be first laid with new steel rails
weighing not less than 56 pounds per lineal yard, and after an
Order in Council has been passed authorizing their transfer to
the company) of 2,549 tons of used iron rails and fastenings
loaned to the company, which rails and fastenings stand in the
Public Accounts as an asset for 58,334 27

146. To the Halifax Cotton Company of Nova Scotia, a grant as subsidy

(the road to be first laid with new steel rails weighing not less
than 56 pounds per lineal yard, and after an Order in Council
has been passed authorizing their transfer to the company) of
233 tons of used iron rails and fastenings loaned to the com-
pany, which rails and fastenings stand in the Public Accounts as
an asset for 4,335 00

14T. To the Steel Company of Canada, in Nova Scotia, a grant as sub-
sidy (the road to be first laid with new steel rails weighing not
less than 56 pounds per lineal yard, and after an Order in
Council has been passed authorizing their transfer to the com-
pany of 597 tons of used iron rails and fastenings loaned to the
company, which rails and fastenings stand in the Public Ac-
counts as an asset for 11,064 66

148. To the Albert Railway Company of New Brunswick, a grant as a
subsidy (the section of road to be first laid with new steel rails
weighing not less than 56 pounds per lineal yard, and after an
Order in Council has been passed authorizing their transfer to
the company) of 726 tons of used iron rails and fastenings
loaned to the company, which rails and fastenings stand in the
Public Accounts as an asset for 14,665 45

22 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909'

140. To the Chatham Branch Railway of New Brunswick, a grant as
subsidy (the road to be first laid with new steel rails weigh-
ing not less than 56 pounds per lineal yard, and after an Order
in Council has been passed authorizing their transfer to the
company) of 958 tons of used iron rails and fastenings loaned
to the company, which rails and fastenings stand in the Public
Accounts as an asset for $24,439 84

" All the lines, for the construction of which subsidies are granted, shall be com-
menced within two years from the first day of August next, and completed within a
reasonable time, not to exceed four years, to be fixed by Order in Council, and shall
also be constructed accoiding to descriptions and specifications, and upon conditions
to be approved by the (rovernor in Council, on tne report of the Minister of Railways
and Canals, and specified in an agreement to be made in each case by the company
with the Government, and which the Government is hereby empowered to make ; the
location also of every such line of railway shall be subject to the approval of the Gov-
ernor in Council ; and also the said subsidies respectively, payable in cash, shall be pay-
able out of the Consolidated Revenue Fund of Canada by instalments, on the comple-
tion to the satisfaction of the Minister of Railways and Canals of each section of the
railway of not less than 10 miles, proportionate to the value of the portion so com-
pleted in comparison with that of the whole work undertaken, to be established by the
report of the said Minister, or upon completion of the work subsidized."

By the Act 52 Vic, chap. 3, 1889. (Assented to 2nd May, 1889) .•—
130. To the Ontario and Pacific Railway Company, for a line of rail-
way from Cornwall to Ottawa, a subsidy n«t exceeding $3,200

per mile, nor exceeding in the whole $172,400 00

1^1. To the Ottawa and Gatineau Railway Company, for a line of rail-
way from Hull station towards Le Desert, a distance of sixty-
two miles, a subsidy not exceeding in the whole 320,000 00

133. To the Cap Rouge and St. Lawrence Railway Company, for
twelve miles of their raihv^ay, from Lorette via Cap Rouge to
Quebec, in the province of Quebec, a subsidy not exceeding
$3,200 per mile, nor excfeding in the whole 38,400 00

153. To the Parry 8ound Colonization Railway Company, for forty

miles of their railway, from the village of Parry Sound to the
village of Sundridge, or some other point on the line of the
Northern and Pacific Junction Railway, in the province of
Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 128,000 00

154. For a railway from St. Andrew's to the Canadian Pacific Railway,

at or at any point east of the town of Lachute, in the county of
Argenteuil, in the province of Quebec, seven miles, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 22,400 00

155. For a railway from Truro, or a point between Truro and Stewiacke,

to Newport or to Windsor, in the province of Nova Scotia, forty-
nine miles, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 156,800 00

156. For a line of the Central Railway from the head of Grand Lake

to the Intercolonial Railway, in the province of New Bruns-
wick, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 128,000 00

157. To the A'bert Southern Railway Company, the balance remaining

unpaid of th^' mbsidy granted by the Act 47th Victoria, chapter

8, not exceeding in the whole 31,771 43

15S. To the Bale des Chaleurs Railway Company, the balance remaining
unpaid of the subsidy mentioned in the Act 49th Victoria,
chapter 17, not exceeding in the whole 244,500 00

iii RAILWAY SUBSIDIES .23

SESSIONAL PAPER No. 20

l(>i>. To the Irondale, Bancroft and Ottawa Eailwaj Company, for a line
of railway from the Victoria Branch of the Midland Railway to
the vill.-ige of Bancroft, in the county of Hastings, the balance
remaining unpaid of the subsidy granted by the Act 47th
Victoria, chapter 8, not exceeding in the whole $145,000 00

160> To the Northern and Pacific Junction Railway Company, for a
railway from Gravenhurst to Callander, the balance remaining
unpaid of the subsidies granted by the Act 45th Victoria, chapter
14j and 46th Victoria, chapter 25, not exceeding in the whole.. 35,000 00

101. For a»railway from some point on the Joggins Railway, near the
Hebert River, to Young's Mills, in the province of Nova Scotia,
a distance of five miles, a subsidy not exceeding $3,200 per mile,
and not exceeding in the whole 16,000 00

163. To the St. Clair Frontier Tunnel Company, for the construction of
a tunnel under the St. Clair River, from a point at or near
Sarnia, to a point at or near Port Huron, a subsidy not exceed-
ing in the whole 375,000 Od

103. To the Pontiac and Renfrew Railway Company, for six miles of

their railway from the north bank of the Ottawa River, opposite
Braeside, or from Bristol Iron Mines, to the Pontiac Pacific
Junction Railway, near the Quyon River, in the province of
Quebec, a subsidy not exceeding $3,200 per mile, and not
exceeding in the whole 19,200 00

104. To the Quebec, Montmorency and Charlevoix Railway Company,

for thirty miles of their railway, from the east bank of the St.
Charles River, to or near to Cap Tourmente, in the province of
Quebec, a subsidy not exceeding $3,200 per mile, and not exceed-
ing in the whole 96,000 00

IGS. To the Fredericton and St. Mary's Bridge Company, for a bridge
over the St. John River, at Fredericton, in the province of New
Brunswick, a subsidy not exceeding in the whole 30,000 00

lOO. To the Napanee, Tam worth and Quebec Railway Company, for
seven miles of their railway, from a point at or near Yarker to
a point at or near Harrowsmith, and to a company for three
miles of railway from a point at or near Harrowsmith to a point
at or near Sydenham, a subsidy not exceeding $3,200 per mile,
and not exceeding in the whole 32,000 00

lOT. For a railway from a point near Sicamous, on the Canadian Pacific
Railway, to a point on Lake Okanagan for fifty-one miles of
such railway, a subsidy not exceeding $3,200 per mile, and not
exceeding in the whole 163,200 00

108. To the Cornwallis Valley Railway Company, for one mile of their
railway, from the end of the line subsidized by the Act 50-51
Victoria, chapter 24, to Kingsport, in the province of Nova
Scotia, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 3,200 00

1.09. To the Lake Temiscamingue Colonization and Railway Company,
for fifteen miles of their railway, from Mattawa station on the
Canadian Pacific Railway, to^^ ards the Long Sault, or from the
Long Sault towards the said Mattawa station, in the province of
Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole , 48,000 00

170. To the Maskinonge and Nipissing Railway Company, for fifteen
miles of their railway, from a point on the Canadian Pacific
Railway at or near Maskinonge or Louise ville, towards the parish
of Saint-Michel des Saints, on the River Mattawin, in the pro-
vince of Quebec, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 48,000 00

24 DEPARTMENT OF RAILWAYS AND CANALS Ul

8-9 EDWARD VII., A. 1909

171. To the Kingston, Smith's Falls and Ottawa Railway Company, for

twenty miles of their railway, from the city of Kingston towards
Smith's Falls, in the province of Ontario, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole $ 64,000 00

172. To the South Ontario Pacific Railway Company, for forty-nine and

one-half miles of their railway, from Woodstock to Hamilton, in
the province of Ontario, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 158,400 00

173. For a railway from St. Cesaire to St. Paul d'Abbotsford, in the

province of Quebec, five miles, a subsidy not exceeding $3,2O0t

per mile, nor exceeding in the whole 16,000 00

174. To the Great Eastern Railway Company, for twenty miles of their

railway, from the east end of the line subsidized by the Act
50-51 Victoria, chapter 24, at St. Gregoire, towards the Chau-
di^re Junction station on the Intercolonial Railway, in the pro-
vince of Quebec, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 64,000 00

175. To the Drummond County Railway Company, for four and one-

half miles of their railway, from the end of the line subsidized
by the Act 50-51 Victoria, chapter 24, to Ball's Wharf, on the
St. Lawrence River, in the province of Quebec, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole 14,400 00

17G. To the St. Catharines and Niagara Central Railway Company, for
twenty miles of their railway, from the end of the line subsidized
by the Act 50-51 Victoria, chapter 24, at St. Catharines, towards
the city of Hamilton, in the province of Ontario, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 64,000 00

177. To the Quebec and Lake St. John Railway Company, for twenty

miles of their railway, from the end of the section of thirty
miles from Lake St. John towards Chicoutimi, subsidized by the
Act 51 Victoria, chapter 3, towards Chicoutimi, in the province
of Quebec, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 64.000 00

178. To the Grand Trunk, Georgian Bay and Lake Erie Railway Com-

pany, for fifteen miles of their railway, from the village of Tara
or some point between Tara and Hepworth, to the town of
Owen Sound, in the province of Ontario, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 48,000 00

179. To the Hereford Railway Company, for fifteen mUes of their rail-

way, from Cookshire to a junction with the Quebec Central
Railway at Dudswell, in the province of Quebec, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 48,000 00

ISO. To the Massawippi Junction Railway Company, for fifteen miles
of their railway, from Ayer's Flat to Coaticook, in the province
of Quebec, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 48,000 00

181. To the Brockville, Westport and Sault Ste. Marie Railway Company,
for twenty miles of their railway, from a point at or near New-
boro', towards Palmer's Rapids, in the province of Ontario, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. 64,000 00

183. To the Thousand Islands Railway Company, for four miles of their
railway, from a point near the St. Lawrence River, in Ganano-
que village, to Gananoque Junction of the Grand Trunk Railway,
and for thirteen miles of their railway, from Gananoque Junction
of the Grand Trunk Railway to a junction with the Brockville,
Westport and Sault Ste. Marie Railway, in the province of
Ontario, a -subsidy not exceeding .$3,200 per mile, nor exceeding
in the whole ". 54,400 00

iii RAILWAY SUBSIDIES 25

SESSIONAL PAPER No. 20

1S3. For a railway fiom Cape Touruieiite towai-tls Murray Bay, twenty
miles, in tlie province of Quebec, a subsidy not exceeding $3,200

per mile, nor ex •eeding in the whole $64,000 00

XHl. To the Amherslburg, Lake Shore and Blenheim Raihvay Com-
pany, for twenty miles of their railway, in the province of
Ontario, a subsidy not exceeding $3,200 per mile, nor exceeding

in the whole 64,000 00

" So much of tlie subsidy of three thousand two hundred dollars per mile, which
under the provisions of the Act forty-ninth Victoria, chapter seventeen, and of thb
Act, may be paid to the Baie des Cnaleurs Railway Company in respect of the thirty
miles of their railway, from the seventieth to the humJredth mile, eastward from
!Metapfdiac, shall be applicable to the section of the said railway, comprised between
the fortieth and the se\entieth mile thereof, eastward from Metapediac, instead of to
the said first mentioned section of thirty miles, making six thousand four hundred
dollars per mile applicable to the .-econdly mentioned section of thirty miles; but the
foregoing provision shall be subject to the condition that the said company undertake
to complete the thirty miles of their railway from the seventieth to the hundredth mile
eastward from Metapediac \nthin a reasonable time, not to exceed four years, to be
fixed by Order in Council, and without any further subsidy from the Government of
Canada, and that they deposit with the Minister of Railways and Canals, as security to
the Crown that they will well an I truly carry out their undertaking, their bonds to the
am unt of two hundred thousand dollars.

" The subsidies hereinbefore mentioned as to be granted to coaipanies named for
that purpose, shall be granted to such companies respectively ; all the lines for the
construction of which subsidies are granted, unless they are already commenced, shall
be commenced within two years from the first day of August next, and completed
within a reasonable time, not to exceed four years, to be fixed by Order in Council, and
shall also be constructed according to descriptions and specifications and upon conditions
to be approved by the Governor in Council, on the report of the Minister of Railways
and Canals, and specified in an agreement to be made in each case by the company with
the Government, and which the Government is hereby empowered to make : the location,
also, of every such line of railway shall be subject to the approval of the Governor in
Council ; and all the said subddies, respectively, shall be payable out of the Consolidated
Revenue Fund of Canada, by instalments, on the completion of each section of the
railway of not less than ten miles, proportionate to the value of the portion so completed
ill comparison with that of the whole work undertaken, to be established by the report
of the said Minister, or upon the completion of the work subsidized, except as respects
the tunnel under the St. Clair River, in which case there shall be paid fifteen per t ent
of the value of work done on monthly progress estimates, certified by the Chief Engineer,
and upon the approval of the Minister of Railways and Canals.

" The granting of such subsidies, respectively, shall be subject to such conditions
for securing such running powers or tralEc arrangements and other rights, as will aiford
all reasonable facilities and equal mileage rates to all railways connecting with tho^e so
subsidized, as the Governor in Council determines.

" And for the removal of doubts it is hereby declared and enacted that the provision
in the Act passed in the fifty-first year of Her Majesty's reign, and chaptered three,
relating to th= Pontiac Pacific Junction Railway Company, extended and extends the
se\ eral subsidies in aid of the said company for four years from the passing of the said
Act, that is to say, from the twenty-second day of May, one thousand eight hundred
and eighty-eight."

By the Special Act, 52 Vic, cap. 5, 1889 (Assented to 2nd May, 1889): —
1S»5. In order to enable the Qu'Appelle, Long Lake and Saskatchewan

Railroad and Steamboat Company to complete their railway "^

from Regina to some point on the South Saskatchewan River
at or near Saskatoon, and thence northward to Prince Albert,
the Governor in Council may enter into a contract with such
company for the transport of men, supplies, materials and mails,

26 DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

for twenty years, and may pay for such services during the said
term, eighty thousand dollars per annum in manner following,
that i? to say : — the sum of fifty thousand dollars to be paid
annually on the construction of the railway to a point at or
near Saskatoon, such payment to be computed from the date of
the completion of the railway to such point ; and the remaining
thirty thousand dollars annually on the extension of the railway
to Prince Albert, such payment to be computed from the date
of mich last mentioned completion : Provided that if the second
portion of the said railway is not built and operated to Prince
Albert within two years after the completion of the railway to
the South Saskatchewan as aforesaid, the payment of fifty
thousand dollars shall cease until the whole railway is finished
to Prince Albert.
By the Act 53 Vic, cap. 2, 1890 (Assented to 16th May, 1890) :—
1S6. To the Montreal and Ottawa Railway Company, for thirty miles
of their railway, from the western end of the thirty-six miles
subsidized by the Act 50-51 Victoria, chapter 24, towards
Ottawa, a subsidy not exceeding $3,200 per mile, and not ex-
ceeding in the whole $ 96,000

187. To the Waterloo Junction Railway Company, for eleven miles of

their railway, from Waterloo to Elmira, a subsidy not exceeding

$3,200 per mile, and not exceeding in the whole , 35,200

188. To the Northern and Pacific Junction Railway Company, for a

I'ailway from Gravenhurst to Callander, the balance remaining
unpaid of the subsidies granted by the Acts 45 Victoria, chapier
14, and 46 Victoria, chapter 25, not exceeding in the whole . . . COO

189. For a railway from Woodstock via London to Chatham, in the

province of Ontario, thirty miles in lieu of the subsidy granted
by the Act t9 Victoria, chapter 10, for a railway from Ingersoll
via London to Chatham, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 256,000

190. To the St. Catharines and Niagara Railway Company, for fourteen

miles of their railway, from the end of the twenty miles sub-
sidized by the Act 52 Victoria, chapter 3, to Hamilton, a sub-
sidy not exceeding .$3,200 p^r mile, nor exceeding in the whole. 44,800

191. To a railway from Ottawa to Morrisburg, fifty-two miles, a subsidy

not exceeding .$3,200 per mile, nor ' xceeding in the whole 166,400

193. To the Erie and Huron Railway Company, for twenty-two miles of
tslieir railway from Petrol ea via Oil Springs to Dresden, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. 70,400
193. To the Brock ville, Westport and Sault Ste. Marie Railway Company,
for a railway from Brockville to Westport, the balance remain-
ing unpaid of the subsidy granted by the Act 48-49 Victoria,

chapter 59, not exceeding in the whole 83,000

194- To the Manitoulin and North Shore Railway Company, for thirty
miles of their railway from Little Current to the Algoma
Branch of the Canadian Pacific Railway, a subsidy not exceed
ing $3,200 per mile, nor exceeding in the whole 96,000

195. To the Port Arthur, Duluth and Western Railway Company, for

five miles of their r.''Uway, being a branch of the main line of
railway to the Kakabeka Falls, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole 16,000

196. To the Lake Erie and Detroit River Railway Company, for fifty

miles of their railway, on a line to be fixed by the Governor in
Council, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 160,000

iii RAILWAY SUBSIDIES 27

SESSIONAL PAPER No. 20

J.?>7. To the Lindsay, Bobcaygeon and Pontypool Railway Company,
for sixteen miles of their railway, from Bobcaygeon to the
Midland Railway, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole $ 51,200

U>8. To the Kingston, Smith's Falls and Ottawa Railway Company,
for thirty-six miles of their Railway, from the north-east end
of the twenty miles subsidized by the Act 52 Victoria, chapter
3, to Smith's Falls, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 115,200

109. To the Ottawa and Parry Sound Railway Company, for thirty
miles of their railway, from Eganville to Barry's Bay, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 96,000

1300. To the Belleville and Lake Nipissing Railway Company, for
thirty miles of their railway, from Belleville to Tweed and
thence to Bridge water, a subsidy not exceeding $3,200 per mUe,
nor exceeding in the whole 96,000

SOI. To the Cobourg, Northumberland and Pacific Railway Company,
for thirty miles of their railway from Cobourg to the Ontario
and Quebec Railway, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 96,000

S03. To the St. Stephen and Milltown Railway Company, for three and
a half miles of their railway, from the town of St. Stephen to
the town of Milltown, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 11,200

303. To the "Woodstock and Centreville Railway Company, for six

miles of their railway, f i om the western end of the twenty miles
subsidized by the Act 50-51 Vic, chap. 24, to the International
boundary between the province of New Brunswick and the
state of Maine, a subsidy not exceeding $3,200 per mile, nor ex-
ceeding in the whole 19,200

304. For a railway from a point at or near Fredericton, via Oromocto

and Gagetown, to a point on the New Brunswick Railway
west of Westfield station, for thirty miles thereof, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole 96,000

205. To the Central Railway Company of New Brunswick, for four
and a half miles of their railway, the distance which the pre-
vious subsidy granted is short of covering, from the head of
Grand Lake to the Intercolonial Railway, a subsidy not exceed-
ing $.3,200 per mile, nor exceeding in the whole 14,400

SOO. To the Montreal and Western Railway Company, for seventy
miles of their railway, from St. Jer6me, north-westerly towards
Desert, in the province of Quebec, in lieu of the subsidy
granted by the Act 49 Vic, chap. 10, a subsidy not exceeding

$5,161 per mUe, nor exceeding in the whole 361,270

" Provided, that the subsidy hereby granted to the Montreal and Western Com-
pany may be paid by instalments on the completion of each section of the railway as
follows, that is to say : —

Approximate
SECTIONS. length

in naDes.

St. Jer6me to Shawbridge 8

Shawbridge to St. Sauveur 4

St. Sauveur to Ste. Adele 6

Ste. Adele to Lac k la Fourche. . 6

Lac a la Fourche to Ste. Agathe 6^

Ste. Agathe to St. Faustin 14

St. Faustin to St. Jovite 7|

St. Jovite to Summit Lake 8

Summit Lake to La Chute aux Iroquois 7

La Chute aux Iroquois towards Desert 3

28 DEPARTMENT OF RAILWAYS AND CANALS III

8-9 EDWARD VII., A. 1909

" Such instalments to be proportionate to tlie value of the portions so completed in
comparison with that of the whole work undertaken, to be established as aforesaid."

207. For seventy-five miles of the railway from Shelburne, in the county
of Shelburne, and from Liverpool, in the county of Queen's to-
wards Annapolis, in the province of Nova Scotia, to be so con-
tracted for as to secure the construction to both Shelburne and
Liverpool, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole $ 240,000

20S. To the Inverness and Richmond Railway Company, for fifty miles
of their railway from Port Hawkesbury to Broadcove, a subsidy
not exceeding $1,000 per mile, nor exceeding in the whole 60,000

!209. To the International Railway Company, for a railway from Sher-
brooke to the international boundary, the balance remaining
unpaid of the subsidy granted by the Act 46 Vic, chapter 25,
not exceeding in the whole 3,840

310. For completing the Montreal and Sorel Railway from St. Lambert

to Sorel 40,000

311. To the Pontiac Pacific Junction Railway Company, for seven and

a half miles of their railway, from Hull to Aylmer, a subsidy

not exceeding $3,200 per mile, nor exceeding in the whole 24,000

313* To the Montreal and Lake Maskinonge Railway Company, for
three and a half miles of their railway, the distance which the
subsidy granted by the Act 49 Vic, chapter 10, is short of
, covering from St. Felix to Lake Maskinong^, in the parish of St.
Gabriel, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 10,200

313- To the Great Eastern Railway Company, for a bridge over the
Nicolet River, and also a bridge on the St. Francis River, a
subsidy of 15 per cent on the value of the structure, not to
exceed 37,500

33 4:. To the Drummond County Railway Company, for twenty-four miles
of their railway, from Drummondville to Ste. Rosalie, in the
province of Quebec, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 76,800

315. To the Great Northern Railway Company, for fifteen miles of their
railway, from, at or near Montcalm to the Canadian Pacific
Railway, between Joliette and St. Felix de Valois, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 48,000

310. To the Lake Temiscamingue Colonization Railway Company, for
twenty miles of their railway, from the northern end of the
fifteen miles subsidized by the Act 52 Vic, chapter 3, to the
Long Sault, a subsidy not exceeding $3,200 per mile, nor ex-
ceeding in the whole 64,000

2 IT. To the Maskinong^ and Nipissing Railway Company, for fifteen
miles of their railway, from the northern end of the 15 miles
subsidized by the Act 52 Victoria, chapter 3, towards the
parish of St. Michel des Saints, on the River Mattawa, in the
province of Quebec, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 48,000

218. To the St. Lawrence and Adirondack Railway Company, for
eighteen miles of their railway, from Valleyfield to Huntingdon,
on the Montreal and Champlain Junction Railway, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 57,600

21fK To the Quebec Central Railway Company, for ninety miles of their
railway, from St. Francis Station, on the Quebec Central Rail-
way, to a point on the Atlantic and North-western Railway,

iU RAILWAY SUBSIDIES 29

SESSIONAL PAPER No. 20

near Moose lliver, or from a point on the Quebec Central Rail-
way between the Chauclifere River and Tring Station, to a
point on the International Railway at or near Lake Megantic,
in lieu of the subsidy granted by the Act 51 Victoria, chapter
3, a subsidy not exceeding $21,191.54 per annum for twenty
years, or a guarantee of a like sum for a like period, as interest
on the bonds of the company, such annual subsidy for twenty
years representing a grant in cash of $288,000

1S20. To the Quebec and Lake St. John Railway Company, for a rail-
way bridge over the St. Charles River, to give access to the
city of Quebec, a subsidy not to exceed in the whole $30,000 ;
also for twelve miles of their railway from Lorette via Charles-
bourg to Quebec, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole $38,400 68,400

1221. For a railway from Summerside to Richmond Bay, in the pro-
vince of Prince Edward Island, three miles, a subsidy not ex-
ceeding $3,200 per mile, nor exceeding in the whole 9,600

232- To the Columbia and Kootenay Railway Company, for thirty -five
miles of their railway, from the outlet of Kootenay Lake to a
point on the Columbia River as near as practicable to the
junction of the Kootenay and Columbia Rivers, a subsidy not
exceeding $3,200 per mile, nor to exceed in the whole 112,000

223. For a railway from a point on the Intercolonial Railway through

the Stewiacke Valley on a line which will aflPord facilities of com-
munication with the Iron Mines, Springside, Upper Stewiacke
and Musquodoboit settlements, twenty-five miles, in lieu of the
subsidy granted by the Act 49 Victoria, chapter 10, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 80,000

224. For a railway from Fredericton to the village of Prince William

in the province of New Brunswick, twenty-two miles, in lieu
'>f the subsidy granted by the Act 49 Victoria, chapter 10, a
subsidy not exceeding $3,200 per mile, nor exceeding in the

whole 70,400

223. To the St. John Valley and Riviere du Loup Railway Company,
for twenty-two miles of their railway from the village of Prince
William towards the town of Woodstock, in lieu of the subsidy
granted by the Act 50-51 Victoria, chapter 24, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 70,400

226. To the Temiscouata Railway Company, for sixteen miles of their

railway, from the west end of the twenty miles of their branch
railway from Edmundston, subsidized by the Act 51 Victoria,
chapter 3, towards the St. Francis River, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 51,200

227. For a railway from the north end of the fourteen miles for which a

subsidy was granted by the Act 50 and 51 Victoria, chapter 24,
to the Tobique Valley Railway Company, from Perth Centre
towards Plaister Rock Island, eleven miles, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 35,200

225. To the Orford Mountain Railway Company, for thirty one miles of

their railway, between Eastman and Kingsbury, a subsidy not

exceeding $3,200 per mile, nor exceedingin the whole 99,200

22fl. For a railway from Lachine Bank, on a line of the Grand Trunk
Railway, to a point at or near Rivifere des Prairies, a distance of
fifteen miles, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 48,000

" The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose, shall be granted to such companies respectively ; the other subsidies,

30- DEPARTMENT OF RAILWATS AND CANAL!? iii

8-9 EDWARD VII., A. 1909

including subsidies granted for railways over a line extending beyond a point to whicli
any company hereinbefore mentioned by name is authorized to construct its railway,
shall be granted to such companies as shall be approved by the Governor in Council as
having established to his satisfaction their ability to construct and complete the said
railways respectively. All the lines for the construction of which subsidies are granted
shall be commenced within two years from the first day of July next, and completed
within a reasonable time, not to exceed four years, to be fixed by Order in Council, —
except the Erie and Huron Railway, which shall be completed within two years from
the first day of July next. And they shall also be constructed according to descriptions
and specifications, and upon conditions to be approved by the Governor in Council, on
the report of the Minister of Railways and Canals, and specifying an agreement to be
made in each case by the company with the Government, and which the Government is
hereby empowered to make. The location, also, of every such line of railway shall be
subject to the approval of the Governor in Council. And all the said subsidies respec-
tively shall be payable out of the Consolidated Revenue Fund of Canada, by instalments,
on the completion of each section of the railway of not less than ten miles, proportionate
to the value of the portion so completed in comparison with that of the whole work under-
taken, to be established by the report of the said Minister, or upon the completion of
the woi'k subsidized — except as regai'ds the Erie and Huron Railway Company, upon
which payment shall be made only upon the completion of the work — except, also as
regards the subsidies to the Inverness and Richmond Railway, which shall be paid on
the completion of each ten mile section, in accordance, as nearly as practicable, with the
agreement between the company and the municipality of Inverness, and with section
four of the Act of the Legislature of Nova Scotia, l':90, intituled : An Act to enable
the county of Inverness to borrow money — except, also, as regards the subsidies to the
Great Eastern Railway Company for bridges over the Nicolet and St. Francis Rivers,
and to the Quebec and Lake St. John Railway for the bridge over the St. Charles River,
upon which shall be paid fifteen per cent of the value of work done, on monthly progress
estimates certified by the Chief Engineer and upon the approval of the Minister of
Railways and Canals— and except also the subsidy granted to the Quebec Central
Railway Company, the first annual payment upon which shall be made at the end of
twelve months from the date of the Chief Engineer's certificate of the completion of the
work, and each subsequent payment at the end of each twelve months thereafter, for
the term of twenty years.

"The granting of such subsidies to the companies mentioned, respectively, shall be
subject to such conditions for securing running powers or trafiic arrangements or other
rights as wdll afibrd all reasonable facilities and equal mileage rates to all railways con-
necting with those subsidized, as the Governor in Council determines."

By the special Act 53 Vic, ch. 5, 1890 (Assented to 16th May, 1890) :—
S30- In order to enable the Calgary and Edmonton Railway Company to con-
struct so much of their railway as reaches from a point on the line of the Canadian
Pacific Railway Company within the town of Calgary to a point on the North
Saskatchewan River near Edmonton, the Governor in Council may enter into a contract
with such company for the transport of men, supplies, materials and mails for twenty
years, and may pay for such services during the said term, eighty thousand dollars per
- annum, in manner following, that is to say : the sum of eighty thousand dollars to be
paid annually on the construction of the railway from Calgaiy to a point on the North
Saskatchewan River near Edmonton, — such payment to be computed from the date of
the completion of the railway between such points: Provided that the Governor General
in Council may order such sums to be paid in semi-annual instalments, and may permit
the company to assign the same by way of security for any bonds or securities which
may be issued by the company in respect of the company's undertaking.

By 54-55 Victoria, ch. 8, 1891 {Assented to SOth Sept., 1891):—
231> To the Great Northern Railway Company, for a railway from a
point at or near New Glasgow or St. Lin to or near to Mont-
calm, in the province of Quebec, eighteen miles, the balance

lU RAILWAY SUBSIDIES . 31

SESSIONAL PAPER No. 20

remaining unpaid of the subsidy, not exceeding $3,200 per mile,
granted by the Act forty-ninth Victoria, chapter ten, nor
exceeding in the whole $ 28,100 00

232. To the Quebec and Lake St. John Railway Company, for the rail-

way bridge over the St. Charles River to give access to the
city of Quebec, the difference between the amount already paid
to the company and the sum of $30,000 mentioned as not to be
exceeded by the Act fifty-third Victoria, chapter two, a subsidy
not exceeding 5,250 00

233. To the Oshawa Railway Company, for seven miles of their rail-

way from Port Oshawa towards Raglan, in lieu of the subsidy
for a like amount granted by the Act passed in the session held
in the fiftieth and fifty-first years of Her Majesty's reign,
chapter twenty-four, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 22,400 00

234. To the St. Lawrence, Lower Laurentian and Saguenay Railway

Company, for the section of their railway from Grand Piles, on
the St. Maurice River to its junction with the Quebec and Lake
St. John Railway, the balance remaining unpaid of the subsidy
granted by the Act passed in the session held in the fiftieth and
fifty-first years of Her Majesty's reign, chapter twenty-four, not
exceeding in the Avh 'le 92,784 00

233- To the Great Eastern Railway Company, for thirty-miles of their
railway, from the Ri\'er St. Francis to the Arthabaska Railway
at St. Gregoire station, the balance remaining unpaid of the
subsidy, not exceeding $3,200 per mile, granted by the Act
passed in the session held in the fiftieth and fifty-first years of
Her Majesty's reign, chapter twenty-four, not exceeding in the
whole 79,700 00

23G. To the South Ontario Pacific Railway Company, for forty-nine and
one-half miles of their railway from Woodstock to Hamilton,
in the province of Ontario, in lieu of the subsidy for a like
amount granted by the Act fifty-second Victoria, chapter three,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole :. 158,400 00

237- To the Montreal and Ottawa Railway Company (formerly the
Vaudreuil and Prescott Railway Company), for thirty miles
of their railway from Vaudreuil towards Hawkesbury, the
balance remaining unpaid of the subsidy granted by the Act
passed in the session held in the fiftieth and fifty-first years of
Her Majesty's reign, chapter twenty-four, not exceeding in the
whole 46,040 00

235. To the Tobique Valley Rail way 'Company, for fourteen miles of

their railway from Perth Centre station tow^ards Plaisler Rock
Island, in lieu of the subsidy for a like amount granted by the
Act passed in the session held in the fiftieth and fifty first
years of Her Majesty's reign, chapter twenty-four, a subsidy
not exceeding $6,400 per mile, nor exceeding in the whole. . . . 89,600 00'
230. To the Kingston, Smith's Falls and Ottawa Railway Company
for fifty-six miles of their railway from the city of Kingston to
Smith's Falls, in lieu of the subsidies, not to exceed $179,200,
grantf^d by the Acts fifty-second Victoria, chapter three, and
fifty-third Victoria, chapter two, a subsidy not exceeding
$12,534 per annum, to be paid in semi-annual instalments of
$6,267 each, for twenty years, which represents a grant in
cash of. " 179,200 00

32 DEPARTMENT OF RAILWAYS AND CANALS 111

8-9 EDWARD VII., A. 1909*

" Provided, that upon the completion of twenty-eight miles of tlie said railway
a semi-annual subsidy may be paid proportionate to the value of the portion so com-
pleted in comparison with that of the whole fifty-six miles ; Provided also, that the
company may deposit with the Minister of Finance and Receiver General a sum not
exceeding $1,170,000, in consideration whereof there shall be paid to the company,
for twenty years, a semi-annual annuity calculated on a basis of three and one-half
per cent on the amount so deposited ; Provided further, that the Governor in Council
may permit the company to assign the said subsidy and annuity to trustees by way
of security for any bonds or securities which may be issued l)y the company in
respect of their undertaking."

:340. To the Brockville, Westport and Sault Ste. Marie Railway Com-
pany, for twenty miles of their railway, from a point at or near
Newboro' towards Palmer's Rapids, in the province of Ontario,
in lieu of a subsidy for a like amount granted by the Act fifty-
second Victoria, chapter three, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole $64,000 00

" Provided that the subsidy hereby granted to the Brockville, Westport and Suit
Ste. Marie Railway Company may be paid by instalments, on the completion of each
section of the railway as follows, that is to say : —

Sections. in mUes.

From, at or near Newboro' to Westport 4

From Westport towards Palmers Rapids 16

" The subsidies hereinbefore mentioned as to be granted to companies named
for that purpose shall be granted to such companies respectively ; all the lines for
the construction of which subsidies are granted, unless they are already commenced,
shall be commenced within two years from the first day of August next, and com-
pleted within a reasonable time, not to exceed four years, to be fixed by Order in
Council; and shall also be constructed according to descriptions and specifications
and upon conditions to be approved by the Governor in Council, on the report of the
Minister of Railways and Canals and specified in an agreement to be made in each
case by the company with the Government, and which the Government is hereby
empowered to make ; the location, also of every such line of railway, shall be sub-
ject to the approval of the Governor in Council ; and all the said subsidies respec-
tively shall be payable out of the Consolidated Revenue Fund of Canada, by instal-
ments, on the completion of each section of the railway of not less than ten miles,
proportionate to the value of the portion so completed in comparison with that of
the whole work undertaken, to be established by the report of the said Minister, or
upon the completion of the work subsidized — except as to the subsidy granted to the
Kingston, Smith's Falls and Ottawa Railway Company, the first semi-annual pay-
ment upon which shall be made at the end of six months from the date of the Chief
Engineer's certificate of the completion of twenty-eight miles of the railway, and
each subsequent payment at the end of each six months thereafter, for the term of
twenty years, — except also as to the Quebec and Lake St. John Railway Company, the
subsidy to which shall be paid upon the completion of the work, — except also as to the
"Brockville, Westport and Sault Ste. Marie Railway Company, the subsidy to which
shall be paid as follows : on the completion of that portion of the said road from, at or
near Newboro' to Westport, a distance of four miles, the sum of twelve thousand eight}
hundred dollars, and on the completion of the remaining sixteen miles from Westpor*
towards Palmer's Rapids, the sum of fifty-one thousand two hundred dollars.

" Within one month after the commencement of each session of Parliament,
whilst any of the said moneys are being paid out, there shall be laid before Parliament
a statement showing all payments of such moneys during the then next preceding year,
the names of the respective persons to whom such payments have been made, and the
.imounts paid them respectively, together with the engineer's report upon which pay-

iii • RAILWAY SUBSIDIES 33

SESSIONAL PAPER No. 20

ments have been itcommended, and copies of all contracts between the Governracat
and the company under which the said subsidies are authorized to be paid.

" The grantini^ of such subsidies respectively shall be subject to such conditions
for securing such running power or traffic arrangements and other rights as will afford
all reasonable facilities and equal mileage rates to all railways connecting with those so
subsidized, as the Governor in Council determines.

By the Act 55-56 Victoria, chap. 5, 1892 (Assented to 9th July, 1892) : —

241. To the Lake Erie and Detroit River Railway Company, for fifty-
eight miles of their railway from a point at or near Cedar Creek
to the town of Ridgetown, in lieu of the subsidies granted to
the Lake Erie and Detroit River Railway Company by the Act
53 Victoria, chapter 2, and to the Amherstburg, Lake Shore
and Blenheim Railway Company by the Act 52 Victoria, ch. 3. $224,000 00

24:2. To the Ottawa, Arnprior and Parry Sound Railway Company,
for fifty-five miles of their railway from Barry's Bay towards
the Northern Pacific Junction Railway, a subsidy not exceeding
$6,400 per mile on the first twenty-seven and a half miles out
from Barry's Bay, and not exceeding $3,200 per mile on the
second twenty-seven and a half miles, nor exceeding in the
whole 264,000 00

243. To the Canadian Pacific Railway Company or to the Columbia

and Kootenay Railway and Navigation Company, for a rail-
way from a po'nt on the Canadian Pacific Railway at or near
Revelstoke to the head of Arrow Lake, for twenty-five miles of
such railway, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 80,000 00

244. To the Tobique Valley Railway Company, for a railway from

the north end of the eleven miles for which a subsidy was
granted by the Act 53 Victoria, chapter 2, to Plaister Rock
Island, for 3 miles of such railway, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 9,600 00

245. To the Monfort Colonization Railway Company, for twenty-one

miles of their railway from Lachute, St. .Jerome or a point at
or near St. Sauveur, on the line of the Montreal and Western
Railway, to Monfort and westward, a subsidy not exceeding

$3,200 per mile, nor exceeding in the whole 67,200 00

240. To the Ontario, Belmont and Northern Railway Company, for
ten miles of their railway from the Belmont iron mines to the
Canadian Pacific Railway and the Central Ontario Railway, a
subsidy not exceeding $3,200 per mile, nor exceeding in the
whole r 32,000 00

247. To the Montreal and Champlain Junction Railway Company, the

balance remaining unpaid of the subsidies granted by the Acts
50-51 Victoria, chapter 24, and 51 Victoria, chapter 3, a sub-
sidy of 15,100 00

248. To the Buctouche and Moncton Railway Company, for thirty-two

miles of their railway from Moncton to Buctouche, the balance
remaining unpaid of the subsidy, not exceeding $3,200 per mile,
granted by the Acts 49 Victoria, chapter 10, and 50-51 Victoria,

chapter 24, not exceeding in the whole 35,480 00

240. To the Cobourg, Northumberland and Pacific Railway Company,
for nineteen miles of their railway from Cobourg to the Ontario
and Quebec Railway (in addition to the subsidy granted by the
Act 53 Victoria, chapter 2), a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 60,800 00

20— iii— 3

34 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 190^

3^0. For a railway from the parish of St. Remi, in the county of
Napierville, to St. Cyprien in the said county, for twelve miles
of such railway, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole $ 38,400 00

251. To the Inverness and Richmond Railway Company (or any other

company undertaking the woik), for twenty-five miles of their
railway from a point on the Cape Breton Railway, at or near
Orangedale, to Broadcove, a subsidy not exceeding .^3,200 per
mile, in lieu of the subsidy of $50,000 granted to the said rail-
way company by 53 Victoria, chapter 2, and on the same condi-
tions, not exceeding in the whole 80,000 00

252. To the Nicola Valley Railway Company, for twenty-five miles of

their railway from a point on the Canadian Pacific Railway at

or near Spence's Bridge towards Nicola Lake 80,000 00

25S- To the Lotbiniere and Megantic Railway Company, for fifteen
miles of their railway from a point at or near St. Jean Deschail-
lons towards Glen Lloyd, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 48,000 00

254. To the Stewiacke and Lansdowne Railway Company, for a railway

from a point on the Intercolonial Railway, through the Stewiacke
Valley, on a line which will afford facilities of communication
with the iron mines at Springside, Upper Stewiacke and Musquo-
doboit settlements, twenty-five miles, in lieu of the subsidy
granted by the Act 53 Victoria, chapter 2, a subsidy not ex-
ceeding $3,200 per mile, nor exceeding in the whole 80,000 00

255. To the Philipsburg Junction Railway and Quarry Company, for

six and seven-hundredths miles of their railway from Stanbridge
Station to Philipsburg, in the county of Missisquoi, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole .... 21, GOO 00

250. To the Kingston, Napanee and Western Railway Company, for
three miles of their railway from a point at or near Harrowsmith
to a point at or near Sydenham, in lieu of the subsidy granted
for this section of I'oad by the Act 52 Victoria, chapter 3, a
subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 9,G00 00

257- For a railway from Cape Tourmente towards Murray Bay, in the
province of Quebec, twenty miles, in lieu of the subsidy granted
by the Act 52 Victoria, chapter 3, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 64,000 00

25S. To the Stewiacke and Lansdowne Railway Company, for a railway
from Truro, or a point between Truro and Stewiacke, to Nev,-
port or to Windsor, in the province of Nova Scotia, for fort}'-
nine miles of such railway, in lieu of the subsidy granted by the
Act 52 Victoria, chapter 3, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 156,800 00

259- To tlie Restigouche and Victoria Railway Company, for fifteen

miles of their railway from Campbelton towar s Gi-and Falls,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 48,000 00

260- For a railway from St. Johns to Ste. Rosalie, thirty-two miles, a

subsidy not exceeding $3,200 per mile, nor exceeding in the

whole ' 102,400 00

261- For a railway from St. Placide to St. Andrew's, eight miles, a sub-

sidy not exceeding $3,200 per mile, nor exceeding in the whole.. 25,000 00
202. For a railway to complete the connection Ijetween Sydney and
Louisburg, in the county of Cape Breton, for twenty-eight miles
of such railway, a sulisidy not exceeding $3,200 per mde, nor
exceeding in the whole 89,600 00

iii RAILWAY SUBSIDIES 35

SESSIONAL PAPER No. 20

263. To the Belleville and Lake Xipissing Railwny Company, for thirty

miles of their railway from Belleville to Tweed and thence to
Bridgewater, in lieu of the subsidy granted by the Act 53 Vic-
toria, chapter 2, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole S 96,000 00

264. To the Kingston, Smith's Falls and Ot tawa Railway Company, for

fifty-six miles of their railway from the city of Kingston to
Smith's Falls, in lieu of the subsidies, not to exceed $179,200,
granted by the Acts 52 Victoria, chapter 3, and 53 Victoria,
chapter 2, a subsidy calculated on a basis of three and a half per
cent on the amount of such subsidies so granted, to be paid in
semi-annual instalments for such period not exceeding twenty-
one years, as the company may elect, which represents a giant
in cash of 179,200 00

" Provided, that upon the completion of twenty -eight miles of the said railway a-
semi-annual subsidy may be paid proportionate to the value of the portion so completed,
in comparison with that of the whole fifty-six miles : Provided also, that the company
may deposit with the Minister of Finance and Receiver General, a sum not exceeding
$1,170,000, in consideration whereof there shall be paid to the company for such period
not exceeding twenty yeai's as the company may elect, a semi-annual annuity calculated
on a basis of three and a half per cent on the amount so deposited. Provided further,
that the Governor in Council may permit the company to assign the said subsidy and
annuity to trustees by way of security for any bonds or securities which may be issued
by the company in respect of their undertaking."

265. To the St. Catharines and Niagara Central Railway Company, for

thirty-four miles of their railway from the city of St. Catharines
to the city of Hamilton, in lieu of the subsidies, not to exceed
$108,000, granted by the Acts 52 Victoria, chapter 3, and 53
Victoria, chapter 2, a subsidy calculated on a basis of three and
a half per cent on the amount of the said subsidies, to be paid
in semi-annual instalments for such period, not exceeding twenty
years, as the com p my may elect, representing a giant in cash of
$108,000 : Provided that, upon the completion of ten miles of
said railway, a semi-annual subsidy may be paid proportionate to
the value of the portion so completed in comparison with that of
the whole thirty-four miles. Provided also, that the company may
deposit with the Minister of Finance and Receiver General a
sum not exceeding $400,000, in consideration whereof there shall
be paid by the Governuient to the company, for such period not
exceeding twenty years, as the company may elect, a sendannual
annuity, calculated on a basis of three and a half per cent on the
amount so deposited, or a guarantee of a like sum, as interest on
the bonds of the company : Provided further, that the company,
with the approval of the Governor in Council, may assign the
said subsidy and annuity to trustees by way of security for
principal, or interest of any bonds or securities which may be
issued by the company in respect of their undertaking, and the
subsidy last above mentioned to the St. Catharines and Niagara
Central Railway Company shall be paid in instalments, the first
semi-annual payment upon which shall be made at the end of
the six months from the date of the Chief Engineer's certificate
of the completion of the first ten miles of railway, and each
subsequent payment at the end of six months thereafter, for the
term of twenty years or less. It is a condition of this subsidy
that the sum not exceeding $400,000 above mentioned shall be
deposited with the Finance Minister before January 1st, 1893.

20 -iii— 3i

36 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 190?

S06. To the Woodstock and Centreville Kail way Company, for a rail-
way from Woodstock towards Centreville, twenty miles, in lieu
of the subsidy granted by 50-51 Victoria, chapter 24, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole $G4,000 00

SCIT. To the Brockville, Westport and Sault Ste. Marie Railway Com-
pany, for the balance remaining unpaid of the subsidy granted
by the Act 52 Victori^x, chapter 3, not exceeding $3,200 per
mile, and also for the balance remaining unpaid of the subsidy
granted by the Act 53 Victoria, chapter 2, nor exceeding in the
whole 96,800 00

268. To the New Glasgow Iron, Coal and Railway Company, foi a
railway from Eureka Junction on the Intercolonial Railway to
a point at or near Sunnybrae, including a branch line to the
charcoal iron furnace at Bridgeville, for twelve and a half miles
of such railway, a subsidy not exceeding .$3,200 per mile, nor
exceeding in the whole 40,000 00

SOO. To the Thousand Island Railway Company, for an extension of
their I'ailway to connect with the Brockville, Westpoi-t and
Sault Ste. I\iarie Railway, the Kingston, Napanee and Western
Railway, the Kingston, Smith's Falls and Ottawa Railway, or
the waters of the Rideau Canal, and an extension across the
mouth of the Gananoque River, the balance remaining unpaid
of the subsidy granted by the Act 52 Victoria, chapter 3, not

exceeding in the whole 44,000 00

Payable, $14,000 on the completion of the last named or southern extension, and

the balance of said subsidy, being $30,000, on the completion of the first named or

northern extension of their railway.

2TO. To the Manitoulin and North Shore Railway Company, for thirty
miles of their railway from Little Current to the Algoma Branch
of the Canadian Pacific Railway, in lieu of the subsidy granted
by the Act 53 Victoria, chapter 2, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole $9G,000 00

271. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for

sixteen miles of their railway from the end of the line subsidized

by the Act 53 Victoria, chapter 2, at the junction with the

. Midland Railway, to Pontypool, a subsidy not exceeding $3,200

per mile, nor exceeding in the whole 51,200 00

272. For seventy-five miles of the railway from Sand Point, Shelburne

Harbour, in Nova Scotia, to Annapolis Royal, in the county
of Annapolis and to a junction at or near New Germany on
the Nova Scotia Central Railway, with a view to future con-
struction to Livei-pool, in lieu of the subsidy of a like amount
granted by the Act 53 Victoria, chapter 2, for the same length
of railway from Shelburne and from Liverpool, towards Anna-
polis, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole 240,000 00

273. To the Kingston, Napanee and Western Railway Company, for

twenty miles of their railway, being extensions or branches in
the counties of Peterborough, Hastings, Addington, Frontenac
or Leeds, towards iron deposits, a subsidy not exceeding $3,200
per mile, payable in instalments regulated by the length of
each of the said extensions, additions or branches, the subsidy not
exceeding in the whole 64,000 00

274. To the St. John Valley and Riviere du Loup Railway Company,

for ten miles of their railway from the north end of the line
subsidized by the Act 53 Victoria, chapter 2, towards the town
of Woodstock, a subsidy not exceeding $3,200 per mile, nor
cxceedinix in the whole 48,000 00

■ii RAILWAY SUBSIDIES 37

SESSIONAL PAPER No. 20

275. To the Cobourg, Northumberland and Pacific Railway Company,
for thirty miles of their railway from Cobourg to the Ontario and
Quebec Railway, in lieu of the subsidy granted by the Act 53
Victoria, chapter 2, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole $ 96,000 00

2T6. To the Ottawa, Arnprior and Parry Sound Railway Company, for
thirty miles of their railway, from Eganville to Barry's Bay, in
lieu of the subsidy granted by the Act 53 Victoria, chapter 2,
a subsidy not exceeding ^3,200 per mile, nor exceeding in the
whole 96,000 00

2T7. To the Ottawa, Arnprior and Parry Sound Railway Company, for
twenty-two miles of their railway from a point on the Canadian
Pacific Railway to Eganville, in lieu of the subsidy granted by
the Act 51 Victoria, chapter 3, a subsidy not exceeding $3,200
per mile, nor exceeding in the whole 70,400 00

2T^- To the Lake Tomiscamingue Colonization Railway Company, for
thirty-five miles of their railway from Mattawa to the Long
Sault, in lieu of the subsidies granted by the Acts 52 Victoria,
chapter 3, and 53 Victoria, chapter 2, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 112,000 00

STO- To the Temiscouata Railway Com.pany, for twelve miles of their
railway from the north end of the section of the St. Frangois
Branch subsidized by the Act 51 Victoria, chapter 3, being the
first twelve miles on the section subsidized by the Act 53 Vic-
toria, cha,pter 2, a subsidy not exceeding $1,800 per mile, in
addition to the subsidy already granted, and not exceeding in
the whole 21,600 00

280. To the Tilsonburg, Lake Erie and Pacific Railway Company, for
sixteen miles of their railway from Port Burwell to Tilsonburg,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 51,200 00

JJSi. To the Woodstock and Centreville Railway Company, for six miles
of their railway from the west end of their twenty miles subsi-
dized by the Act 50-51 Victoria, chapter 24, to the international
boundary between the province of New Brunswick and the
state of Maine, in lieu of the subsidy granted by the Act 53
Victoria, chapter 2, a subsidy not exceeding $3, 200 per mile, nor
exceeding in the whole 19,200 00

252. To the Lake Temiscamingue Colonization Railway Company, for

15 miles of their railway from the Long Sault to the- crossing
of the Kippewa River, a subsidy not exceeding $3,200 per
mile — and a subsidy of fifteen per cent on the value of a wooden
truss bridge over the Ottawa River near Mattawa, not exceed-
ing $15,000, — nor exceeding in the whole , 63,000 00

253. To the Goderich and Wingham Railway Company, for thirty-one

miles of their railway from Goderich to \Vingham, via Port
Albert, a subsidy not exceeding .$3,200 per mile, nor exceeding
in the whole 99,200 00

254. To the Joliette and St. Jean de Matha Railway Company, for

eight miles of their railway from St. Felix de Valois to St. Jean
de Matha, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 25,600 00

2H5. To the Bracebridge and Baysville Railway Company, for fifteen
miles of their railway from Bracebridge towards Baysville, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. 48,000 00

286. To the Nipissing and James Bay Railway Company, for twenty-
five miles of their railway from, at or near North Bay station on

38 DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

the Canadian. Pacific Railway towards James Bay, a subsidy not

exceeding $3,200 per mile, nor exceeding in the whole $ 80,000 00

2S7- For a railway from a point on the Intercolonial Railway between
Ste. Flavie and Little Mdtis station to Matane, for fifty miles of
such railway, a subsidy not exceeding §3,200 per mile, nor
exceeding in the whole 1G0,000 00

288.- To the Ontario and Pacific Railway Company, for fifty-three and
eighty-seven hundredths miles of their railway from Cornwall
to Ottawa, in lieu of the subsidy granted by the Act 52 Victoria,
chapter 3, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 172,400 00

289- For a railway from a point on the line of the Canadian Pacific
Railway on the Isle Jesus, in the county of Laval, towards St.
Eustache, for twelve miles of such railway, in lieu of the subsidy
granted by the Act 50-51 Victoria, chapter 24, to the Carillon
and Grenville Railway Company, for twelve miles of their rail-
way, from St. Eustache to Sault au Recollet, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 38,400 00

290. For a railway from St. Eustache to St. Placide, in the county of

Two ^Mountains, for eighteen miles of such railway, in lieu of the
subsidy granted by the Act 49 A'^ictoria, chapter 10, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 57,600 00

291. To the Port Arthur, Duluth and Western Railway Company, the

balance remaining unpaid of the subsidy granted by the Act 51
Victoria, chapter 3, not exceeding, with the amount already
paid, S3, 200 per mile, nor exceeding in the whole 114,125 00

292. To the Drummond County Railway Company for four and six-

tenths miles of their railway from Bull's AVharf, on the St.
Lawrence River, near Nicolet, to Ste. Rosalie Junction, an
excess of distance by the constructed line over the subsidies
heretofore voted for a railway between the said points, $3,200

per mile, not exceeding in the whole 14,720 00

29S. To the St. Lawrence and Adirondack Railway Company, for five
and forty-two hundredths miles of their railway, from Hunting-
don towards the international boundary, which, with the distance
between Valleyfield and Huntingdon, twelve and fifty-eight
hundredths miles, makes up the distance of eighteen miles
named in the 53 Vic, chap. 2, granting a subsidy to this comp-
any, and for five and forty-hundredths miles from the east end
of the eighteen miles referred to to the international boundary,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 25,024 00

" The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose shall, if granted by the Governor in Council, be granted to such coKipanies
respectively ; the other subsidies may be granted to such companies as shall be approved
by the Governor in Council as having established to his satisfaction their ability to
construct and complete the said railways respectively ; all the lines for the construction
of which subsidies are granted, unless they are already commenced, shall be commenced
within two years from the first day of Ausust next, and completed within a reasonable
time, not to exceed four years, to be fixed by Order in Council, and shall also be cons-
tructed according to descriptions and specifications, and upon conditions to be approved
by the Governor in Council, on the report of the Minister of Railways and Canals, and
specified in an agreement to be made in each case by the company with the Govern-
ment, which agreement the Government is hereby empowered to make ; the location
also of every such line of railway shall be subject to the approval of the Governor in
Council ; and all the said subsidies respectively shall be payable out of the Consolidated

ui RAILWAY SUBSIDIES 39

SESSIONAL PAPER No. 20 ■'■

Revenue Fund of Canada, by instalments, on the completion of each section of the
railway of not less than ten miles, proportionate to the value of the portion so com-
pleted in compari-on with that of the whole work undertaken, to be established by the
report of the said Minister, or upon the completion of the work subsidized, — except as to
subsidies with respect to which it is hereinbefore otherwise provided, and except also as
to the subsidy granted to the Kingston, Smith's Falls aud Ottawa Railway Company,
and the subsidy granted to the St. Catharines and Niagara Central Railway Company,
the tirst semi-annual payments upon both of which shall be made at the end of six months
from the date of the Chief Engineer's certificate of the completion of their railways
respectively, and each subsequent payment at the end of each six months thereafter, for
the term of twenty years or less.

" The granting ot' such subsidies respectively shall be subject to such conditions
for securing such running powers or traffic arrangements and other rights as will afford
all reasonable facilities and equal mileage rates to all railways connecting with those so
subsidized, as the Governor in Council determines,"

394. Notwithstanding the expiration of the time limited by the Act 47 Victoria,
chapter 8, and by the contract entered into with the Fontiac Pacific Junction
Railway Company, the Governor in council may pay the balance remaining
unpaid of the subsidy granted by the said Act to the said company, according
as it becomes due and payable in accordance with the said contract, and
subject to the terms and conditions applicable to the said subsidy under the
terms of the said Act.

293. Notwithstanding the expiration of the time limited by the Act 52 Victoria,
chapter 3, and by the contract entered into with the Quebec and Lake St. John
Railway Company, the Governor in Council may pay the balance remaining
unpaid of the subsidy granted by the said Act to the said company, according
as it becomes due and payable in accordance with the said contract, and
subject to the term? and conditions applicable to the said subsidy under the
terms of the said Act ; aud notwit'nstanding anything contained in the Act
50-51 Victoria, chapter 24, the Governor in Council may also pay to the
said company the balance remaining unpaid of the subsidy granted to the
company by the said Act, amounting to .$12,800, on the four miles of their
road from the north end of the main line subsidized towards RobervaL

By the Act 56 Vic, chap. 2, 189.3 (Assented to 1st April, 1803) :—

296. To the Great Eastern Railway Company, for twenty miles of their
railway, from the east end of the line subsidized by the Act 50-51
Victoria, chapter 24, at St. Gregoire, towards the Chaudi^re
Junction station on the Intercolonial Railway, in the province
of QueVjec, in lieu of the subsidy granted by the Act 52 Victoria,
chapter 3, a subsidy not exceeding -$3,200 per mile, nor exceeding
in the whole % 64,000 00

297- To the United Counties Railway Company, for thirty-two miles
of their railway, from a point at or near the town of Iberville
to St. Ilyacinthe, and thence towards Sorel, in lieu of the sub-
sidy granted by the Act 55-56 Victoria, chapter 5, for a railway
from St. Johns t^^) Ste. Rosalie, a subsidy not exceeding 83,200
per mile, nor exceeding in the whole 102,400 00

29S. To the Ontario, Belmont and Northern Railway Company, for ten
miles of their railway, divided into two sections : first, from the
Belmont Iron Klines to Marmora village ; second, from Marmora
village to the junction with the Ontario Central Railway, in lieu
of the subsidy granted by the Act 5.5-56 Victoria, chapter 5, a
subsid}' not exceeding $3,200 per mile, nor exceeding in the
whole 32,000 00

299. To the Cential Ontario Railway Company, for twenty miles of
their railway, from Coe Hill or Gilmore, or some point between

40

DEPARTMENT OF RAILWAYS AS'D CANALS

m

8-9 EDWARD VII., A. 1909

Coe Hill and Gilmore, to Bancroft, via L'Amable, or as near
thereto as practicable, in lieu of the subsidy granted by the Act
48-49 Victoria, chapter 59, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole _ $ 64,000 GO

300. To the Quebec and Lake St. John Railway Company, for thirty

miles of their railway, from Lake St. John towards Chicoutirni,
the balance remaining unpaid of the subsidy granted by the
Act 51 Victoria, chapter 3, not exceeding in the whole 81,040 00

301. To the Irondale, Bancroft and Ottawa Railway Company, for fifty

miles of their i^ailway, from the Victoria branch of the IMidland
Railway to the village of Bancroft, in the county of Hastings,
the balance remaining unpaid of the subsidy granted by the Act
47 Victoria, chapter 8, and again granted by the Act 52 Victoria,
chapter 3, not exceeding in the whole 145,000 00

30S. To the Beauharnois Junction Railway Company, for thirty miles
of their railway, from Ste. Martine towards St. Anicet, the
balance remaining unpaid of the subsidy granted by the Act
50-51 Victoria, chapter 24, not exceeding in the wh(jle 3,500 00

303- To the St. Stephen and Milltown Railway Company, for three and
a half miles of their railway, from the town of St. Stephen to
the town of Milltown, in lieu of the subsidy granted by the Act
53 Victoria, chapter 2, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 11,200 00

304:. To the Quebec, Montmorency and Charlevoix Railway Company,
for thirty miles of their railway, from the east bank of the
River St. Charles, to or near to Cape Tourmente, in the province
of Quebec, the balance remaining unpaid of the subsidy granted
by the Act 52 Victoria, chapter 3, not exceeding in the whole. . 30,400 00

305. To the Ottawa and Gatineau Valley Railway Company, for sixty-
two miles of their railway, from Hull station towards Le Desert,
the balance remaining unpaid of the subsidy granted by the Act
52 Victoi'ia, chapter 3, not exceeding in the whole 89,248 00

308. To the Grand Trunk, Georgian Bay and Lake Erie Railway Com-

pany, for fifteen miles of their railway, from the village of Tara,
or some point between Tara and Hepworth, to the town of
Owen Sound, in the province of Ontario, in lieu of the subsidy
granted by the Act 52 Victoria, chapter 3, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 48,000 00

307. To the Nova Scotia Central Railway Company (or to such per-
son or persons or conipjany as in the opinion of the Minister or
acting Minister of Justice are entitled to the same) for eighty
miles of their railway, from Lunenburg, on the east coast of
Nova Scotia, westward to a point in the district of New Ger-
many, together with a spur about three-fourths mile long to
Bridgewater railway wharf, and from a point thirty-three and
a half miles from Lunenburg and running to Middlelon on the
Windsor and Annapolis Railway, of unpaid subsidies granted
by the Acts 50-51 Victoria, chapter 24, and 51 Victoria, chapter
3, an amount not exceeding in the whole 4,500 00

SOS. To the Great Northern Railway Company, for eighteen miles of
their railway, from a point at or near New Glasgow or St. Lin,
to or near to MontcahTi, in the province of Quebec, the balance
remaining unpaid of the subsidy granted by the Act 54-55
Victoria, chapter 8, not exceeding in the whole 25,600 00

309. To the Great Northern Railway Company, for fifteen miles of

their railway, from, at or near Montcalm to the Canadian Pacific

Ill RAILWAY SUBSIDIES 41

SESSIONAL PAPER No. 20

Railway between Joliette and St. Felix de Valois, in lieu of the
subsidy granted by the Act 53 Victoria, chap. 2, a subsidy not
exceeding S3, 200 per mile, nor exceeding in the whole $ 48,000 00

310- To the Montfort Colonization Railway Company, for twenty-one
cjiles of their three-feet gauge railway from Lachute, St. Jerome,
or a point at or near St. Sauveur, on the line of the Montreal
and We.stern Railway, to Montfort and westward, in lieu of the
subsidy granted by the Act 55-56 Victoria, chapter 5, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole 67,200 00

311. To the Maskinonge and Nipissing Railway Company, for fifteen
miles of their railway, from a point on the Canadian Pacific
Railway at or near Maskinonge or Louiseville, towards the
parish of St. Michel de.s Saints, on the river Mattawa, in the
province of Quebec, and for fifteen miles of their railway from
the north end of the fifteen miles above referred to, towards
the parish of St. Michel des Saints on the river Mattawa, in the
province of Quebec, in lieu of the subsidies granted by the Acts
52 Victoria, chap. 3, and 53 Victoria, chap. 2, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 96,000 00

31 S. To the Parry Sound Cohnization Railway Company, for forty
miles of tlieir railway, from the village of Parry Sound to the
village of Sund ridge, or some other point on the Northern Paci-
fic .Junction Railway, in the province of Ontario, the balance
remaining unpaid of the subsidy granted by the Act 52 Victoria,
chapter 3, not exceeding in the wnole 97,600 00

313. To the Jacques Cartior Union Railway Company, for extending
and completing their railway, in lieu of the subsidy granted by
the Act 50-51 Victoria, chapter 24, a subsidy of 20,000 00

314 To the Oshawa Railway Company, for seven miles of their railway
and branches as follows : from Port Oshawa to a point at or
near Edmondson's Falls mill site, near Mill Street, in the town
of Oshawa (this portion being known as the " Lake " section
of the said railway) ; thence to a point at or near the town hall
in the town of Oshawa, and thence to t!ie Oshawa station of the
Grand Trunk Raihvay Company of Canada (this portion being
known as the "Town" or "Northern" section of the said rail-
way)— in lieu of the subsidy granted by the Act 54-55 Victoria,
chapter 8, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 22,400 00

" All the lines for the construction of which subsidies are granted, unless they
are already commenced, shall be commenced within two years from the first day of
August next, and complt;ted within a'reasonable time, not to exceed four years, to be
fixed by Order in Council, and shall also be constructed according to descriptions
and specifications and upon conditions to be approved by the Governor in Council, on
the report of the Minister of Railways and Canals, and specified in an agreement to be
made in each case by the company with the Government, which agreement the Govern-
ment is hereby empowered to make ; the location, also, of every such line of railway
shall be subject to the approval of the Governor in Council.

" The granting of such subsidies respectively shall be subject to such conditions
for securing such running powers or traffic arrangements and other rights as will afford
all reasonable facilities and equal mileage rates to all railways connecting with those so
subsidized, as the Governor in Council determines.

" All the said subs dies respectively shall be payable out of the Consolidates!
Revenue Fund of Canada, by instalments on the completion of each section of the rail-
way of not less than ten miles, proportionate to the value of the portion so completed

42 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

in comparison with that of the whole work undertaken, to be established by the report
of the said Minister, or upon the completion of the work subsidized, — except as fol-
lows : —

"(a.) The subsidy to the Ontario, Belmont and Ottawa Railway Company, which
shall be paid as follows : on the completion of the fiist section, an instalment propor-
tionate to the value of the said section in comparison with that of the ten miles hereby
subsidized, to be established as aforesaid, and the balance of the said subsidy on the
completion of the second section ;

" (6.) The subsidy to the Oshawa Railway Company, which shall be paid as follows :
on the completion of the " Town " or " Northern " section, an instalment proportionate
to the value of the said section in comparison with that of the seven miles hereby sub-
sidized, to be established as aforesaid, and the balance of the said subsidy, on the com-
pletion of the " Lake " section of the said railway."

By the Act 57-58 Vic, cap. 4, 1894. (Assented to, 23rd July, 1894) •'—
315- To the Bracebridge and Bay.sville Railway Company, for fifteen
miles of their railway from Bracebridge towards Baysville, in
lieu of the subsidy granted by chapter 5 of 1892, a subsidy not
exceeding $3*200 per mile, nor exceeding in the whole $ 48,000

316. To the Brock ville, Westport and Sault Ste. Marie Railway, the

balance remaining unpaid of the subsidy granted by chapter 3
of 1889, not exceeding $3,200 per mile, and also the balance
remaining unpaid of the subsidy granted by chapter 2 of 1890,
which was re-granted by chapter 5 of 1892 ; the whole not ex-
ceeding 86,800

317. To the Tilsonburg, Lake Erie and Pacific Railway Company, for

sixteen miles of their railway, from Port Burwell to Tilsonburg,
in lieu of the subsidy granted by chapter 5 of 1892, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole .... 51,200

315. To the Brantford, Waterloo and Lake Erie Railway Company, for

eighteen miles of their railway, from the town of Brantford to
the village of Hagarsville or the village of Waterford, or some
intermediate point on the Canada Southern Railway, the balance
remaining unpaid of the subsidy granted by chapter 24 of 1887,
not exceeding $3,200 per mile, nor exceeding in the whole .... 4,790

316. To the St. Catharines and Niagara Central Railway Company, for 34

miles of their railway from the city of St. Catharines to the city oi
Hamilton, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 108,800

320- To the Montreal and Ottawa Railway Company (formerly the
Vaudreuil and Prescott RailM^ay Company), for thirty miles
of their railway from Vaudreuil towards Hawkesbury, the
balance remaining unpaid of the subsidy granted by chapter 24
of 1887 ; and for 30 miles of their railway from the western end
of the 30 miles first mentioned towards Ottawa, the balance re-
maining unpaid of the subsidy granted by chapter 2 of 1890,
not exceeding $3,200 per mile; the whole not exceeding 118,400

321 Notwithstanding the expiration of the time limited by chapter 2
of 1890, and by the contract entered into with the Quebec Cen-
tral Railway Company, and notwithstanding anything otherwise
in the said chapter 2 contained, the Governor in Council may
pay the subsidy granted by the said chapter to the said company
at the present worth of the twenty annual payments mentioned
in the said chapter (interest computed at four per cent), for and
upon the completion of its railway extending from a point be-
tween the Chaudifere River and Tring Station to a point on the
International Railway at or near Lake Megantic, and upon the
inspection and acceptance of the same by the Chief Engineer of
Railways and Canals, the sum in all of 288,000

iii RAILWAY SUBSIDIES 43

SESSIONAL PAPER No. 20

3S3< To the Philipsburg Junction Railway and Quarry Company, for
■j^^*^ mile of their railway from Stanbridge Station to Philips-
burg, in the county of Missisquoi and a branch to INIissisquoi
Bay, the balance remaining unpaid of the subsidy granted by
chapter 5 of 1892, not exceeding $3,200 per mile, nor ex^ ceding
in the whole $ 2,912

3S3' To the Joliette and St. Jean de Matha Railway Company, for 8
miles of their railway from St. Felix de Valois to St. Jean de
Matha, in lieu of the subsidy granted by chapter 5 of 1892, a
subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 23,000

3S4:. To the Lake Temiscamingue Colonization Railway Company, for
their railway from Mattaw a to the toot of the Kippewa Lake,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole .$100,000, — also 15 per cent on the value of a wooden
truss bridge over the Ottawa River near Mattawa, not to exceed
$15,000 in all, in lieu of the subsidies granted by chapter 5 of
1892, — also the balance remaining unpaid of the subsidy gran-
ted by chapter 24 of 1887, for their railway from Long Sault to
Lake Kippewa, a subsidy not exceeding .$3,200 per mile of rail-
way and 15 per cent on the value of the bridges, — also, a sum
of $1,750 additional per mile on their said railway from
Mattawa to the foot of the Kippewa Lake ; the whole not ex-
ceeding 274,940

335. For a railway from St. Placide to St. Andrews, 8 miles, in lieu of
the subsidy granted by chapter 5 of 1892, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 25,000

336- For a railway from St. Eustache to St. Placide, in the county of
Tw^o Mountains, for 18 miles of such railway, in lieu of the sub-
sidy granted by chapter 5 of 1892, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 57,000

S257. For a railway from a point on the line of the Canadian Pacific
Railway on Isle Jesus, in the county of Laval, towards St. Eus-
tajhe, for 12 miles of such railway, in lieu of the subsidy granted
by chapter 5 of 1892, to the Carillon and Grenville Railway
Company, for 12 miles of their railway, from St. Eustache to
Sault au Recollet, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 38,400

33S. For a railway from the parish of St. R^mi, in the county of
Napierville, to St. Cyprien, in the said county, for 12 miles of
such railway, in lieu of the subsidy granted by chapter 5 of
1892, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole 38,400

339. To the Pontiac Pacific Junction Railway Company, for bridging
the several channels of the Ottawa River at Culbute and west
thereof, a subsidy of $31,500, to be paid out monthly as the
work progresses, upon the certificate of the chief engineer of
government railways, in the proportion which the value of the
work executed bears to the value of the whole work undertaken ;
and for 3 miles of their railway extending from a point 3 miles
east of Pembroke to Pembroke, in the province of Ontario, a
subsidy not exceeding $3,200 per mile, nor exceeding in the
whole $9,000, in lieu of the subsidy granted by chapter 3 of 1888 ;
provided that the entire work subsidized upon this railway shall
be completed within 4 years from the passing of this Act ; the
subsidy granted by this Act not to exceed in the whole 41,100

4J DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

330. To the Pontiac Pacific Junction Railway Company, for the con-

struction or acquisition of 7^ miles of railway, from Hull to
Aylmer, in lieu of the subsidy granted by chapter 2 of 1890, a
subsidy not exceeding $3,200 per mile, nor exceeding in the whole. $ 24,000

331. To the Pontiac Pacific June; ion Railway Company, for 85 miles of

their railway from Aylmer to Pembroke, the balance remainiii{»
unpaid of the subsidy granted by chapter 8 of 1884, less tho
subsidy granted for the line from Hull to Aylmer, provided tho
Ottawa River is crossed at some point not east of Lapasse, a
subsidy not exccding $3,200 per mile, nor exceeding in the whole 73,172

33S. To the Harvey Branch Riilway Company, for 3 miles of their
railway from the southern terminus of the Albert Railway to
Harvey Bank, the balance remaining unpaid of the subsidy
granted by cliapter 24 of 1887, not exceeding $3,200 per miie,
nor exceeding in the whole 4,046

333> For a railway from a point on the Intercolonial Railway near
Newcastle via Douglastown, to a point on the River Miramiclii
opposite the town of Chatham, in the province of New Bruns-
wick, 6 miles, in lieu of the subsidy granted by chapter 10 of
1886, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole 19,200

334. For a railway from some point on the Joggins Railway, near the

Hebert River, to Young's Mills, in the province of Nova Scotia,
a distance of 5 miles, in lieu of the subsily granted by chapter
3 of 1889, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 16,000

335. To the Woodstock and Centreville Railway Company, for a rail-

way from Woodstock to the international boundary between
the province of New Brunswick and the state of Maine, 26
miles, in lieu of the subsidies granted by chap er 24 of 1S87 and
chapter 2 of 1890 a subsidy not exceeding $3,200 per mile nor
exceeding in the wliole 83,200

33€. For 90 miles of the railway from Newport or Windsor to Truro,
or to a point between Truro and Stewiacke, and from a point on
the said railway to a point at or near Eastville, and fi'om East-
ville through the valley of the Musquodoboit River towards a
point on the proposed Dartmouth branch of the Tnlerco'onial,
in lieu of the subsidy granted by chapter 5 of 1892, a subsidy
not exceeding $3,200 per mile; and also for a railway bridge
over the Shubenicadie River on the line of the said railway, a
subsidy of 15 per cent on the value of the structure; the who'e
not exceeding 300,000

33T. To the Nipissing and James Bay Railway Company, for 25 miles
of their railway from, at or near North Bay Station on the
Canadian Pacific Railway towards James Bay, in lieu of the
subsidy granted by chapter 5 of 1892, a subsidy not exceeding
$3,200 per mile ; also for 43 miles of their railway from North
Bay towards Lake Tamagaming, a subsidy not exceeding $3,200
per mile ; the whole not exceeding 217,000

33S. To the Lotb nie -e and Megantic Railway Company, for 15 miles
of their railway, in addition to the 15 miles already subsidized
and built, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 48,000

339. To the Drummond County Railway Company, for 30 miles of their
railway from St. Leonird northerly towards a junction with the
Intercolonial Railway at Chaudiere Junction, a subsidy nob
exceeding $3,200 per mile, nor exceeding in the whole 96,000

iii RAILWAY SUBSIDIES 45

SESSIONAL PAPER No. 20

340. For a railway from Lime Ridge, in the county of Wolfe, in the
province of Quebec, northerly through the county of Wolfe and
into the county of Megantic, a distance not exceeding 50 miles
from Lime Ridge, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole $ 160,000

341- To the Strathroy and Western Counties R,nilway Company, for 25
miles of their railway from St. Thomas through the counties of
Elgin and Middlesex, towards Forest Station or Park Hill, on
the Grand Trunk Railway, a sub:3idy not exceeding $3,200 per
mile, nor exceeding in the whole 80,000

S-^2- To the Parry Sound Colonization Railway Compnny, for 20 miles
of their railw.iy east from Parry Sound, a subsi ly not exceeding
$3,200 per mile, nor exceeding in the whole 64,000

S43< To the Manitoulin and North Shore Railway Company, for 10
miles of their railway from Little Current to Nelson, on the
Algoma Branch of the Canadian Pacific Railway, a subsidy not
exce- ding .^3,200 per mile, nor exceeding in the whole 32,000

344. To the United Counties Railway Company for 32 miles of their

railway from Iberville to Sorel, in addition to the 32 miles
already subsidized, a subsidy not exceeding $3,200 per mile, nor
exceeding in the whole 102,400

345. To the Joliette and St. Jean de Matha Railway Company, for 12

miles oi their railway from St. Jean de IMatha to Ste. Emeliede
L'Energie, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 38,400

34G. To the Great Northern Rai'way Company, for 22 miles of their
railway, from the eastern end of the 15 miles subsidized by
chapter 2 of 1893 to a point between Joliette and St. Felix de
ValoLS, a subsidy not exceeding $3,200 per mile, nor exceeding
in the whole 70,400

S4T. To the Quebec and Lake St. John Railway Ciompany, for 2 miles
of the Chicoutimi branch of their railway, from the east end of
the 50 miles already subsidized and built eastward to deep water
at Chicoutimi, a subsidy not exceeding $3,200 per mile ; also for
12 miles from the 52nd mile on the Chicoutimi branch to Ha Ha
Bay, a subsidy not exceeding $3,200 per mile ; the whole not
exceeding 44,800

348. To the Pontiac and Ottawa Railway Company, for 23 miles of

their railway from the point of divergence from the Pontiac
Railway to Ferguson's Point, a subsidy not exceeding $3,200 per
mile, nor exceeding in the whole 73,600

349. To the Ottawa and Gatineau Valley Railway Company, for 20

miles of their railway from the eastern end of the 62 miles
already subsidized towards Desert, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 64,000

350. To the Canada Eastern Railway Company for 6 miles of their rail-

way from the town of Chatham to Black Brook, a subsidy not
exceeding $3,200 per mile ; also for 4 miles of their railway for
a branch to the village of Nelson, a subsidy not exceeding
$3,200 per mile ; the whole not exceeding 32,000

331. For a railway from Cross Creek Station, on the Canada Eastern
Railway to Stanley village, in the county of York, in the
province of New Brunswick, 6 miles, a subsidy not exceeding
$3,200 per mile, nor exceeding in the whole 19,200

352. To the Restigouche and Victoria Railway Company, for 20 miles of
their railway from the western end of the 15 miles subsidized
by chapter 5 of 1892, towards Grand Falls, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 64,000

46 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

353. To the Central Railway Company of New Brunswick, for 15 miles
of their railway from Chipman station to the Newcastle coal
fields, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole $ 48,000

354:. To the Tobique Valley Railway Company, for 15 miles of their
railway from the present terminus at Plaister Rock easterly, a
subsidy not exceeding !$3,200 per mile, nor exceeding in the
whole 48,000

355. Towards the restoration or renewal of the railway bridge on the
South-eastern Railway over the Yamaska River at Yamaska,
a subsidy equal to one-third of the actual cost of the renewal
of the bridge, but the grant not to exceed in the whole 50,000

35G. To the Boston and Nova Scotia Coal and Railway Company, for
10^ miles of their railway from the north end of the section
already subsidized to Broad Cove, a subsidy not exceeding $3,-
200 per mile ; also for 25 miles of their railway from a point on
the Cape Breton Railway at or near Orangedale towards Broad
Cove, in lieu of the subsidy granted by chapter 5 of 1892, a
subsidy not exceeding $3 200 per mile; the whole not exceeding 113,600

S57. For a railway from Port Hawkesbury towards Cheticamp, 25
miles, a subsidy not exceeding $3, 200 per mile, nor exceeding in
the whole 80,000

35S. To the Manitoba North-western Railway Company, for 100 miles
of the extension of their main line from its present western ter-
minus towards Prince Albert, — the company relinquishing
3,200 acres of the land grant per mile, and the whole road to be
operated as a continuous line of railway under one management,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 320,000

359- For a line of railway from the junction of the Elk and Kootenay
Rivers to Coal Creek, a distance of 34 miles, a subsidy not ex-
ceeding $3,200 per mile, nor exceeding in the whole 108,800

360. For a railway from Abbotsford Station on the Mission Branch of

the Canadian Pacific Railway to the town of Chilli wack, 21 miles,
a subsidy not exceeding $3,200 per mile, nor exceeding in the
whole , 67,200

361. To the Nicola Valley Railway Company, for 28 miles of their rail-

way from the western end of the section of their road subsi-
dized by chapter 5, of 1892, tovvaids Nicola Lake, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 89,600

363. To the Nakusp and Slocan Railway Company, for 38 miles of their
railway from the town of Nakusp to a point at or near the Forks
of Carpenter Creek, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole 1 21,600

363. To the Pontiac and Kingston Railway Company, for 22 miles of a
railway from Portage du Fort to Upper Thorne Centre, via
Shawville, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in th(^ whole 70,400

364- To the New Glasgow Iron, Coal and Railway Company, for 5
miles of their railway, from Sunnybrae to Kerrogare, a subsidy
not exceeding $3,200 per mile, nor exceeding in the whole. . . . 16,000 00

365. To the South Shore Railway Company, for 35 miles of their rail-

v/ay from Yarmouth towards Shelburne and Lockport, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. 112,000 00

366. To the Cape Breton Railway Extension Company, for 30 miles of

railway from Port Hawkesbury to St. Peter's, on their line of
railway from Port Hawkesbury to Louisbourg, a subsidy not
exceeding $3,200 per mile, nor exceeding in the whole 96,000 00

iii RAILWAY SUBSIDIES 47

SESSIONAL PAPER No. 20

367". For a railway from a point on the Intercolonial Railway between
Norton and Sussex Stations towards Havelock, 20 miles, a sub-
sidy not exceeding $3,200 per mile, nor exceeding in the whole. $ 64,000 00

3GS. For a railway from St. John to Barneville, for a distance of 10
miles, a subsidy not exceeding $3,200 per mile, nor exceeding in
the whole....". 32,000 00

309. For a line of railway from Cap de la Magdeleine to connect with
the Piles Branch of the Canadian Pacific Railway, 3 miles, a
subsidy not exceeding $3,200 per mile, nor exceeding in the
whole 9,G00 00

370' To the Canada Eastern Railway Company, for an extension of one
mile from the western end of their railway, to connect with the
Canadian Pacific Railway, a subsidy not exceeding 3,200 00

STl. To the Great Northern Railway Company, for 30 miles of their
railway from its junction with the Lower Laurentian Railway
near St. Tite, in the vicinity of the River St. Maurice, west-
ward, in lieu of the subsidy granted to the Maskinonge and
Nipissing Railway Company by chapter 2 of 1893, a subsidy not
exceerling $3,200 per mile, nor exceeding in the whole OG,000 00

3*72. To the Lindsay, Bobcaygeon and Pontypool Railway Company,
for 16 miles of their railway from Bobcaygeon to the Midl;ind
Railway, and for another 16 miles from the end of the first men-
tioned 16 miles to Pontypool, in lieu of the subsidies granted hj
chapter 2 of 1890, and chapter 5 of 1892, a subsidy not exceed-
ing $3,200 per mile, nor exceeding in the whole 102,400 00

373. To the Montfort Colonization Railway Company, for 12 miles of

their railway from the end of the 21 miles already subsidized
westward to a point on the Rouge River, in the county of
Argenteuil, a subsidy not exceeding $3,200 per mile, nor exceed-
ing in the whole 38,400 00

374. For a railway from a point on the Cara,quet Railway, at or near

Pokemouche siding, towards Tracadie village, 12 miles, a subsidy

not exceeding $3,200 per mile, nor exceeding in the whole 38,400 00

The subsidies hereinbefore mentioned as to be granted to companies named
for that purpose shall, if granted by the Governor in C>..uncil, be granted to such com-
panies respectively ; the other subsidies may be granted to such companies as
shall be approved by the Governor in Council as having established to his satis-
faction their ability to construct and complete the said railways respectively ; all
the lines for the construction of which subsidies are granted, unless they are already
commenced, shall be commenced within two years from the first day of August next,
and completed within a reasonable time, not to exceed four years, to be fixed by Order
in Council, and shall also be constructed according to descriptions and specifications and
upon conditions to be approved by the Governor in Council, on the report of the
Minister of Railway and Canals, and specified in an agreement to be made in each case
by the company with the Government, which agreement the Government is hereby
empowered to make ; the location also of every such line of railway shall be subject to
the approval of the Governor in Council.

The granting of such subsidies respectively shall be subject to such conditions
for securing such running powers or traffic arrangements and other rights as will afi'ord
all reasonable facilities and equal mileage rates to all railways connecting with those so
subsidized, as the Governor in Council determines.

The said subsidies respectively shall be payable out of the Consolidated Revenue
Fund of Canada, by instalmen's, on the completion of each section of the railway of not
less than ten miles, proportionate to the value of the portion so completed in compa-
rison with that of the whole work undertaken, to be established by the report of the
said Minister, or upon the completion of the work subsidized, — except as to subsidies
with respect to which it is hereinbefore otherwise provided, and except also as to the

48 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

subsidy granted to the Great Northern Railway Company by chapter two of 1893, for
fifteen miles from Montcalm to the Canadian Pacific Railway, which shall be paid as
follows : on the completion of the eighteen miles from New Glasgow to Montcalm and
of two miles out of the fifteen miles fioni Montcalm to the Canadian Pacific Railway,
an instalment proportionate to the value of the ten miles out of the total mileage
subsidized by chapter two of 1893, to be established as aforesaid, and the balance of the
said subsidy on the completion of the remaining thirteen miles of the said railway.
No subsidies were authorized by 58-59 Vict. (1895), nor by 59 Vict. (1896).

By the Act 60-Gl, chapter 4, 1897 (Assented to 20th June, 1897).

1. In this Act, unless the context otherwise requires, the expression "cost" means
the actual, necessary and reasonable cost, and includes the amount expended upon any
bridge up to and not exceeding twenty-five thousand dollars, forming part of the line of
railway subsidized not otherwise receiving any bonus, but shall not include the cost of
equipping the railway, nor the cost of terminals and right of way of the railway in any
city or incorporated town; and such actual, necessary and reasonable cost shall be deter-
mined by the Governor in Council, upon the recommendation of the Minister of Railways
and Canals and upon the report of the Chief Engineer of Government Railways, certify-
ing that he has made or caused to be made an inspection of the line of railway for
which payment of subsidy is asked, and careful inquiry into the cost thereof, and that
in his opinion the amount upon which the subsidy is claimed is reasonable, and does not
exceed the true, actual and proper cost of the construction of such railway.

2. The Governor in Council may grant a subsidy of $3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hi^roinafter respectively st ited), which shall not cost more on the
average than $15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of railway not exceeding the mileage hereinafter stated, which
shall cost more on the average than $15,000 per mile for the mileage subsidized, a further
subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the average
cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not
exceeding in the whole the sum of $6,400 per mile ; —

3*75. To the Ottawa and New York Railway Company, for 53 j^^^ miles of their rail-
way from Cornwall to Ottawa, in lieu of the subsidy granted by chapter 5 of
the statutes of 1892 ,

S70. To the Kingston, Smith's Falls and Ottawa Railway Company, for 101 miles of
their railway from Kingston, or a junction with the Grand Trunk Railway at
Rideau or some other point near Kingston, to Ottawa, in lieu of the subsidy
granted by chapter 5 of 1892 ;

STT. For a I'ailway from a point on the Canadian Pacific Railway, at or near either
Welsford or Westfield, or between the said two points, to Gagetown, in the
county af Queen's, New Brunswick, not exceeding 30 miles, in lieu of the
subsidy granted by chapter 2 of 1890 ;

3T8. To the Cobourg, Northumberland and Pacific Railway Company, for 50 miles of
their railway from Cobourg to the Ontario and Quebec Railway, in lieu of the
subsidies granted by chapter 5 of 1892 ;

379. To the Ottawa and Gatineau Railway Company, for 20 miles of their railway

from the end of the 62nd mile subsidized towards Desert, in lieu of the
subsidies gninted by chapter 4 of 1894;

380. To the Great Northern Railway Company, for 9 miles of their railway, being

shortage in distance between Montcalm and St. Tite ;

381. To the St. Gabriel de Brandon and Ste. Emelie de I'Energie Railway Company,

for 15 miles of their railway from St. Gabriel to Ste. Emelie de I'Energie, and
5 miles from a point on the main line to St. Jean de Matha, making in all 20
miles, in lieu of the subsidy granted by chapter 4 of 1894 ;
38S. To the Central Railway Company of New Brunswick, for 15 miles of their rail-
way from Chipman Station to Newcastle Coal Fields, county of Queen's, in
lieu of the subsidy granted by chapter 4 of 1894;

iii RAILWAY SUBSIDIES 49

SESSIONAL PAPER No. 20

353. To the Gulf Shoie Railway Company, for 5^ miles of their railway from the end

of the section subsidized to Tracadie and thence to Big Tracadie, New Bruns-
wick ;

354. For a railway from Campbell ton, on the Intercolonial Railway, towards Grand

Falls, New Brunswick, a distance of 20 mili'S, commencing at Campbcliton, in

lieu of the subsidy granted by chapter 4 of 189-i ;
3^3. To the Pontiac Pacific Junction Railway Company, for 7^ miles of their railway

from Hull to Aylmer, in lieu of the subsidy granted by chapter 2 of 1890;
3SG. To the Schomberg and Aurora Railway Company, for 15 miles of their railwa

from a point on the Grand Trunk Railway between King and Newmarket t

Schomberg, in the province of Ontario ;
38T. To the Tilsonburg, Lake Erie and Pacific Railway Company, for 3/^''„ miles of

their railway from the present terminus, through Tilsonburg to the Michigan

Central Railway, in the province of Ontario.

355. To the Ottawa, Arnprior and Parry Sound Railway Company, for 52 miles of

their railway, from the crossing of the Northern Pacific Junction Railway to
55 miles west of Barry's Bay, and also for 4 miles of their railway across Parry
Island ;

389. To the Pembroke Southern Railway Company, for 20 miles of their railway from

Pembroke to Golden Lake, in the province of Ontario ;

390. To the Ontario and Rainy River Railway Company, for 80 miles of their railway

from the Port Arthur, Duluth and Western Railway to Rainy Lake, in the
pr-ovince of Ontario ;

31)1. To the Strathroy and Western Counties Railway Company, for 7 miles of their
railway, commencing at a point at or near Caradoc Station on the Canadian
Pacific Railway and extending to the town of Strathroy ;

39S- To the Phillipsburg Railway and Quarry Company, for i^^-jj mile of their railway
from the end of the subsidized section to the government wharf at Phillips-
burg ;

393. To the United Counties Railway Company, for 1 mile of their railway from

Johnson to St. Gregoii'e Station, in the province of Quebec ;

394. To the St. Lawrence and Adirondack Railway Company, for 13|- miles of their

railway from Beauharnois to Caughnawaga, in the province of Quebec ;

395. To the East Richelieu Valley Railway Company, for 24 miles of their railway

from Iberville to St. Thomas, boundai'y of Missisquoi County, in the province
of Quebec ;
39G. To the Portage du Fort and Bristol Branch Railway Company, for L5 miles of
their railway to a point at or near Shawville, in the county of Pontiac;

397. For a railway from a point at or near Windsor Junction, on the Intercolonial

Railwa}', to L^pper Musquodoboit, for a distance of 40 miles ;

398. To the St. Stephens and Milltown R;dlway Company, for lvo\j- mile of their rail-

way from Milltown to St. Stephen, in the province of New Brunswick;

399. For a railway from Sunny Brae to Country Harbour, and from a point at or

near Country Harbour Cross Roads to Guysboro', in the province of Nova

Scotia, a distance of 65 miles ;
40 D. For a railway from Port Hawkesbury, Nova Scotia, to Port Hood and Broad

Cove, 5.3 miles, in lieu of the subsidy granted by chapter 4 of 1894 ;
401. For a railway from a point on the Central Railway in the county of Lunenburg,

Nova Scotia, to the town of Liverpool, via the village of Caledonia, or to the

village of Caledonia via Liverpool, or for any part thereof, the whole distance

not exceeding 62 miles ;
40S. For a railway from Indian Garden on the line of the Central Railway, to Shel-

burne, in the province of Nova Scotia, a distance of 35 miles ;

403. To the Coast Railway Company of Nova Scotia, for 61 miles of their railway

from Yarmouth to Port Clyde, in the province of Nova Scotia ;

404. For a railway from Brookfield Station on the Intercolonial Railway to Eastville,

30 ndles ;

20— iii— 4

50 DEPARTMENT OF RAILWAYS AND CANALS Ul

8-9 EDWARD VII., A. 1909

405. To the Great Northern Railway Company, for 35 miles of their railway from St.
Jdr6me, in the province of Quebec, to Hawkesbury, in the province of Ontario ;

40G. To the Drummond County Railway Company, for 42^ miles of their railway
from Moose Park to Chaudi^re River, provided that the amount of the
said subsidy shall be refunded to the Government of Canada in the event of
the company's railway from Ste. Rosalie to Chaudiere River being purchased
or leased for a term of years by the government.

3, The Governor in Council may grant the subsidies hpreinafter mentioned to
the railway companies and towards the construction of the railways also hereinafter
mentioned, that is to say : —

40T. To the Great Northern Railway Company, for 67 miles of their
railway between Montcalm and its junction with the Lower
Laurentian Railway near St. Tite, in the vicinity of the St.
Maurice River, the balance remaining unpaid of the subsidies
granted by chapter 2 of 1893, and by chapter 4 of 1894, be-
tween these points, a subsidy not exceeding $3,200 per mile,
nor exceeding in the whole . . $ 182,400 00

<40S. To the Pontiac Pacific Junction Railway Company, for 85 miles •
of their railway from Aylmer to Pembroke, also for bridging
the Ottawa River, the balance remaining unpaid of the subsidy
granted by chapter 8 of 1884, and by chapter 4 of 1894, nob
exceeding ' 114,272 00

4©0. To the Ottawa and Gatineau Railway Company, for 62 miles of
their railway from Hull towards Desert, in the province of
Quebec, the b.dance remaining unpaid of the subsidy granted by
chapter 2 of 1893, not exceeding in the whole 35,872 00

410. To the Grand Trunk Railway Company of Canada, for a subsidy

towards the rebuilding and enlargement of the Victoria Bridge
at Montreal over the St. Lawrence River, 15 per cent upon the
amount expended thereon, not exceeding 300,000 00

411. To the Montfort Colonization Railway Company, for 33 miles of

their railway from Montfort Junction to Arundel, in the pro-
vince of Quebec, a subsidy not exceeding ^2,000 per mile, nor

exceeding in the whole 66,000 00

413. To the Irondale, Bancroft and Ottawa Railway Company, the
balance remaining unpaid of the subsidy for the last five miles of
the company's railway ; the eastern terminus to be either at the
village' of Bancroft or at some point near the Hastings Road, in the
township of Herschell, in lieu of the subsidy granted by chapter 2
of 1893, nob exceeding in the whole 16,000 00

413. To the Great Northern Railway Company, towards the con-

struction of a railway bridge over the Ottawa River at Hawkes-
bury, 15 per cent upon the amount expended thereon, not exceed-
ing 52,500 00

414. Por a railway and traffic bridge over the Ottawa River at Nepean

Point, between the city of Ottawa and the city of Hull, 15 per

cent upon the amount expended thereon, not exceeding 112,500 00

4. The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose shall, if grantod by the Governor in Council, be granted to such companies
respectively ; the other subsidies may be granted to such companies as are approved by
the Governor in Council as having established to his satisfaction their ability to con-
struct and complete the said railways respectively ; all the lines for the construction of
which subsidies are granted, unless they are already commenced, shall be commenced
within two years from the first day of August next, and completed within a reasonable
time, not to exceed four years from the said first day of August, to be fixed by Order
in Council, and shall also be constructed according to descriptions and specifications and

iii RAILWAY SUBSIDIES 51

SESSIONAL PAPER No. 20

upon conditions to ht, approved by the Governor in Council, on the report of the
Minister of Railways and Canals, and speeifled in an agreement to be made in each case
by the -company with the Government, which agreement the Government is hereby
empowered to make ; the location also of every such line of railway shall be subject to
the approval of the Governor in Council.

5. The granting of such subsidies respectively shall be subject to such conditions
for securing such running powers or traffic arrangements and other rights as will afford
all reasonable facilities and equal mileage rates to all railways connecting ^^ ith those so
subsidized, as the Governor in Council determines.

6. The said subsidies respectively shall be payable out of the Consolidated
Revenue Fund of Canada, by instalments, on the completion of each section of the
railway of not less than ten miles, proportionate to the value of the portion so completed
in comparison with that of the whole work undertaken, to be established by the report
of the said Minister, or upon the completion of the work subsidized — except as to sub-
sidies with respect of which it is hereinbefore otherwise provided.

T. Any company receiving a subsidy as aforesaid, in excess of $3,200 per mile,
shall be bound to carry Her Majesty's mails for a term of ten years free of charge over
the portion of railway subsidized.

By the Special Act 60-61 Victoria., Chapter 5, 1897. (Assented to 29th June, 1S97.)

1. Subject to the conditions hereinafter mentioned, the Governor in Council may
grant to the Canadian Pacific Railway Company a subsidy towards the construction of
a railway from Lethbridge, in the district of Alberta, through the Crow's Nest Pass to
Nelson, in the province of British Columbia (which railway is hereinafter called "the
Crow's Nest Line,") to the extent of eleven thousand dollars per mile thereof, and not
exceeding in the whole the sum of three million six hundred and thirty thousand
dollars, payable by instalments on the completion of each of the several sections of the
said railway of the length respectively of not less than ten miles, and the remainder on
the completion of the whole of the said railway ; provided that an agreement between
the Government and the company is first entered into in such form as the Governor in
Council thinks fit, containing covenants to the following efiect, that is to say : —

On the part of the company :

(a.) That the company will construct or cause to be constructed, the said railway
upon such route and according to such descriptions and specifications and within such
time or times as are provided for in the said agreement, and, when completed, will
operate tlie said railway for ever ;

(6.) That the said line of railway shall be constructed through the town of Macleod,
and a station shall be established therein, unless the Governor in Council is satisfied by
the company that there is good cause for constructing the railway outside the limits of the
said town, in which case the said line of railway shall be located and a station established
at a distance not greater than five hundred yards from the limits of the said town;

(c.) That so soon as the said railway is opened for traffic to Kootenay Lake, the
local rates and tolls on the railway and on any other railway used in connection there-
with and now or hereafter owned or leased by or operated on account of the company
south of the company's main line in British Columbia, as well as the rates and tolls
between any point on any such line or lines of railway and any point on the,main line of
the company throughout Canad.i, or any other railway owned or leased by or operated
on account of the company, including its lines of steamers in British Columbia, shall
be first approved by the Governor in Council or by a railway commission, if and when
such commission is established by law, and shall at all times thereafter and from time
to time be subject to revision and control in the manner aforesaid ;

{d.) That a reduction shall be made in the general rates and tolls of the company
as now charged, or as contained in its present freight tariff, whichever rates are now
the lowest, for carloads or otherwise, upon the classes of merchandise hereinafter men-
tioned, westbound, from and including Fort William and all points east of Fort

20— iii— 41

52 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

William on the company's railway to all points west of Fort William on the company's
main line, or on any line of railway throughout Canada owned or leased by or operated
on account of the company, whether the shipment is by all rail line or by lake and rail,
such reduction to ha to the extent of the following percentages respectively, namely : —

Upon all green and fresh fruits, 33i per cent;

Coal oil, 20 per cent ;

Cordage and b nder twine, 10 per cent ;

Agricultural implements of all kinds, set up or in parts, 10 per cent ;

Iron, including bar, band, Canada plates, galvanized, sheet, pipe, pipe-fittings, nails,
spikes and horse shoes, 10 per cent;

All kinds of wire, 10 percent;

Window glass, 10 per cent ;

Paper for building and roofing purposes, 10 per cent;

Roofing felt, box and packing, 10 per cent;

Paints of all kinds and oils, 10 per cent;

live stock, 10 per cent;

Wooden ware, 10 per cent ;

Household furniture, 10 per cent;

And that no higher x'ates than such reduced rates or tolls shall be hereafter
charged by the company upon any such iiierchandise carried by the company between
the points aforesaid ; such reductions to take effect on or before the first of January,
one thousand eight hundred and ninety-eight;

(e.) That there shall be a reduction in the company's present rates and tolls on
grain and flour from all points on its main line, branches or connections, west of Fort
William to Fort William and Port Arthur and all points east, of three cents per one
hundred pounds, to take efifect in the following manner : — One and one-half cent per
one hundred pounds on or before the first day of September, one thousand eight hundred
and ninety-eight, and an additional one and one h.df cent per one hundred pounds on or
before the first day of September, one thousand eight hundred and ninety-nine ; and
that no higher rates than such reduced rates or tolls shall be charged after the dates
mentioned on such merchandise from the points aforesaid ;

(/.) That the Railway Committee of the Privy Council may grant running powers
over the said line of railway and all its branches and connections, or any portions thereof,
and all lines of railway now or hereafter owned or leased by or operated on account of
the company in British Columbia south of the company's main line of railway, and the-
necessary use of its tracks, stations and station grounds, to any other railway company
applying for such grant upon such terms as such committee may fix and determine, and
according to the provisions of The Railway Act and of such other general Acts relating
to railways as are from time to time passed by Parliament ; but nothing herein shall be
held to imply that such running powers might not be so granted without the special
provision herein contained ;

(ff.) That the said railway, when constructed, together with that portion of the
company's railway from Dunmore to Lethbridge, and all lines of railway, branches, con-
nections and extensions in British Columbia south of the main line of the company in
British Columbia shall be subject to the provisions of The Railway Act and of such
other general Acts relating to railways as are from time to time passed by Parliament ;

(h.) That if the company or any other company with whom it shall have any
arrangement on the subject shall, by constructing the said railway or any part of it,
as stipulated for in the said agreement, become entitled to and shall get any land as a
subsidy from the Government of British Columbia, then such lands, excepting therefrom
those which in the opinion of the Director of the Geological Survey of Canada (expressed
in writing) are coal-bearing lands, shall be disposed of by the company or by such other
company to the public according to regulations and at piices not exceeding these
prescribed from time to time by the Governor in Council, having regard to the then
existing provincial regulations applicable thereto ; the expression "lands " including all
mineral and timber thereon which shall be disposed of as aforesaid, either with or
without the land, as the Governor in Council may direct :

iU RAILWAY SUBSIDIES 53

SESSIONAL PAPER No. 20

(r.) That if the company or any other company with whom it shall have any
arrangement on the subject shall, by constructing the said railway or any part of it as
stipulated for in the said agreement, become entitled to and shall get any lands as a
subsidy from the Government of British Columbia which in the opinion of the Director
of the Geological Survey of Canada (expressed in writing) are coal-bearing lands, then
the company will cause to be conveyed to the Crown, in the interest of Canada, a
portion thereof to the extent of Rfty thousand acres, the same to Ije of equal value per
acre as coal lands with the residue of such lands. The said fifty thousand acres to be
selected by the Government in such fair and equitable manner as may be determined
by the Governor in Council, and to bn thereafter held or disposed of or otherwise dealt
with by the Government as it may think fit on such conditions, if any, as may be pre-
scribed by the Governor in Council, for the purpose of securing a sufficient and suitable
supply of coal to the public at reasonable prices, not exceeding two dollars per ton of
two thousand pounds free on board cars at the mines.

And on the part of the Government, to pay the said subsidy by instalments as
aforesaid.

2. The company shall be bound to carry out in all respects the said agreement,
and may do whatever is necessary for that purpose.

S. In order to facilitate such financial arrangements as will enable the company
to con)p!ete the railway as aforesaid without delay and to acquire and consolidate with
it the railway from Dunmore to Lethbridge, hereinafter called "the Alberta Branch "
which, under the authority of chapter thirty -eight of the statutes of 1893, it now
operates as lessee, and is under covenant to purchase, the company may issue bonds
which will be a first lien and charge and be secured exclusively upon the said Alberta
Branch and Cr;ow's Nest Line together in the same way and with the same effect as if
both the said pieces of radway to be so consolidated were being built by tlie company
as one branch of its railway wdthin the meaning of section one of chapter fifty one of
the statutes of 188S, and that section shall apply accordingly, such first lien to bt-
subject to th-» payment of the purchase money of the Alberta Branch, as provided for
in the said covenant to purchase.

By the Act 62-63 Vic, chapter 7 {Assentfxl to lllli Aiigusf, 1S9D).

1, In this Act, unless the context otherwise requires, the expression "cost" means
the actual, necessary and reasonable cost and shall include the amount expended upc n
any bridge, up to and not exceeding .$25,000, forming part of the line of railway subsi-
dized not otherwise receiving any bonus, but shall not include the cost of equipping the
railway, nor the cost of terminals and right of way of the railway in any city or incor-
porated town ; and such actual, necessary and reasonable cost shall be determined by
the Gov'ernor in Council, upon the recommendation of the Minister of Railways anil
Canals, and upon the report of the Chief Engineer of Government Railways, certifying
that he has made or caused to be made an inspection of the line of railway for which
payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his
opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed
the true, actual and proper cost of the construction of such railway.

S. The Governor in Council may grant a subsidy of ^3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hereinafter respectively stated) which shall not cost more on the
average than .$15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of i-aihvay not exceeding the mileage hereinafter stated, which
shall cost more on the average than .$15,000 per mile for the mileage subsidized, a further
subsidy beyond the sum of .$3,200 per mile of fifty per cent on so much of the average
cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy not exceed-
ing in the whole the sum of $6,400 per mile : —

415. To the Central Ontario Railway Company, for an extension of their railway
from, or from near, either C-^e Hill or Rathbun Station on the company's
railway to, or near to Bancroft, not exceeding 21 miles, in lieu of the subsidy
granted by chapter 5 of 1892 ;

54 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

4LIG- To the Great Northern Railway Company, for a railway between Montcalm and
St. TiLe Junction, on the Lower Laurentian Railway, Quebec, not exceeding
53h miles ; and for a branch from their main line to Shawenegan Falls, Que-
bec, not exceeding G^ miles.

41'?'. To the Phillipsburg Railway and Quarry Company, shortage in the extension of
their railway from a point on the company's line at or near the end of ihe sub-
sidized section, to the government wharf at Phillipsburg, Quebec, not exceed-
ing y^^\ of a mile ;

418. To the ytiathroy and Western Counties Railway Company, for a line from
Strathroy, Ontario, via Adelaide and Arkona, to either Forest, Tedford, or
Park Hill, not exceeding 24 miles, in lieu of the subsidy granted by chapter
4 of 1894 ;

410. To the St. John Valley and Riviere du Ijoup Railway Company, for a line of
railway from Fredericton, in the county of York, New Brunswick, to Wood-
stock, in the county of Carleton, not exceeding 59 miles ;

420. For a railway from Port Hawkesbury, on the Strait of Canso, Nova Scotia, to

St. Peter's, not exceeding thirty miles ;

421. For a railway from Windsor, Nova Scotia, to Truro, via the township of Clifton,

not exceeding 58 miles, in lieu of the subsidy granted by chapter 4 of 1894 ;

422. For a railway from a point at or near Brook Held Station, Nova Scotia, on the

Intercolonial Railway, to Eastville, not exceeding 25 miles, in lieu of the sub-
sidy granted by chapter 4 of 1897 ;

423. For a railway from Cross Creek Station, on the Canada Eastern Railway, to

Stariley Village, New Brunswick, not exceeding 6 miles ;

424. For a railway from the villago of St. Remi to Stottville or some point on the

Delaware and Hudson Railway (Grand Trunk) in the parish of St. Paul de
rile aux Noix, not exceeding 19 miles ;

4213. For a railway b-^tween Pontypool and Bobcaygeon, via Lindsay, Ontario, not
exceeding 40 miles.

4215. To the Pontiac Pacific Junction Railway Company, for a railway from Ayhner
to Hull, Quebec, not exceeding 9 miles, in lieu of the subsidy granted by
chapter 4 of 1897 ;

42'7. To the Portage du Fort and Bristol Branch Railway Company, for a branch line
from a point on the Pontiac Pacific Junction Railway at or near the village of
Quyon, towards the village of Portage du Fort, Quebec, not exceediiig 15
miles, in lieu of the subsidy granted by chapter 4 of 1897 ;

428. To the O.ford Mountain Railway Company, for a branch from their railway
from a point between Lawrenceville and Eastman to Waterloo, not exceeding
13 miles ;

42S>. To the Atlantic and Lake Superior Railway Company, for an extension of their
railway from Caplin to Paspebiac, Quebec, not exceeding 30 miles ;

4SO. To the United Counties Railway Company, for a railway from St. Robert
Junction to Sorel, 6^ miles, (this sudsidy to be payable only in the event of
adequate running rights over the South-eastern Railway between the two
points above mentioned not being granted to the first mentioned Company on
terms to be approved by the Railway Committee of the Privy Counci',) and
from Mount Johnson to St. Gregoire Station, 1 mile, not exceeding 7^ miles.

431. For a railway from a point on the Central Railway in the county of Lunenburg,

Nova Scotia, to the town of Liverpool, via the village of Caledonia, or to the
village of Caledonia, via Liverpool, or for any part thereof, the whole distance
not exceeding 62 miles ;

432. For a railsvay from Indian Gardens, Queen's County, Nova Scotia, to Shelburne,

in the said province, a distance of 35 miles ;
433> The subsidy which the Ontario and Rainy River Railway Company is entitled
to receive under chapter 4 of 1897, shall be $6,400 per mile for the 80 miles
mentioned in the said Act ; not exceeding in all $512,000.

iii EAILWAT SUBSIDIES 55

SESSIONAL PAPER No. 20

434:. To the Bay of Quinte Railway Company, for such extensions, branches or
additions to their system as will enable the said Company to connect their
lines of railway or connecting lines with iron or other mines or mineral or
-wood lands in the counties of Peterhorou^h, Northumberland, Hastings,
Lennox and Addington, Frontenac or Leeds, payable in instalments regulated
by the length of each of the said extensions or branehes or additions, as the
case may be, in lieu of part of the balance remaining unpaid of the subsidy
granted to the Kingston, Napanee and Western Railway Company, by chapter
5 of 1892, but not exceeding $3,200 per mile for 10 miles, nor exceeding in
the whole $32,000 ;

43(S- To the Quebec and Lake St, John Railway Company, for 12 miles of their rail-
way from the end of their line at deep water on the Chicoutimi branch of
their railway, to Ha Ha Bay, in the lieu of the subsidy for the 12 mile,"?
granted by chapter 4 of 1894 ;

43G- For a line of railway from Hawkesbury, Ontario, to South Indian, not exceeding
35 miles ;

437. For a railway from Sault Ste. Marie, Ontario, towards Michipicoten River and

harbour and towards the main line of the Canadian Pacific Railway, not exceed-
ing 40 miles ;

438. For a branch line of railway from the main line of the Ottawa, Arnprior and

Parry Sound Railway to the town of Parry Sound, Ontario, not exceeding 5

miles ;
430. For a railway from the village of Haliburton, via the village of Whitney, towards

the town of Mattawa, Ontario, not exceeding 20 miles ;
440< For an extension of the Tilsonburg, Lake Erie and Pacific Railway, from Tilson-

burg to Ingersoll or Woodstock, Ontario, not exceeding 28 miles ;
441. To the South Shore Railway Company, from Sorel Junction along the South

Shore to Lotbiniere, Quebec, a distance not exceeding 82 miles ;
449. To the INIassawippi Valley Railway Company for an extension of their railway to

the village of Stanstead Plain, Quebec, not exceeding 2h miles ;
443- For a railway from Port Hawkesbury on the Strait of Causo, to Caribou Cove,

Nova Scotia, a distance of 10 miles;

444. For a railway from Fort Frances, Ontario, westerly to a point at or near the

mouth of Rainy River, a distance not exceeding 70 miles ;

445. To the Central Railway Company of New Brunswick, for an extension of their

line of railway from Newcastle Coal Fields to Gibson, New Brunswick, not

exceeding 30 miles ;
440. To the Canadian Northern Railway Company, for a railway from a point on the

present line of the Winnipeg Great Northern Railway north of Swan River

to Prince Albert, North-west Territories, not exceeding 100 miles;
447. For a railway from some point near Antler Station to a point near Moose i\Ioun-

tain, Manitoba, not exceeding 50 miles ;
44S. For a railway from Sunnybrae to Countr}' Harbour, and from a point at or near

Country Harbour Cross Roads to Guysborough, Nova Scotia, to make up the

deficiency in mileage between points mentioned and subsidized by chapter 4

of 1897, additional mileage not exceeding 15 miles;
449. For a railway from Port Clyde towards Lockeport, in the province of Nova.

Scotia, not exceeding 20 miles ;
4*>0. For a railway from a point on the Intercolonial Railway at or near Halifax

towards the Central Railway in the county of Lunenburg, not exceeding 20

miles ;

451. For a railway from Labelle, in the province of Quebec, in a north-westerly direc-

tion, to Nominingue, via Nctre Dame de I'Annonciation, a distance not exceed-
ing 22 miles ;

452. For a railway from Owen Sound, in the province of Ontario, to Meaford, not

exceeding 21 miles ;

453. To the Ottawa and Gatineau Railway Company, for their line of railway in acd

through the city of Hall, Quebec, not. exceeding 4 miles j

56 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

454. To the Western Alberta Railway Company, from a point on the United States
boundary, west of Range 27, nortli-westerly towards Anthracite, in the dis-
trict of Alberta, not exceeding 50 miles ;

4.«>5. To the Edmonton, Yukon and Pacific Railw ly Company, for a railway from the
town of South Edmonton, North-west Territories, to North Edmonton, and
thence westerly towards the Yellow Head Puss, a distance not exceeding 50
miles ;

45U« To the Restigouche and Western Railway Compnny, in addition to the 20 milos
subsidized by chapter 4 of 1897, and in continuation from the westerly end
of the said 20 miles towards the St. John River, a further distance not
exceeding 15 miles, and for the company's railway from a point on the St. John
River, New Brunswick, at or near Grand Falls, or St. Leonard, or between
Grand Falls and St. Leonard, and extending easterly towards Campbellton,
such point to be approved by the Governor in Council, a distance of 12 miles;
in all not exceeding 27 miles ;

4L5'7. For a railway in extension of the St. Francis branch of the Teniiscouata Railway
to the mouth of the St. Fi'ancis River, a distance not exceeding 3 miles ;

4.5S. To the Canada Eastern Railway Company, for a line of railway from Nelson,
New Brunswick, to connect with the company's main line running into Chat-
ham, to complete the connection from Nelson to such main line, not exceeding
in the whole 2|- miles ;

450 To the Bay of Quinte Railway Company, for an extension of their line in a
westerly direction from a point at or near Richmond boundary road near
Deseronto for a distance not exceeding 2 miles ; also for an extension of their
line from its present terminus at Tweed in a northerly direction for a distance
of 2 miles, and for an extension of their line from the end of the last 2 miles
mentioned in a northerly direction for a distance not exceeding 3 miles — in all
7 miles ; subsidies payable on each of the sections mentioned as each of such
sections is completed ;

400. To the Ontat io, Belmont and Northern Railway Company, for an extension of
their railway from its present terminus at Iron Mines in a north-westerly
direction, a distance not exceeding 5 miles ; and also for an extension of the
company's railway southerly, from the present southern terminus thereof to
the Central Ontario Junction of the Canadian Pacific Railway, a distance not
exceeding 2 miles ; but the last mentioned aid for the said 2 miles of railway
shall not be granted in case the Railway Committee of the Privy Council tinds
that adequ ite running powers on fair terms can be secured to the company
over' that portion of the line of the Central Ontario Railway between the pre-
sent southerly end of the Ontario, Belmont and Northern Railway and the
Canadian Pacific Railvviiy Company's line at Central Ontario Junction ; sub-
sidies payable on each of the sections mentioned as each of such sections is
completed ;

4C1. For a line oi railway from a point on the Pembroke Southern Railway at or
near Golden Lake, Ontario, towards a point on the Irondale, Bancroft and
Ottawa Railway at or near Bancroft, not exceeding 20 miles ;

46S. For a line of railway from Paspebiac, Quebec, to Gaspe in the said province, a
distance not exceeding 82 miles ;

463. To the Lake Erie and Detroit River Railway Company, for a line of railway

from Ridgetown, Ontario, to St. Thomas, in the said province, a distance nob
exceeding 44 miles ; this subsidy'- to be payable only in the event of adequate
running rights over the Canada Southern Railway between the two points
above mentioned not being granted to the first mentioned company on terms
to be approved by the Railwa}^ Committee of the Privy Council ;

464. To the Kingston anrl Pembroke Railway Comiany, for the construction of

branches from the Company's main line to the iron mine at Bluff Point and to
the Martele mine in the county of Renfrew, not exceeding 5 miles ;

iU RAILWAY SUBSIDIES 57

SESSIONAL PAPER No. 20

4G5. For a railway from the town of Parry Sound extending northerly towards Sud-
-- • - bury, a distance not exceeding 20 miles.

3- The Governor in Council may grant the subsidies hereinafter mentioned
towards the construction of the railways also hereinafter mentioned, that is to say :— .

466. The Ontario and Rainy River Railway Company, for a railway
from a point 80 miles west of Stanley Station, on the Port
Arthur, Duluth and Western Railway, to Fort Frances, for a
distance of 140 miles, at $6,400 per mile, not exceeding in the
whole $ 896,000 00

4G7. To the Quebec Bridge Company, towards the construction of a
railway bridge over the St. Lawrence River, at Chaudiere Basin,
near Quebec, one million dollars, 40 per cent of which amount
may be paid on monthly progress estimates, approved by the
Government engineers, of mateiials delivered and work done. . . 1,000,000 00

4GS> To the South Shore Railway Company, towards the restoration
and renewal of the railway bridge over the Yamaska River at
Yamaska, Quebec 50,000 00

461K Towards the construction of a bridge over the Richelieu River ab
Sorel, 15 per cent upon the amount expended thereon, not ex-
ceeding , 35,000 00

4*70. Towards the construction of a bridge across the St. Francis River,

15 per cent of the amount expended thereon, not exceeding.. . . 50,000 00

471. Towards the construction of a bridge across the Kicolet River, 15

per cent upon the amount expended thereon, not exceeding. . . . 15,000 00

472. To the Midland Railway Company, Limited, towards the construc-

tion of a bridge across the Shubenacadie River, 15 per cent

upon the amount expended thereon, not exceeding 33,750 00

473. To the Great Northern Railway Company, towards the construc-

tion of a bridge across the St. Maurice River, 15 per cent upon

the amount expended thereon, not exceeding 16,425 00

474. Also towards the construction of a bridge across the Riviere du

Loup, 15 per cent upon the amount expended thereon, not ex-
ceeding 15,000 00

475. Also towards the construction of a steel bridge and viaduct at the

Maskinouge River, 15 per cent upon the amount expended

thereon, nut exceeding 15,000 00

4. The subsidies granted to the Ontario and Rainy River Railway Company, the
Canadian Northern Railway Company and the Edmonton, Yukon and Pacific Railway
Company are granted upon the condition, and, if received and paid under the authority
of this Act to the above mentioned companies respectively, shall be received upon the
condition, that the said companies shall not, nor shall any of them, at any time amalga-
mate with, or lease its line or lines to, any railway company other than those mentioned
in this section, except as may be authorized by Parliament ; nor shall any of the said
railways be leased to or operated by any other company; nor shall any of the said com-
panies make an agreement for a common fund or for pooling its receipts with any other
railway company ; and any such lease, amalgamation or agreement shall be absolutely
void, excepting in so far as such agreement may extend to traffic or running arrange-
ments which have been approved by the Governor in Council.

5. The subsidies heieiub^fore mentioned as to be granted to companies nam-d for
that purpose shall, if granted by the Governor in Council, be granted to such compmies
respectively ; the other subsidies may be granted to such companies as are approved l>y
the Govei'nor in Council as having established to his satisfaction their ability to ccn
struct and complete the said railways respectively ; all the lines for the construction of

68 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

which subsifJies are granted, unless they are already commenced, shall be comnie/iced
within two years from the first day of August next, and completed within a reasonable
time, not to exceed four years from the said first day of August, to be fixed by Order
in Council, and shall also be constiucted according to descriptions and specifications
and upon conditions to be approved by the Governor in Council, on the report of the
Minister of Railways and Canals, and specified in an agreement to be made in each
case by the company with the Government, which agreement the Government ia hereby
empowered to make; the location also of every such line of railway shall be subject to
the approval of the Governor in Council. - -^

6. The granting of svch subsidies, and the receipt thereof by the respective com-
panies, shall be subject to the condition that the Governor in Council may at all times
provide and secure to other companies such running powers, tratBc arrangements and
other lights as will afford to all railways connecting with those so subsidized reasrnable
and proper facilities in exercising such running powers, fair and reasonable tiaific ar-
rangements with conn cting companies, and equal mileage rates between all such con-
necting railways ; and the Governor in Council shall have absolute control at all times
over the rates and tolls to be levied and imposed by any of the companies or upon any
of the railways hereby subsidized.

•y. The said subsidies respectively shall be payable out of the Consolidated Revenue
Fund of Canada, by instalments, on the completion of each section of the railway of not
less than ten miles, proportionate to the value of the portion so completed in comparison
with that of the whole work undertaken, to be established by the report of the said
linister, or upon the completion of the work subsidized — except as to subsidies with
respect to which it is hereinbefore otherwise provided.

S. Every company receiving a subsidy under this Act, its successors or assigns, and
any person or company controlling or operating the railway or portion of railway subsi-
dized under this Act, shall each year furnish to the Government of Canada transporta
tion for men, siv^plies, material and mails over the portion of its line in respect of which
it has received such subsidy, and, whenever required, shall furnish mail cars, propeily
equipped, for such mail service ; and such transportation and service shall be performed
at such rates as are agreed upon between the Minister of the department of the Govern-
ment for which such service is being performed and the company performing it, and in
case of disagreement, then at such rates as are approved by the Governor in Council ;
and in or towards payment for such charges the Government of Canada shall be
credited by the company with a sum equal to three per cent per annum on the amount
of subsidy i-eceived by the company under this Act.

f>. As respects all railways for which subsidies are granted by this Act, the com-
pany at any time owning or operating any of the said railways shall, when required, pro-
duce and exhibit to the Minister of Railways and Canals, or any person appointeci by
him, all books, accounts and vouchers showing the cost of constructing the railway, tke
cost of operating it, and the earnings thereof.

By the Act 63-64 Vic, chapter 8 {Assented to July 18, 1900).

1. In this Act, unless the context otherwise requires, the expression 'cost' means
the actual, necessary and reasonable cost and shall include the amount expended upon
any bridge, up to and not exceeding $25,000, forming part of the line of railway sub-
sidized not otherwise receiving any bonus, but shall not include the cost of equippiiig
the railway nor the cost cf t^-rminals and right of way of the railway in any city or in-
corporated town ; and such actual, necessary and reasonable cost shall be determined
by the Governor in Council, upon the recommendation of the Minister of Railways and
Canals, and upon the report of the Chief Engineer of Government Railways, certifying
that he has made or caused to be made an inspection of the line of railway for which
payment of subsidy is asked, and careful inquiry into the cost thereof, and that in his

iii RAILWAY SUBSIDIES 59

SESSIONAL PAPER No. 20

opinion the amount upon which the subsidy is claimed is reasonable, and does not exceed
the true, actual and proper cost of the construction of such railway.

2. The Governor in Council may grant a subsidy of .$3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hereinafter respectively stated) which shall not cost more on the
average than $15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of railway not exceeding the mileage hereinafter stated, which
shall cost more on the average than §15,000 per mile for the mileage subsidized, a further
subsidy beyond the sum of $3,200 per mi'e of fifty per cent on so much of the average
cost of the mileage subsidized as is in excess of $15,000 permile,such subsidynot exceed-
ing in the whole the sum of $6,400 per mile : —

4TG. For a railway from a point at or near the junction of the Irondale, Bancroft
and Ottawa Railway and the Grand Trunk Railway to the village of Minden,
in the county of Haliburton, Ontario, not exceeding 12 miles.
^TT. To the Strathroy and Western Counties Railway Company, for a railway com-
mencing at a point at or near Caradoc station, on the Canadian Pacific Rail-
way, and extending to the town of Strathroy, Ontario, not exceeding 7 miles.
4T8. For a line of railway from a point on the Pembroke Southern Railway at or
near Golden Lake, towards a point on the Irondale, Bancroft and Ottawa
Railway at or near Bancroft, Ontario, for the further extension of such rail-
way westerly from the western terminus of the 20 miles subsidized by chapter
4 of 1897, for a distance not exceeding 20 miles.
4;70. To the Algoma Central Radway Company for 25 miles of its line of railway from
its terminus at Michipicoten Harbour, Lake Superior, towards the main line
of the Canadian Pacific Railway, and for a further extension of this company's
line of railway from Sault Ste. Marie towards Michipicoten River and Harbour,
Ontario, towards the main line of the Canadian Pacific Railway, 25 miles in
all, not exceeding 50 miles.

480. To the Central Ontario Railway Company, for a further extension of their rail-

w ly f r(.m, at or near Bancroft to a point on the Canada Atlantic Railway
between Whitney and Barry's Bay, Ontario, not exceeding 20 miles.

481. To the Manitoulin and North Shore Railway Company, for a line of railway

between Little Current, on Manitoulin Island, and Sudbury, Ontario, on the
Canadian P.tcific Railway, the company undertaking to bridge between Little
Current and the main land, the bridge to be so constructed and maintained as
to afford suitable facilities, in the opinion of the Minister of Railways and
Canals, for free vehicular and passenger traflic, the same as upon a public
highway, the work to be begun and prosecuted from Little Current and Sud-
bury, one-half of the subsidy to be applicable, as earned, in respect of the work
beginning at Little Current aud carried on towards Sudbury, and one-half
thereof to be applicable, as earned, in respect of the work beginning at Sud-
bury and carried on towards Little Current, the course of the line of railway
to cross the Sault Ste. Marie branch of the Canadian Pacific Railway, not ex-
ceeding 66 miles.

482. For a railway from Bracebridge, in Muskoka, to a point at or near Baysville,

Ontario, not exceeding 15 miles.

483. For a railway b 'ginning at a point northerly 20 miles from Parry Sound, and

extending from that point to the French River, Ontario, not exceeding 35
miles.

484. For a railway from a point 20 miles north-easterly from the village of Halibur-

ton, via the village of Whitney, towards the village of Mattawa, Ontario, not
exceeding 40 miles.

485. To the Kingston and Pembroke Railway Company, for a branch line of railway

to iron mines in Bedford township, Ontario, not exceeding 12 miles.

486. To the Thousand Islands R lilway Company for an extension of their railway

from the present northerly terminus to a point easterly thereof, not exceeding 2
miles ;

60 DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

And also for an extension from a point on the railway to connect their railway
with the Brockville, Westport and Sault Ste. Marie Railway, the Bay of
Quintd Railway, the Kingston, Smith's Falls and Ottawa Railway, or the
waters of the Rideau Canal, the balance remaining of the subsidy granted by
chapter 5 of 1892, not exceeding 9^ miles.

487. For a railway from Dyment, on the Canadian Pacific Railway, to the New Klon-
dike mining district, Ontario, not exceeding 7 miles.

48S. To the Schomlierg and Aurora Railway Company, for an extension of their line
from its easterly terminus to a point at or near Bond's Lake, Ontario, not
exceeding 4 miles.

489. To the Nipissing and James Bay Railway Company, for a railway from, at or
near North Bay station, on the Canadian Pacific Railway, towards James Bay,
or Lake Tamagammg, Ontario, not exceeding 20 miles.

4t>0. In aid of the Ottawa and New York Railway Company's bridge over the St.
Lawrence River, and for the Canadian portion of such bridge, a sum not ex-
ceeding $90,000.

401. To the Grand Trunk Railway Company of Canada, towards the cost of the re-

building and enlargement of the Victoria Bridge over the St. Lawrence River,
Quebec, in addition to the amount received by the company on account of the
subsidy granted by chapter 4 of 1897, viz : $270,000, to make up the grant
in aid of the undertaking to $500,000, upon condition that the tolls upon the
bridge for passenger and vehicular trafiic shall be subject to the approval of
the Governor in Council, a sum not exceeding $230,000.

402. For a railway and traffic bridge over the Ottawa River at Nepean Point, between

the city of Ottawa, Ontario, and the city of Hull, Quebec, upon condition
that the bridge be so constructed as to provide suitable facilities, to the satis-
faction of the Minister of Railways and Canals, for free vehicular and foot
passenger traffic, the same as upon a public highway, in addition to the $112,-
500 already granted, — and, notwithstanding anything in the said Act, the
subsidy hereby granted, together with the grant of $112,500 under chapter 4
of 1897, shall be paid upon the completion of the brid;:e and its approaches,
upon the Chief Engineer's report of buch completion, and the recommendation
of the Minister, — a sum not exceeding $100,000.

403. To the Canadiaii Northern Railway Company, in further extension of their rail-

way north of Swan River towards Prince Albert, North-west Territories, in
addition to the grant by chapter 7 of 1899, a further mileage not exceeding
100 miles.

494. For a railway from the westerly end of the Waskada branch of the Canadian
Pacific Railway, Manitoba,, further westward, not exceeding 20 miles.

49^. For a railway from a point on the Alberta Railway and Coal Company's Rail-
way towards Cardston, Alberta, N.W.T., for 30 miles of railway at $2,500
per n)i!e.

49G. To the Kaslo and Lardo-Duncan Railway Company, for a railway from Duncan
Lake towards Lardo or Arrow Lake, British Columbia, or from Lardo to Arrow
Lake, not exceeding 30 miles.

41J'7. To the Restigouche and Western Railway Company, for the company's railway,
in addition to the 15 miles subsidized by chapter 7 of 1899, on the easterly
section of the line, and in continuation from the westerly end of the said 15
miles, a further distance of 15 miles towards the St. John River ; and for the
said railway, in addition to the 12 miles subsidized by the said chapter on the
westerly section of the said line, a further distance from the easterly end
thereof of 15 miles, towards Campbellton, N.B., not exceeding 30 miles.

498. For a line of railway from St. Charles Junction on the Intercolonial Railway

towards the St. Francis branch of the Temiscouata Railway, Quebec, not ex-
ceeding 45 miles, and from the mouth of the St. Francis River, N.B., westerly
towards St. Charles Junction, 15 miles, in all not exceeding 60 miles.

499. For a line of railway from Bristol, in the county of Carleton, New Brunswick,

on the Canadian Pacific Railway, easterly, a distance not exceeding 17 miles.

m RAILWAY SUBSIDIES 61

SESSIONAL PAPER No. 20

500. For i line of railway from Shediac, county of Westmorland, New Brunswick,

to Shemogue, and towards Cape Tormentine, in the said county, a distance not
exceedino; 38 miles.

501. For a railway from Lockeport, Nova Scotia, to Sable River, or other convenient

point of railway connection, not exceeding 20 miles.
SOS. To the Inverness and Richmond Railway Company, for a railway in extension of
the company's line northward from Broad Cove to Cheticamp, C.B., Nova
Scotia, not exceeding 40 mil' s.

503. For a railway from Bridgetown to Victoria Beach, Nova Scotia, not exceeding 30

miles.

504. For a railway from a point on the Intercolonial Railway, Pictou branch, to

Kempt Town, county of Colchester, Nova Scotia, not exceeding 4^ miles.

505. For a railway from Brazil Lake, on the Dominion Atlantic Railway, to Kempt-

ville, Nova Scotia, not exceeding 11 miles.

SOG. To the Montfort and Gatineau Colonizxti-on Railway Company, to enable it to
extend its railway trom Arundel to a point in the municipality of the united
townships of Preston and Hartwell, province of Quebec, not exceeding 30
miles.

SOT. To the Chateauguay and Northern Railway Company, for a railway from a point
in Hochelaga ward, Montreal, to a point on the Great Northern Railway, in
or near the town of Joliette, passing near the town of L'Assomption, Quebec,
together with a spur into the said town, not exceeding 42 miles.

508. To the Chateauguay and Northern Railway Company, for a single-track stand-
ard railway bridge, with two roadways 10 feet wide, for free vehicular and
foot passenger traffic, the same as upon a public highway, from Bout L'Isle to
Charlemange, at the junction of the Ottawa and St. Lawrence rivers, S150,-
000.

S09- To the Chateauguay and Northern Railway Company, towards the construction
of a bridge across the Lac Ou^ireau River, $15,000.

510. To the Arthabaska Railway Company, for a railway from Victoriaville to West

Chester, province of Quebec, a distance not exceeding 12 miles.

511. To the Great Northern Railway Company, for a branch line from the town or

from near the town of Joliette towards Ste. Emelie, touching the parishes of
Ste. Beatrix and Ste. Jean de Matha, not exceeding 20 miles.
S13. For a railway from Farnham, province of Quebec, to Frelighsburg and the Inter-
national Boundary Line, not exceeding 21 miles.
513. Towards the construction of a railway bridge over the St. Fi'ancis River, in lieu
of the grant under chapter 7 of 1899, at St. Fran9ois du Lac, on the condition
that the bridge, with approaches, be built so as to allow the municipalities to
make use thereof, to establish and maintain a suitable roadway for the free
passage of foot passengers, vehicles and animals, to be approved by the Minister
of Railways and Canals, .$50,000.
.514. Towards the construction of a railway bridge over the Nicolet River at Nicolet,

in lieu of the grant under chapter 7 of 1S99, .$15,000.
515. For a line of railway from Halifa,x towards a point on the Central Railway of
Nova Scotia, in the county of Lunenburg, in addition to and in extension of
the 20 miles subsidized by chapter 7 of 18y9, not exceeding 20 miles.
?5. The subsidies hereby granted and any subsidies heretofore granted under any
Act of the Parliament of Canada, still in force, but not fully paid, towards the con-
struction of any railway or bridge, shall be payable out of the Consolidated Revenue
Fund of Canada, and may, unless in this Act otherwise expressly provided, at the option
of the Governor in Council, on the report of the Minister of Railways and Canals, be
paid as follows :

(a ) upon the completion of the work subsidized ; or

(h.) by instalments on the completion of each ten-mile sectio i of the railway, in the
proportion which the cost of such completed section bears to that of the whole work
undertaken ; or

62 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

(c.) upon progress estimates on the certificate of the Chief Engineer of Railways
and Canals, that in his opinion, having regard to the whole work undertaken and the
aid granted, the progress made justifies the payment of a sum not less than sixty thous-
and dollars ; or

(d.) with respect to (h) and (c), part one way, part the other.

4. The subsidies hereinbefore mentioned as to be granted to companies named for
that purpose shall, if granted by the Governor in Council, be granted to such companies
respectively ; the other subsidies may be granted to such companies as are approved by
the Governor in Council as having established to his satisfaction their ability to con-
struct and complete the said railways respectively ; all the lines for the construction of
which subsidies are granted, unless they are already commenced, shall be commenced
within two years from the first day of August next, and completed within a reasonable
time, not to exceed four years from the said first day of August, to be fixed by Order in
Council, and shall also be constructed according to descriptions and specifications and
upon conditions to be approved by the Governor in Council, on the report of the
Minister of Railways and Canals, and specified in an agreement to be made in each case
by the company with the govtrnuient, which agreement the government is hereby em
powered to make ; the location also of every such line of railway shall be subject to the
approval of the Governor in Council.

5. The granting of such subsidies, and the receipt thereof by the respective companiei=,
shall be subject to the condition that the Governor in Council may at all times provide
and secure to other companies such running powers, traffic arrangements and other
rights as will afford to all railways connecting with those so subsidized reasonable and
proper facilities in exercising such running powers, fair and reasonable traffic arrange-
ments with connecting companies, and equal mileage rales between all such connecting
railways ; and the Governor in Council shall have absolute control at all times over the
rates and tolls to be levied and imposed by any of the companies or upon any of the rail-
ways hereby subsidized.

6. The Governor in Council may make it a condition of the subsidies hereby
granted, or of any heretofore granted by any Actof Parliament as to which a contract has
not yet been entered into between Her Majesty and the company for the construction
of the railway, that the company shall lay its road with new steel rails made in Canada,
if such rails are procurable in Canada of suitable quality upon terms as favourable as
other rails can be obtained upon, of which the Minister of Railways and Canals shall be
the judge.

T. Every company receiving a subsidy under this Act, its successors or assigns, and
any person or company controlling or operating the railway or portion of railway sub-
sidized under this Act, shall each year furnish to the government of Canada transport-
ation for men, supplies, material and mails over the portion of its line in respect of
which it has received such subsidy, and, whenever required, shall furnish mail cars,
properly equipped, for such mail service; and such transportation and service shall be
performed at such rates as are agreed upon between the minister of the department of
the government for which such service is being performed and the company performing
it, and in case of disagreement then at such rates as are approved by the Governor in
Council ; and in or towards payment for such charges the government of Canada shall
be credited by the company with a sum equal to three per cent per annum on the
amount of subsidy received by the company under this Act.

8. As respects all railwaj-s for which subsidies are granted by this Act, the com-
pany at any time owning or operating any of the said railways shall, when required,
produce and exhibit to the Minister of Railways and Canals, or any person appointed
by him, all books, accounts and vouchers showing the cost of constructing the railway,
the cost of operating it, and the earnings thereof.

iii RAILWAY SUBSIDIES 63

SESSIONAL PAPER No. 20

0. Paragraph 20 of section 2 of chapter 7 of the statutes of 1899 is amended by
inserting after the word ' railway,' in the third line, the words ' or to connect the said
lines.'

lO. The subsidy provided for by chapter 7 of the statutes of 1899 towards the
construction of a railway bridge over the St. Lawrence River at Chaudiere Basin, near
Quebec, shall be deemed to be applicable, as to one-third thereof, to the substructure
and approaches, and as to two-thirds tliereof to the superstructure, and the said subsidy
may be paid upon that basis by authority of the Governor in Council, upon progress
estimates to be furnished from time to time by the Chief Engineer of Government
Railways and Canals, so that one-third of such subsidy, and no more, may be paid in
respect of and upon completion of the masonry of the substructure and approaches of
the said bridge, one-third, and no more, upon the work and material of one-h tlf of the
superstructure being done and supplied, in respect of such work and material, and the
remaing one-third upon the completion of the whole work.

By the Act 1st Edward VII., chapter 7 (Assented to May 2S, 1901.)

1. In this Act, unless the context otherwise requires, the expression ' cost ' means
the actual, necessary and reasonable cost, and shall include the amount expended upon
any bridge, up to and not exceeding $25,000, forming part of the line of railway
subsidized not otherwise receiving any bonus, but shall not include the cost of terminals
and right of way of the railway in any city or incorporated town; and such actual,
necessary and reasonable cost shall be determined by the Governor in Council, upon the
recommendation of the Minister of Railways and Canals, and upon the report of the
Chief Engineer of Government Railways, certifying that he has made or caused to be
made an inspection of the line of railway for wliich payment of subsidy is asked, and
careful inquiry into the cost thereof, and that in his opinion the amount upon which the
subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of
the construction of such railway.

2. The Governor in Council may grant a subsidy of $3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any
case the number of miles hereinafter respectively stated) which shall not cost more on
the average than $15,000 per mile for the mileage subsidized, and towards the construc-
tion of each of the said lines of railway not exceeding the mileage hereinafter stated,
which shall cost more on the average than $15,000 per mile for the mileage subsidized,
a further subsidy beyond the sum of $3,200 per mile of fifty per cent ofi so much of the
average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy
not exceeding in the whole the sum of $6,400 per mile; —

510. For a line of railway f ro n a point on the Intercolonial Railway at or near New
Glasgow to Country Harbour, Nova Scotia, and from a point at or near Country
Harbour Cross Roads to Guysborough, in lieu of the subsidies granted by 1897,
cap. 4, and 1899, cap. 7, sec. 2, paragraph 34, not exceeding 80 miles.

^1*7. To the Quebec and New Brunswick Railway Company, for a line of railway from
a point at or near St. Charles or at or near Chaudiere Junction or a point on"
the Quebec Central Railway, near St. Anselme, Quebec, towards the present
terminus of the St. Francis Branch of the Temiscouata Railway, New
Brunswick, not exceeding 45 miles, and for a line of railway from the mouth
of the St. Francis River, New Brunswick, westerly towards Chaudiere Junction,
not exceeding 15 miles, in lieu of the subsidy granted by 1900, cap, 8, sec 2,
paragraph 23 ; also for a line of railway in extension of the St. Francis Branch
of the Temiscouata Railway to the mouth of the St. Francis River, New
Brunswick, in lieu of the subsidy granted by 1899, cap. 7, sec. 2, paragraph
43, not exceeding 3 miles ; in all not exceeding 63 miles.

64 DEPARTMENT OF RAILWAYS AND CANALS iil

8-9 EDWARD VII., A. 1909

518. To the Montreal and Province Line Railway Company, for a line of railway from

Farnham, Quebec, to Frelighsburg, in leu of the subsidy granted by 1900, cap.
8, sec. 2, p.iragraph 37, not exceeding 19 miles.

519. For a line of railway from a point on the Intercolonial Railway at or near

Windsor Junction to Upper Musquodoboit, in lieu of 1897, cap. 4, sec. 2,
paragraph 23, not exceeding 40 miles.

520. For a line of railway from Pubnico, Nova Scotia, to Port Clyde or Clyde River,

in lieu of the unexpended > alance of subsidy granted by 1897, cap. 4, sec. 2,
paragraph 29, not exceeding 31 miles.

521. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway

from the western terminus of the 20 miles subsidized by 1899, cap. 7, sec. 2,
paragraph 47, westerly towards Bancroft, not exceeding 20 miles, in lieu of
the subsidy granted by 1900, cap. 8, sec, 2 paragraph 3; also from the
terminus of previously subsidized lines at a point about 40 miles west of Golden
Lake, westerly to Bancroft, not exceeding 11 miles; in all not exceeding 31
miles.

522. For a line of railway from Chipman Station, New Brunswick, to Gibson, in lieu

of the subsidies granted by 1897, cap. 4, and 1899, cap. 7, sec. 2, paragraph
31, not exceeding 45 miles.

523. To the Inverness and Richmond Railway Company, for a line of railway from a

point at or near Point Tupper on the Intercolonial Railway, to Broad Cove
and Cheticamp, Nova Scotia, in lieu of the subsidies granted by 1897, cap. 4,
1899, cap. 7, sec. 2, paragraph 29, and 1900, cap. 8, sec. 2, paragraph 27, not
exceeding 98 miles.

524. For a line of railway from Caplin to Paspebiac, Quebec, in lieu of the subsidy

granted by 1899, cap. 7, sec. 2, paragraph 15, the subsidy contract to be
entered into with the trustees or receivers under mortgage from the Atlantic
and Lake Superior Railway Company, and to contain the conditions that the
subsidy when earned shall be paid in the following manner :—

Ist. To the Hamilton Bridge Woiks Company in payment for bridge
superstructures on the said section of railway, when furnished and erected by
that company, not to exceed $35,000 ;

2nd. For the completion of the road-bed and works incidental thereto ;

3rd. Towards payment of overdue balances, pro rata, in settlement of
claims for labour, boarding-house claims, and material and supplies furnished
in connection with the construction of the said section of railway ; in all not
exceeding 30 miles.

525. To the Schomberg and Aurora Railway Company, for a line of railway from a

point on the Grand Trunk Railway between King and Newmarket, Ontario,
to Schomberg, in lieu of the subsidy granted by 1897, cap. 4, not exceeding
15 miles.

52S. To the Ottawa and Gatineau Railway Company, for a line of railway from the
end of the 62nd mile subsidized, towards Desert, in lieu of the subsidy granted
by 1897, cap. 4, sec. 2, paragraph 5, not exceeding 20 miles.

527. To the Restigouche and Western Railway Company, for its line of railway from
Campbellton on the Intercolonial Railway, New Brunswick, towards Grand
Falls, in lieu of the subsidy granted by 1897, cap, 4, sec. 2, paragraph 10, not
exceeding 20 miles.

52S. To the Pontiac Pacific Junction Railway Company, for 33 miles of its railway
from a point at or near Shawville, crossing the Ottawa River via Calumet
Island to Pembroke, including the bridging of both channels of the Ottawa
River at Calumet Island, 14 miles of which shall be in lieu of the unexpended
balance of subsidy granted by 1897, cap. 4, sec. 3, paragraph 2, not exceeding
8115,200.

52%9. To the Manitoulin and North Shore Railway Company, for its line of railway,
from a point on its line of railway between Sudbury and Little Current to its
junction v/ith the line of the Algoma Central and Hudson Bay Railway, at or

iii RAILWAY SUBSIDIES 65

SESSIONAL PAPER No. 20

near Goulais River, in addition to and in further extension of its railway
subsidized by 1900, cap. 8, sec. 2, paragraph 6, an additional mileage not
exceeding 130 miles.

«>30- For a line of railway from Grandique Ferry, Nova Scotia, to Aricliat, not exceed-
ing 8 miles.

*i31. To the Central Ontario Railway Company, for a further extension of it< line of
railway, subsidized by 1900, cap. 8, sec. 2, paragraph 5, northward, to a
junction with the Canada Atlantic Railway, at or near Whitney, Ontario, not
exceeding 20 miles.

aS'i. To the Kingston and Pembroke Railway Company, for a line of railway fiora a
point at or near Sharbot Lake, Ontario, via Lanark, to Carelton Place, not
exceeding 4 1 miles.

333. To the Norwood and Apsley Railway Company, for a line of railway from
Norwood, Ontario, to the village of Apsley, not exceeding 30 miles.

534. For a line of railway from a point on the Dominion Atlantic Railway at or near
Wolfville, Nova Scotia, to the Government pier on the Basin of Minas, not
exceeding one mile.

S33> To the Algoma Central and Tludson Bay Railway Company, for a line of railway
from Sault Ste. Marie to a point on the Canadian Pacific Railway at or near
White River, in the district of Algoma, in extension of the subsidy granted to
the Algoma Central Railway by 1899, cap. 8, s^c. 2, paragraph 23, and by
1900, cap, 8, sec. 2, paragraph 4, a further and additional mileage not exceed-
ing 13.5 miles.

53G. For a line of railway from Bridgetown, Nova Scot'a, to Middleton, in extension
of the line subsidized by 1900, cap. 8, sec. 2, paragraph 28, not exceeding 11
miles.

53T- For a line of railway from a point on the Grand Trunk Railway at or n ar
Burk's Falls, Ontario, to the Maganetawan River, not exceeding two miles.

538. For a line of railway between Halifax and the Central Railway, Nova Scotia,

from the end of the 40th mile from Halifax, subsidized by 1900, cap. 8, sec. 2,
paragraph 40, to a junction with the Central Railway, Nova Scotia, not
exceeding 30 miles.

539. For a line of railway from a point on the Algoma branch of the Canadian Pacific

Railway at or near Bruce Lake Station, northerly to a point at or near Rock
Lake, in the district of Algoma, not exceeding 9 miles.

540. For a line of railway from Roberval, Quebec, westward towards James Bay, not

exceeding 60 miles.

541. For a line of railway from a point upon the Stonewall branch or the Selkirk

branch of the Canadian Pacific Railway to Icelandic River by way of Gimli,
not exceeding 35 miles.

542. To the Restigouche and Western Railway Company, for an extension of its line

of railway from the 50th mile from Campbellton already subsidized, westward,
to eflFect a junction with its line of railway subsidized 27 miles east from the
St. John River, not exceeding 33 miles.

543. For a line of railway from Duncan Lake towards Lardo or Arrow Lake, British

Columbia, or from Lardo to Arrow I^ake, in lieu of the subsid}' granted by
1900, cap. 8, sec. 2, paragraph 21, not exceeding 30 miles.

3. The Governor in Council may grant to the Ottawa and Gatineau Railway, for
its unearned balance of subsidy upon the 62 miles of its line of railway from Hull
towards Desert, granted by 1897, chap. 4, sec. 3, paragrapli 3, a sum not exceeding
$35,872.

4. The subsidies hereby authorized, and any subsidies heretofore authorized under
any Act of Parliament of Canada still in force but not fully paid, towards the construct-
ion of any railway or bridge, shall be payable out of the Consolidated Revenue Fund of
Canada, and may, unless otherwise expressly provided in this Act. at the option of the

20— iii— 5

66 DEPARTMENT OF RAILWAYS AND CANALS UI

8-9 EDWARD VII., A. 1909

Governor in Council, on the report of the Minister of Railways and Canals, be paid as
follows : — J,

(a.) upon the completion of the work subsidized ; or

(b.) by instalments, on the completion of each ten-mile section of the railway, in
the proportion which the cost of such completed section bears to that of the whole work
undertaken ; or

(c.) upon progress estimates on the certificate of the Chief Engineer of Government
Railways, that, in his opinion, having regard to the whole work undertaken and the
aid granted, the progress made justifies the payment of a sum not less than sixty
thousand dollars ; or

(d.) with respect to (b.) and (c), part one way, part the other.

a. The subsidy of 66 miles granted to the Manitoulin and North Shore Railway
Company for a line of railway between Little Current, on Manitoulin Island, and
Sudbury, Ontario, by paragraph 6 of section 2 of chapter 8 of the statutes of 1900,
may be contracted for with the company and paid, and the work may be begun and
prosecuted in two sections, the first beginning at or near Victoria Mines, in the town-
ship of Denison, and extending to Sudbury, and thence north-easterly towards Lake
Wahnapitse, not exceeding 33 miles ; the second section beginning at Little Current
and extending to and connecting with the Canadian Pacific Railway at or near Stanley,
in the township of Baldwin, on the Canadian Pacific Railway, not exceeding 31 miles ;
subject, however, to the compan}^ carrying out the undertaking contained in paragraph
6 of section 2 of chapter 8 of the statutes of 1900.

tt. The subsidies hereinbefore authorized to be granted to companies named, shall,
if granted by the Governor in Council, be granted to such companies respectively ; the
other subsidies may be granted to such companies as establish to the satisfaction of the
Governor in Cnuncil their ability to construct and complete the said railways respectively ;
all the lines for the construction of which subsidies are granted, unless they are already
commenced, shall be commenced within two years from the first day of August, 1901,
and completed within a reasonable time, not to exceed four years from the said first
day of August, to be fixed by the Governor in Council, and shall also be constructed upon a
location, and according to descriptions, conditions, and specifications approved by the
Governor in Council on the report of the Minister of Railways and Canals, and specified
in each case in a contract between the company and the said Minister, which contract
the Minister, with the approval of the Governor in Council, is hereby empowered to
make.

T. The granting of such subsidies, and the receipt thereof by the respective
companies, shall be subject to the condition that the Governor in Council may at all
times provide and secure to other companies such running powers, traffic arrangements,
and other rights, as will aiforJ to all railways connecting with those so subsidized,
reasonable and proper facilities in exercising such running powers, fair and reasonable
traffic arrangements with connecting companies, and equal mileage rates between all
such connecting railways ; and the Governor in Council shall have absolute control, at
all times, over the rates and tolls to be levied and taken by any of the companies, or
upon any of the railways hereby subsidized.

8. Every company receiving a subsidy under this Act, its successors and assigns,
and any person or company coatrolling or operating the railway or portion < f railway
subsidized under this Act, shall each year furnish to the Government of Canada
transportation for men, supplies, materials and mails over the portion of the line in
respect of which it has received such subsidy, and, whenever required, shall furnii<h mail
cars properly equipped for such mail service ; and such transportation and service shall
be performed at such rates as are agreed apon between the Minister of the Department
of the Government for which such service is being performed and the company performing
it, and, in case of disagreement, then at such rates as are approved by the Governor in
Council ; and in or towards payment for such charges the Government of Canada shall

iii RAILWAY SUBSIDIES 67

SESSIONAL PAPER No. 20

be credited by the company with a sura equal to three per cent per annum on the amount
of the subsidy received by the company under this Act.

0. As respects all railways for which subsidies are granted by this Act, the com-
pany at any time owning or operating any of the railways shall, when required, produce
and exhibit to the Minister of Railways and Canals, or any person appointed by him,
all books, accounts and vouchers, showing the cost of constructing the railway, the cost
of operating it, and the earnings thereof.

lO. The Governor in Council may make it a condition of the grant of the subsidies
herein provided, or any heretofore authorized by any Act of Parliament as to which a
contract has not yet been entered into with the company for the construction of the
railway, that the company shall lay its road with new steel rails, made in Canada, if
they are procurable in Canada of suitable quality, upon terms as favourable as other
rails can be obtained, of which the Minister of Railways and Canals shall be the judge.

By the Act ord Edward VII., chap. 57 (assented to 2^th October, 1903.)

1. In this Act, unless the context otherwise requires, the expression 'cost' means
the actual, necessary and reasonable cost and shall include the amount expended upon
any bridge, up to and not exceeding §25,000, forming part of the line of railway subsi-
dized not otherwise receiving any bonus, but shall not include the cost of terminals and
right of way of the railway in any city or incorporated town ; and such actual, neces-
sary and reasonable cost shall be determined by the Governor in Council, upon the
recommendation of the Minister of Railways and Canals, and upon the report of the
Chief Engineer of Government Railways, certifying that he has made or caused to be
made an inspection of the line of railway for which payment of subsidy is asked, and
careful inquiry into the cost thereof, and that in his opinion the amount upon which the
subsidy is claimed is reasonable, and does not exceed the true, actual and proper cost of
the construction of such railway.

2. The Governor in Council may grant a subsidy of $3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hereinafter respectively stated) which shall not cost more on the
average than $15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of railway not exceeding the mileage hereinafter stated, which
shall cost more on the average than $15,000 per mile for the mileage subsidized, a fur-
ther subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the
average cost of the mileage subsidized as is iu excess of $15,000 per mile, such subsidy
not exceeding in the whole the sum of $6,400 per mile : —

344. To the Tilsonburg, Lake Erie and Pacific Railway Company, for a line of rail-
way from the present terminus at Ingersoll to Woodstock, not exceeding 9
miles, in lieu of the subsidy granted by item 26 of section 2 of chapter 7 of
1899.

545. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for a line of rail-

way from Burketon to Bobcaygeon, not exceeding 40 miles, in lieu of the
subsidy granted by item 11 of section 2 of chapter 7 of 1899.

546. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railwav

from Golden Lake to Bancroft, not exceeding 51 miles, in lieu of the subsidy
granted by item 6 of section 2 of chapter 7, 1901.

547. To the Central Ontario Railway, for a further extension of its railway from a

point at or near Bancroft to a point on the Canada Atlantic Railway at or
near Whitney, not exceeding 40 miles, in lieu of the subsidies granted by item
5 of section 2 of chapter 8 of 1900, and item 16 of section 2 of chapter 7 of
1901, respectively.

20— iii— 5J

68 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909;

54:8. To the Strathroy and Western Counties Railway Company, for a line of railway
from a point at Lambeth to Strathroy, via the villages of Delaware, Mount
Brydges and Caradoc Station on the Canadian Pacific Railway, and from
Strathroy northerly to Forest, Thedford or Parkhill, not exceeding in all .31
miles, in lieu of subsidies granted by item 4 of section 2 of chapter 7, 1899,
and item 2 of section 2 of chapter 8 of 1 900, respectively.

549. To the Montfort and Gatineau Colonization Railway Company, to extend its
railway from Arundel to a point in the municipality of the united tow nships
of Preston and Hartwell, not exceeding 30 miles, in lieu of the subsidy granted
by item 31 of section 2 of chapter 8 of 1900.

5»30. For a line of railway from Jonquieres to La Bale des Ha Ha, not exceeding 20
miles, in lieu of the subsidy of 12 miles granted by item 21 of section 2 of
chapter 7 of 1899.

^ol. For a line of railway from Lime Ridge northerly through the county of Wolfe
in the county of Megantic, not exceeding 50 miles, being a revote of the sub-
sidy granted by chapter 4 of 1894.

5S3. For a line of railway from Joliette to or near Lake Manuan, a distance not
exceeding 60 miles, being a revote and in lieu of subsidies granted by chapter
4 of 1897 and chapter 8 of 1900.

555. For a line of railway from St. Eustache to St. Placide in the county of Two

Mountains, not to exceed 18 miles ; from St. Eustache to Sault au Recollet,
12 miles ; and from St. Placide to St. Andrews, 8 miles — not exceeding in all
38 miles ; being a revote of subsidies granted by chapter 24 of 1887 and
chapter o of 1892, respectively.
354. For a line of railway from Roberval westward towards James Bay, not exceeding
60 miles, in lieu of the subsidy granted by item 25 of section 2 of chapter 7 of
1901.

556. For a line of railway from Yamaska to Lotbiniere, a distance not, exceeding 70

miles, in lieu of the subsidy granted by item 27 of section 2 of chapter 7 of
1899.

55T. To the Ottawa, Northern and Western Railway Company, for that portion of
its line from a point at the east end of the Hull station yard of the Canadian
Pacific Railway to a point of junction with the Interprovincial Bridge aji-
proach in the city of Hull, not exceeding one mile ; and for a line of railway
to the boundary line of the city of Hull from a point on the Ottawa and
Gatineau Railway, now the Ottawa, Northern and Western Railway, not
exceeding one-quarter of a mile ; in lieu of any balance of mileage subsidized
by items 12 and 39 respectively of section 2 of chapter 7 of 1899.

55S. To the International Railway Company of New Brunswick (formerly the Resti-
gouche and Western Railway Company), for a line of railway from the west-
ern end of the ten miles of its railway, as already constructed from Campbell-
ton towards a point on the St. John River between Grand Falls and Edmunds-
ton, not exceeding 67 miles, being a revote, and in lieu of subsidies granted by
chapter 4 of 1897, item 42 of section 2 of chapter 7 of 1899, and item 22 of
section 2 of chapter 8 of 1900.

«5»>1>. For a line of railway from Woodstock to the International Boundary, not ex-
ceeding 26 miles, being a revote of the subsidy granted by chapter 4 of 1894.

500. To the St. John Valley Railway Company, for a line of railway from a point on
the Canadian Pacific Railway at or near Welsford or Westfield, or between
the said two points, to Gagetown, not exceeding 30 miles, being a revote of the
subsidy granted by chapter 4 of 1897.

361. To the Shediac and Coast Raihvay Company, for a line of railway from Shediac
to Shemogue and towards Cape Tormentine, in Westmoreland County, not
exceeding 38 miles, in lieu of the subsidy granted by item 25 of section 2 of
chapter 8 of 1900.

iii RAILWAY SUBSIDIES 69

SESSIONAL PAPER No. 20 , '

56!3. To the Mabou and Gulf Railway Company, Limited, for a line of railway from
Mabou Coal Mines to a point at or near Glendyer, thence to Orangedale on
the Intercolonial Railway, not exceeding 34 miles, a revote of the subsidy
granted by chapter 4 of 1894, and in substitution of the 25 miles subsidized
thereby from Orangedale to Broad Cove.

SG3. To the Nova Scotia Eastern Railway Company, Limited, for a line of railway
from New Glasgow to Cross Roads, Country Hai'bour, thence to the town of
Guysborough, and thence to the Strait of Canso ; with a branch from Cross
Roads, Country Hai'bour, aforesaid, down the Country Harbour River to the
Deep Waters thereof, not exceeding 116 miles ; in lieu of subsidies for 40 and
80 miles granted by items 4 and 1, respectivel}^, of section 2 of chapter 7 of
1901.

9(14. For a line of railway from Debert Station on the Intercolonial Railway to
Debert Coal Mine, not exceeding 4^ miles, in lieu of the subsidy granted by
item 29 of section 2 of chapter 8 of 1900.

5G5' For a line of railway from a point on the Joggins Railway near River Hebert
Railway Bridge to the village of Minudie, not exceeding 6 miles, being a revote
and in substitution of subsidy granted by chapter 4 of 1894.

56G. To the Middleton and Victoria Beach Railway Company, Limited, for a line of
railway from Victoria Beach to Middleton, not exceeding 41 miles, in lieu of
subsidies granted by item 28 of section 2 of chapter 8 of 1900, and by item 21
of section 2 of chapter 7 of 1901.

♦JCT. To the Halifax and South-western Railway Company, for the following lines of
railway : —

(a.) A line of railway from a point at or near Halifax to a point on the Central
Railway at or near Mahone Ba}'^, not exceeding 68 miles.

(b.) A line of railway from a point on the Central Railway at or near Bridgewater
towards Bai rington Passage, not exceeding 77 miles.

(c.) A line of railway from a point at or near New Germany on the Central Rail-
way to a point at or near Caledonia, not exceeding 22 miles.

(d.) A line of railway from a point at or near Caledonia to Livei-pool, not exceed-
ing 29 miles.

The subsidies to the said lines of railway being granted in lieu of subsidies granted
by items 17, 18, 35 and 36 of section 2 of chapter 7, 1899 by items 26 and 40
of section 2 of chapter 8 of 1900, and items 5 and 23 of section 2 of chapter 7
of 1901, respectivley.

56S. To the Inverness Railway and Coal Company, formerly the Inverness and
Richmond Railway Company, Limited, for 8 miles of railway between Point
Tupper and Broad Cove ; and for a line of railway not exceeding 37 miles,
from Cheticamp to a point on the line alx-eady built between Broad Cove and
Point Tupper, being a revote and in substitution of the subsidy granted by
chapter 4 of 1897.

5G9. For a line of railway from a point at or near Wolfville on the Dominion Atlantic
Railway to the Government pier on the Basin of Minas, not exceeding one
mile, in lieu of the subsidy granted by item 19 of section 2 of chapter 7 of
1901.

570. To the Nicola, Kamloops and Similkameen Coal and Railway Company, for a

line of railway from a point at or near Spence's Bridge on the Canadian Pacific
Railway to Nicola Lake, not exceeding 45 miles, being a revote of subsidies
granted by chapter 5 of 1892 and chapter 4 of 1894.

571. For a line of railway from Winnipeg Beach or Teulon to a point on Icelandic

River, by way of Gimli, not exceeding 35 miles, in lieu of the subsidy granted
by item 26 of section 2 of chapter 7 of 1901.

70 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD VII., A. 1909

572. To the Edmonton, Yukon and Pacific Railway Company, for a line of railway

from the town of Strathcona to Edmonton, and thence westerly towards the
Yellow Head Pass, a distance not exceeding 50 miles, in lieu of the subsidy
granted by item 41 of section 2 of chapter 7 of 1899.

573. To the St. John Valley and Riviere du Loup Railway Company, for a line of

railway from Fredericton to Woodstock, not exceeding 59 miles, in lieu of the
subsidy granted by item 5 of section 2 of chapter 7 of 1899.

574. For a line of railway from Hawkesbury, Ontario, to South Indian, not exceeding

35 miles, in lieu of the subsidy granted by item 22 of section 2 of chapter 7 of
1899.

575. To the Tilsonburg, Lake Erie and Pacific Railway Company, for a line of railway

from Woodstock northerly to a point on the Grand Trunk Railway at Berlin,
or from Ingersoll to Stratford, or to any point on the Grand Trunk Railway
between these places, not exceeding 35 miles, being in addition to and contin-
uation of the 9 miles mentioned in item 1 of this section (544).

576. To the Irondale, Bancroft and Ottawa Railway Company, for a line of railway

from the present terminus of its railway, near Baptiste, easterly to a point at
or near Renfrew, not exceeding 75 miles.

577. To the Nepigon Railway Company, for a line of railway from Lake Superior to

Lake Nepigon, and from a point on the north shore of Lake Nepigon northerly,
not exceeding 80 miles.
678. To the Manitoulin and North Shore Railway Company, for a line of railway
from Little Current on its present line, to Sudbury, and thence towards the
main line of the Canadian Pacific Railway Company, not exceeding 30 miles,
in lieu of the subsidy for 21 miles granted by item 38 of section 2 of chapter
7 of 1899.

579. To the Thunder Bay, Nepigon and St. Joe Railway Company, for a line of

railw^ay from Port Arthur north-easterly, not exceeding 50 miles.

580. To the Timagami Railway Company, for a line of railway from a point at or

near Sturgeon Falls in a north-westerly direction to a point on the westerly
shore of Lake Timagami in the district of Nipissing, not exceeding 50 miles.

581. To the Bay of Quinte Railway Company, for further extension of its line of

railway, from the northern terminus thereof, commencing from a point at or
near Actinolite, thence in a north-westerly direction, via the villages of
Queensboro' and Bannockbiirn, to a point in the township of Marmora or Lake
in Hastings County, not exceeding 20 miles in all.

582. To the Bruce Mines and Algoma Railway Company, for 21 miles from the end

of its line, as subsidized by chapter 7 of 1901, northward, not exceeding 21
miles.

583. To the James Bay Railway Company, for a line of railway from Toronto, via

the east side of Lake Simcoe, to a point at, near, or beyond Sudbury, through
Parry Sound, not exceeding 265 miles, in lieu of two subsidies granted by
chapter 8 of 1900, for 35 and 20 miles, respectively, from Parry Sound towards
James Bay.

584. To the Quebec and Lake St. John Railway Company, for one mile of railway

from Roberval to the Government wharf at Lake St. John.

585. To the Montfort and Gatineau Colonization Railway Company, for the extension

of its line of railway from Morin Flats to St, Jerome, to connect with the
Great Northern Railway, not exceeding 22 miles.

586. To the Interprovincial and James Bay Railway Company, for a line of railway

from Lake Timiskaming at the present terminus of the Canadian Pacific Rail-
way line, in a northerly direction, not to exceed 50 miles.

587. For a line of railway from Waltham Station to Ferguson Point, in the county of

Pontiac, not exceeding 20 miles.

588. For a line of railway from Lake Nominingue to Le Lievre, not exceeding 35

miles.

iii RAILWAY SUBSIDIES 71

SESSIONAL PAPER No. 20

5S9. For a line of railway in extension of the line from Lime Ridge into the county
of Megantic to the bridge over the St. Lawrence at or ne*'" Quebec, not
exceeding 30 miles.

390. To the Quebec Central Railway Company, for an extension of its line of railway
from St. Fran9ois to St. George, not exceeding 9 miles ; also for a railway
from Scott Junction to the Quebec bridge, not exceeding 22 miles.

591. For a line of railway from the station of Lac Bouchette on the Quebec and Lake

St. John Railway to St. Andre, not exceeding 13 miles.

592. For a line of railway from Quebec towards Seven Islands, including branches to

Murray Bay and Bale St. Paul, not exceeding 200 miles.
393. For a branch line from a point at or near the intersection of the Canadian Pacific
Railway and the Great Northern Railway between St. Philippe d'Argenteuil
and Lachute, thence in a northerly direction, passing through the village of
Brownsburg, not exceeding 3 miles.

594. To the Orford Mountain Railway Company, for a line of railway from a point

on its main line between Lawrenceville and Eastman to Lake Bonella, 5 miles ;
from Kingsbury to Windsor Mills, 10 miles; and from Eastman to the town
Kne between the township of Bolton, east part, and the township of Potton, 12
miles — not exceeding in the whole 27 miles.

595. To the Atlantic, Quebec and Western Railway Company, for a line of railway

from Gaspe to a point at or near Causapscal on the Intercolonial Railway, and
from that point to Edmundston, not exceeding 260 miles ; and for a line of
railway from Paspebiac to Gaspe as near the shore as practicable, not exceed-
ing 102 miles.

59B. For a line of railway, in addition to and in extension of the line mentioned in
item 1 1 (.5.54) of this section, from Roberval towards James Bay, not exceed-
ing 40 miles.

59'7. For a branch line from a point near the bridge at Trois Pistoles River on the
Intercolonial Railway in a south-easterly direction to Mackenzie and Renouf
Falls, on the Trois Pistoles River, not exceeding 2^ miles.

59j$. To the Matane and Gaspe Railway Company, for a line of railway from a point
at or near St. Octave on the Intercolonial Railway to Matane, not exceeding
30 miles.

599. To the Chateauguay and Northern Railway Company, for a line of railway from

a point on its main line at or near L'Epiphanie, passing by way of the parish
of St. Jacques de I'Achigan to the village of Rawdon, not exceeding 16 miles.

600. For a line of railway from the line of the Montreal and Atlantic Railway Com-

pany at St. Guillaume to the River Yamaska to join with the South Shore
Railway, a distance not exceeding 12 miles.

601. For aline of railway from La Tuque on the St. Maurice River to a point on the

Lake St. John Railway near the River Jeannotte, not exceeding 35 miles.
003. To the Montreal Northern Railway Company, for a line of railway from a point
at or near Ste. Agathe des Monts station towards the township of Howaid, in
the county of Argenteuil, passing near Lakes St. -loseph and Ste. Marie, in a
southerly direction, a distance not exceeding 15 miles.

603. To the Internationial Railway Company of New Brunswick, fs^r a line of railway,

in addition to and in extension of the line of 67 miles mentioned in item 14 of
this section, to a point* on the St. John River between Grand Falls and
Edmundston, not exceeding 33 miles.

604. To the Beersville Coal and Railway Company, for a line of railway from Adams-

ville on the Intercolonial Railway to a point at or near Brown's Landing or
Beersville, not exceeding 7 miles.

72 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909-

60»1>. To the York and Carleton Railway Company, for a line of railway from its

present terminus westerly, not exceeding 5 miles.
006. To the Mabou and Gulf Railway Company, Limited, for a line of railway from

a point on the Intercolonial Railway at or near Mines Road Station to the

wharf at Caribou Cove, not exceeding 4 miles, being in addition to subsidy

mentioned in item 18 (562) of this section.
607. To the Nova Scotia Eastern Railway Company, Limited, for a line of railway

from Dartmouth through the Musquodoboit Valley to a point at or near

Melrose to connect there with the railway mentioned in item 19 (563) of this

section, not exceeding 120 miles.
60^. To the Midland Railway Company, Limited, for a line of railway from Truro

northerly towards Brule, not exceeding 34 miles.
<>09. For a line of railway from St. Peters to Louisburg, not exceeding 50 miles.

610. To the Koetenay Central Railway Company, for a line of railway from Golden

to the International Boundary Line, via Windermere and Fort Steele, and
crossing the Crow's Nest Railway at or near Elko, not exceeding 1 86 miles.

611. To the Kettle River Valley Railway Company, for a line of railway from Grand

Fox'ks to a point 50 miles up the North Fork and West Fork of the North
Fork of Kettle River, not exceeding 50 miles.

613. For a line of railway from Wellington to Union Bay, not exceeding 55 miles.

6 15. For a line of railway from Midway to Vernon, not exceeding 150 miles.

614. To the. St. Mary's River Railway Company, for a line of railway from Spring

Coulee, crossing St. Mary's River to Cardston, 16 miles, and from a point on
this line to or near the intake of the irrigation canal, about 16 miles, in all
not exceeding 32 miles.
Qf S. For a line of railway from Dawson to Stewart River, passing at or near Grand
Forks, not exceeding 84 miles.

616. To the Canadian Pacific Railway Company, for a branch line from a point on

the main line between Moosomin and Elkhorn, north-westerly to a point in
the neighbourhood of the Pheasant Hills, not exceeding 136 miles.
UlT", For a line of railway from a point at or near Medicine Hat on the Canadian
Pacific Railway to the coal fields in or near townships 12 and 13, range 6,
west of the fourth principal meridian, not exceeding 8 miles.

618. To the Great Northern Railway of Canada, for a line of railway from Garneau

Junction to the Quebec bridge, not exceeding 70 miles.

619. To the Halifax and South-western Railway Company, for a line of railway to

Barrington Passage, in addition to and in continuation of the 77 miles men-
tioned in paragraph (b) of item 23 (567) of this section, not exceeding 35 miles.
6S0. To the Lake Superior, Long Lake and Albany Railway Company, for a line of
railway from Peninsula Harbour in a northerly direction, not exceeding 10
miles.

621. To the Cumberland Railway and Coal Company, for a line of railway from

Parrsboro' Station to Riverside Wharf, not exceeding 1 mile.

622. To the Indian River Hallway Company, for a line of railway from a point at or

near the north end of Lake Megantic, thence southerly along the said lake to
a point on the International Boundary, not exceeding 1 9 miles.

3. The Governor in Council may grant the subsidies hereinafter mentioned towards
the construction of the bridges also hereinafter mentioned, that is to say : —

Towards the construction and completion of a railway bridge and approaches
over the Nicolet River at Nicolet, in lieu of the grant under item 39 of section 2 of
chapter 8 of 1900, $15,000.

Towards the construction of the steel superstructure of a railway bridge on the
St. Francis River, in the county of Yamaska, in lieu of the grant under item 38 of sec-
tion 2 of chapter 8 of 1900, but subject to the same conditions as expressed therein,
payable to the Canadian Bridge Company of Walkerville, as their claim may appear for
'work already done on the said bridge, f 50,000.

iii RAILWAY SUBSIDIES 73

SESSIONAL PAPER No. 20 . '

3. To the Canadian Bridge Company of Walkerville. to strengthen and complete
the foundation and approaches to the bridge over the St. Francis River subsidized in
favour of the South Shore Railway Company by section 3 of chapter 7 of 1899, $35,000,
which amount shall remain the first charge on the road, and shall be recouped to the
Treasury out of subsidies earned or to be earned, $35,000.

4. To the Chateauguay and Northern Railway Company, in addition to the subsidy
for the Bout de I'lle bridge granted by item 33 of section 2 of chapter 8 of 1900,
$50,000.

4. The subsidies hereby authorized towards the construction of any railway or
bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may,
unless otherwise expressly provided in this Act, at the option of the Governor in Council,
on the report of the Minister of Railways and Canals, be paid as follows : —

(a.) upon the completon of the work subsidized ; or

(6.) by instalments, on the completion of each ten-mile section of the railway, in
the proportion which the cost of such completed section bears to that of the whole work
undertaken ; or

(c.) upon the progress estimates on the certificate of the Chief Engineer of the
Department of Railways and Canals, that, in his opinion, having regard to the whole
work undertaken and the aid granted, the progress made justifies the payment of a sum
not less than thirty thousand dollars ; or

(d.) with respect to (6) and (c), part one way, part the other,

»>. The subsidies hereinbefore authorized to be granted to companies named sh?Jl,
if granted by the Governor in Council, be granted to such companies respectively ; the
other subsidies may be granted to such companies as establish to the satisfaction of the
Governor in Council their ability to construct and complete the said railways and
bridges respectively ; all the lines and bridges for the construction of which subsidies
are granted, unless they are already commenced, shall be commenced within two years
from the first day of August, 1903, and completed within a reasonable time, not to exceed
four years from the said first day of August, to be fixed by the Governor in Council,
and shall also be constructed according to descriptions, conditions and specifications
approved by the Governor in Council on the report of the Minister of Railways and
Canals, and specified in each case in a contract between the Company and the said
Minister, which contract the Minister, with the approval of the Governor in Council, is
hereby empowered to make. The location also of such subsidized lines and bridges
shall be subject to the approval of the Governor in Council.

6. The granting of such subsidies, and the receipt thereof by the respective com-
panies, shall be subject to the condition that the Governor in Council may at all times
provide and secure to other companies such running powers, traffic arrangements and
other rights, as will afford to all railways connecting with the railways and bridges so
subsidized, reasonable and pi'oper facilities in exercising such running powers, fair and
reasonable traflic arrangements with connecting companies, and equal mileage rates
between all such connecting railways ; and the Governor in Council shall have absolute
control, at all times, over the rates and tolls to be levied and taken by any of the com-
panies, or upon any of the railways and bridges hereby subsidized.

7. Every company receiving a subsidy under this Act, its successors and assigns,
and any person or company controlling or operating the railway or portion of railway
subsidized under this Act, shall each year furnish to the Government of Canada ti-ans-
portation for men, supplies, materials and mails over the portion of the line in respect
of which it has received such subsidy, and whenever required, shall furnish mail cars
properly equipped for such mail service ; and such transportation and service shall be
performed at such rates as are agreed upon between the Minister of the department of
the Government for which such service is being performed and the company performing
it, and, in case of disagreement, then at such rates as are approved by the Governor in

74 DEPARTMENT OF RAILWATS AND CANALS Hi

8-9 EDWARD VII., A. 1909

Council ; and in or towards payment for such charges the Government of Canada shall
be credited by the company with a sum equal to three per cent per annum on the
amount of the subsidy received by the company under this Act.

S. As respects all railways and bridges for which subsidies are granted by this
Act, the company at any time owning or operating any of the railways shall, when
required, produce and exhibit to the Minister of Railways and Canals, or any person
appointed by him, all books, accounts and vouchers, showing the cost of constructing
the railway or bridge, the cost of operating it, and the earnings thereof.

9. The Governor in Council may make it a condition of the grant of the subsidies
herein provided, or any heretofore authorized by any Act of Parliament as to which a
contract has not yet been entered into with the company for the construction of the
railway, that the company shall lay its road with new steel rails, made in Canada, if
they are procurable in Canada of suitable quality, upon terms as favourable as other
rails can be obtained, of which the Minister of Railways and Canals shall be judge.

By Special Act 4 Edtoard VII., Chap. 3^, 190^.

1. In this Act, unless the context otherwise requires, the expression " cost " means
the actual, necessary and reasonable cost, and shall include the amount expended upon
any bridge, up to and not exceeding $25,000, forming part of the line of railway subsi-
dized not otherwise receiving any bonus, but shall not include the cost of terminals
and right of way of the railway in any city or incorporated town ; and such actual,
necessary and reasonable cost shall be determined by the Governor in Council, upon
the recommendation of the Minister of Railways and Canals, and upon the report of
the Chief Engineer of Government Railways, certifying that he has made or caused to
be made an inspection of the line of railway for which payment of subsidy is asked,
add careful inquiry into the cost thereof, and that in his opinion the amount upon
which the subsidy is claimed is reasonable, and does not exceed the true, actual and
proper cost of the construction of such railway.

2. The Governor in Council may grant a subsidy of $3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hereinfter respectively stated) which shall not cost more on the
average than $15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of railway not exceeding the mileage hereinafter stated, which
shall cost more on the average than $15,000 per mile for the mileage subsidized, a
further subsidy beyond the sum of $3,200 per mile of 50 per cent on so much of the
average cost of the mileage subsidized as in excess of $15,000 per mile, such subsidy not
exceeding in the whole the sum of $6,400 per mile : —

CST- To the Bracebridge and Trading Lake Railway Company, for a railway from
Bracebridge in Muskoka, to a point at or near BS-ysville, Ontario, in lieu of
the subsidy granted by item 7 of section 2 of chapter 8 of 1900, not exceeding
14 miles.

6^S- To the Bruce Mines and Algoma Railway Company, for the following lines of

railway : —
(a.) For that portion of its line of railway from Bruce Mines Junction southerly

to the town of Bruce Mines, on Lake Huron, a distance not exceeding 3

miles ;
(h) For the 6 miles of railway constructed from Gordon Lake Station, being the

end of its line as subsidized by chapter 7 of 1901, northward to Rock Lake, a

distance of 6 miles ;
(c) For 12 miles from Rock Lake northward, a distance not exceeding 12 miles ;
The subsidies to the said lines being granted in lieu of the subsidy granted by item
38 of section 2 of chapter 67 of 1903, not exceeding 21 miles.

iii RAILWAY SUBSIDIES 75

SESSIONAL PAPER No. 20

630. To the Nepigon Railway Company, for the following lines of railway : —

(a.) From a point at or near Nepigon Station on the line of the Canadian Pacific

Railway to Nepigon Lake, not exceeding 30 miles ;
(b.) From a point on Nepigon Bay of Lake Superior to a point on the west of Lake

Helen on the line of the Nepigon Railway, not exceeding 3| miles ;
(c.) From a point on the line of the Nepigon Railway at or near the crossing of

the Fraser River, to a point on Lake Jesse, by way of Cameron's Falls, not

exceeding 1 h mile :
(d.) From a point on the north shore of Lake Nepigon northerly, not exceeding 45

miles ;
The subsidies to the said lines being granted in lieu of the subsidy granted by item

33 of section 2 of chapter 57 of 1903, not exceeding 80 miles.

630. For the construction of a branch line of railway beginning at the Canadian
Pacific Railway Company's main line at St. Philippe d'Argenteuil Station, or
at a point between there and Grenville, thence in a northerly direction, in lieu
of the subsidy granted by item 49 section 2 of chapter 57 of 1903, not exceed-
ing 3 miles.

031. To the Chateauguay and Northern Railway, for a railway from a point in
Hochelaga ward, Montreal, to a point on the Great Northern Railway in or
near the Town of Joliette, passing at or near the Town of L'Assomption,
Quebec, together with a spur line into the said town, in lieu of the subsidy
granted by item 32 of section 2 of chapter 8 of 1 900, not exceeding 42 miles.

633. To the Great Northern Railway Company of Canada, to enable it to extend its
railway from Arundel to a point in the municipality of the united Townships
of Preston and Hartwell, Province of Quebec, in lieu of the subsidy granted to
the Montford and Gatineau Colonization Railway by item 6 of section 2 of
chapter 57 of 1903, not exceeding 30 miles.

033. To the Chateauguay and Northern Railway Company, for a branch line from a
point on its main line at or near Charlemagne, thence northerly and westerly
to a point on the Montford and Gatineau Railway at or near Morin Flats, in
lieu of the subsidy granted to the Montford and Gatineau Colonization
Railway by item 41 of section 2 of chapter 57 of 1903, not exceeding 22
miles.

634- To the Ottawa River Railway Company, for a line of Railway from a point at
or near St. Agathe des Monts Station towards the township of Howard in
the County of Argenteuil, passing near Lakes St. Joseph and St. Marie, in a
southerly direction, in lieu of the subsidy granted to the Montreal Northern
Railway Company by item 58 of section 2 of chapter 57 of 1903, not exceeding
15 miles.

633. To the Ottawa River Railway Company, for a line of railway between a point
in the Parish of St. Andrews, in the County of Argenteuil, and a point in the
Parish of St. Lawrence, in the County of Jacques Cartier, passing through the
Parishes of St. Placide, St. Eustache and St. Martin, in lieu of the subsidy
granted by item 10 of section 2 of chapter 57 of 1903, not exceeding 38 miles.

636. For a line of railway from Lardo towards Upper Arrow Lake, British Columbia,

in lieu of the subsidy granted by item 29 of section 2 of chapter 7 of 1903,
not exceeding 30 miles.

637. To the Western Alberta Railway Company, from a point on the United States

boundary, west of range 27, northwesterly towards Anthracite, in the district
of AlV)erta, in lieu of the subsidy granted by item 40 of section 2 of chapter 7
of 1899, not exceeding 50 miles.

76 DEPARTMENT OF RAILWAYS AND CANALS iii

8-9 EDWARD Vll.. A. 1909

3. The Governor in Council may grant the subsidy hereinafter mentionned towards
the construction of the bridge also hereinafter mentioned, that is to say : —

OSS. To the Chateauguay and Northern Railway Company, tlie balance remaining
unpaid of the subsidy granted by item 33 of section 2 of chapter 8 of 1900,
for a single-track standard railway bridge, with two roadways 10 feet wide
for free vehicular traffic, the same as upon a public highway, from Bout de
L'lle to Charlemagne at the Junction of the Ottawa and St. Lawrence Rivers,
a sum not exceeding $51,000.

4. The subsidies hereby authorized towards the construction of any railway or
bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may,
unless otherwise expressly provided in this Act, at the option of the Governor in
Council, on the report of the Minister of Railways and Canals, be paid as follows : —

(a.) Upon the completion of the work subsidized ; or

(b.) By instalments, on the completion of each ten -mile section of the railway, in
the proportion which the cost of such completed section bears to that of the whole
work undertaken ; or

(c.) Upon the progress estimates on the certificate of the Chief Engineer of the
Department of Railways and Canals, that, in his opinion, having regard to the whole
work undertaken and the aid granted, the progress made justifies the payment of a sum
not less than thirty thousand dollars ; or

(d.) With respect to (b) and (c), part one way, part the other.

5. The subsidies hereinbefore authorized to be granted to companies named shall,
if granted by the Governor in Council, be granted to such companies respectively ; the
other subsidies may be granted to such companies as establish to the satisfaction of the
Governor in Council their ability to construct and complete the said railways and
bridges for the construction of which subsidies are granted, unless they are already
commenced, shall be commenced within two years from the first day of August, 1904.
and completed within a reasonable time, not to exceed four years from the said first
day of August, to be fixed by the Governor in Council, and shall also be constructed
according to descriptions, conditions and specifications approved by the Governor in
Council on the report of the Minister of Railways and Canals, and specified in each
case in a contract between the Company and the said Minister, which contract the
Minister, with the approval of the Governor in Council, is hereby empowered to make.
'J he location also of such subsidized lines and bridges shall be subject to the approval
of the Governor in Council.

6. The granting of such subsidies, and the receipt thereof by the respective com-
panies, shall be subject to the condition that the Board of Railway Commissioners for
Canada may at all times provide and secure to other companies such running powers,
tratfic arrangements and other rights, as will afford to all railways connecting with the
railways and bridge so subsidized, reasonable and proper facilities in exercising such
running powers, fair and reasonable traffic arrangements with connecting companies,
and equal mileage rates between all such connecting railways ; and the said Board shall
have absolute control, at all times, over the rates and tolls to be levied and taken by
any of the companies, or upon any of the railways and the bridge hereby subsidized.
Provided always that any decision of the said Board made under this section mav be
at any time varied, changed, or rescinded by the Governor in Council as he deems just
and proper.

7. Every company receiving a subsidy under this Act, its successors and assigns, and
any person or company controlling or operating the railway or portion of railway sub-
sidized under this Act, shall each year furnish to the Government of Canada transpor-

iii RAILWAY SUBSIDIES 77

SESSIONAL PAPER No. 20

tation for men, supplies, materials and mails over the portion of the lines in respect cf
which it has received such subsidy, and, whenever required, shall furnish mad cars
properly equipped for such mail service ; and such transportation and service shall be
performed at such rates as are agreed upon between the Minister of the Department of
the Government for which such service is being perf<jrmed, and the company performing
it, and, in case of disagreement, then at such rates as are approved by the Board of
Railway Commissioners for Canada ; and in or towards payment for such charges I he
Government of Canada shall be credited by the company with a sum equal to three per
cent per annum on the amount of subsidy received by the company under the Act.

H. As respects all railways and the bridge for which subsidies are granted by this
Act, the company at any lime owning or operating any of the railways shall, when
required, produce and exhibit to the Minister of Railways and Canals, or any person
appointed by him, all books, accounts and vouchers, showing the cost of constructing
the railway or bridge, the cost of operating it, and the earnings thereof.

0. The Governor in Council may make it a condition of the grant of the subsidies
herein provided, or any heretofore authorized by any Act of Parliament as to which a
contract has not yet been entered into with the company for the construction of the
railway, that the company shall lay its road with new st:eel rails, made in Canada, if
they are procurable in Canada of suitable quality, upon terms as favourable as other
rails can be obtained, of which the Minister of Railways and Canals shall be the judge

lO. Whenever a conti'act has been duly entered into with a company for the cons-
truction of any line of railway hereby subsidized, the Minister of Railways and Canals,
at the request of the company, and upon the leport of the Chief Engineer of Govern-
ment Railways, and his certificate that he has made careful examination of the surveys,
plans and profile of the whole line so contracted for, and has duly consiiered the phy-
sical characteristics of the country to be traversed and the means of transport available
for construction, naming the reasonable and probable cost of such construction, may,
with the authorization of the Governor in Council, enter into a supplementary agree-
ment, fixing definitely the maximum amount of the subsidy to be paid, based upon the
said certificate of the Chief Engineer, and providing that the company shall be entitled
to be paid, as the minimum, the ordinary subsidy of 83,200 per mile, together with
sixty per cent of the difference between the amount so fixed and the said 83,200 per
mile, if any ; and the balance, forty per cent, shall be paid only on completion of the
whole work subsidized, and in so far as the actual cost, as finally determined by the
Chief Engineer, entitles the company thereto : Provided always —

(a.) that the estimated cost, so certified, is not less on the average than $18,000"
per mile for the whole mileage subsidized ;

(b.) that no payment shall be made except upon a certificate of the Chief Engineer
that the work done is up to the standard specified in the company's contract ;

(c.) that in no case shall the subsidy exceed the sum of $6,400 per mile.

1. Whenever a contract has been duly entered into with a company for the cons-
truction of any line of railway subsidized by either of the Acts mentioned in the pre-
amble, the Minister of Railways ai.d Canals, at the request of the tJompany and upon
the report of the chief engineer of government railways, and his certificate that he has
made careful examination of the surveys, plans and profiles of the whole line so con-
tracted for and has duly considered the physical characteristics of the country to be
traversed and the means of transport available for construction, naming the probable
and reasonable cost of such construction, may, with the authorization of the Governor
in Council, enter into a supplementary agreement, fixing definitely the maximum
amount of the subsidy to be paid, based upon the said certificate of the chief engineer,

78 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

and providing that the company shall be entitled to be paid, as the minimum, the ordi-
nary subsidy of $3,200 per mile, together with sixty per cent of the difference between
the amount so fixed and the said $3,200 per mile, if any ; and the balance, forty per
cent, shall be paid only on completion of the whole work subsidized, and in so far as
the actual cost, as finally determined by the chief engineer, entitles the company there-
to : Provided always —

(a.) that the estimated cost, so certified, is not less on the average than eighteen
thousaii<l dollars per mile for the whole luileage subsidized ;

(b.) that no payment shall be made except upon a certificate of the chief engineer
that the work done is up to the standard specified in the Company's contract ;

(c.) that in no case shall the subsidy exceed the sum of six thousand four hundred
dollars per mile.

2. In construing this Act the word " cost " shall have the meaning assigned to it
by the Act authorizing the granting of the subsidy.

By Act, 6 Edward VII, Cap 43, 1906, (assented to 13th July, 1906).

1. The Governor in Council may grant a subsidy of $3,200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any one
case the number of miles hereinafter respectively stated) which shall not cost more on
the average than $15,000 per mile for the mileage subsidized, and towards the construc-
tion of each of the said lines of railway not exceeding the mileage hereinafter stated,
which shall cost more on the average than $15,000 per mile for the mileage subsidized,
a further subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of
the average cost of the mileage subsidized as is in excess of $15,000 per mile, such
subsidy not exceeding in the whole the sum of $6,400 per mile : —

GSt>- To the Manitoulin and North' Shore Railway Company (or to the Canada
Central Railway Company, with the consent of the Manitoulin and North
Shore Railway Company, and subject to the approval of the Governor in
Council), for the following lines of Railway : —

(a) From Little Current thence crossing the Canadian Pacific Railway, at or near
Stanley, and thence to Sudbury, not exceeding 64 miles.

(b) From a point on the eaid line of railway, between Little Current and Sudbury,
westerly towards the Algoma Central and Hudson Bay Railway, not exceeding 100
miles ; and

(c) From a point at or near Sudbury northerly, not exceeding 30 miles ; the said
subsidies being granted in lieu of the subsidies of 64 and 130 miles, granted by chapter
8 of 1900, section 2, item 6, as amended by section 5 of chapter 7 of 1901, and chapter
7 of 1901, section 2, item 14, respectively.

640. To the Algoma Central and Hudson Bay Railway Company for a line of i-ailway
from Sault St. Marie to a point on the Canadian Pacific Railway between
White River and Dalton stations in the District of Algoma, not exceeding
200 miles, and, for a line of Railway from Michipicoten Harbour, Lake
Superior, towards the main line of the Canadian Pacific Railway not exceeding
25 miles ; in lieu of the subsidies of 40, 50 and 135 miles granted by chapter
7 of 1899, section 2, item 23, chapter 8 of 1900, section 2, item 4 and chapter
7 of 1901, section 2, item 20, respectively.

G41- To the Lotbiniere and Megantic Railway Company to extend its railway
southerly from a point at or near Lyster in Megantic County to or towards a
point at or near Lime Ridge in the Township of Dudswell ; in lieu of the
subsidy granted by chapter 57 of 1903, section 2, item 8, not exceeding 50
miles.

Hi RAILWAY SUBSIDIES 79

SESSIONAL PAPER No. 20

042. For a line of railway from Lake Nominingue to La Lievre, in lieu of the subsidy
granted by chapter 57 of 1903, section 2, item 44, not exceeding 35 miles.

643. For a line of railway from a point on the Intercolonial Railway at or near

Dartmouth, in the County of Halifax, to Guysborough, in the County of
Guysborough, with branch lines to a point on the Intercolonial Railway at or
near 'New Glasgow, in the County of Pictou, and also to Country Harbour, in
the County of Guysborough, not exceeding in the whole 236 miles in lieu of
subsidies of 116 and 120 miles granted by chapter 57 of 1903, section 2, items
19 and 63 respectively.

644. For a line of railway from Wellington to Union Bay, in lieu of the subsidy

granted by chapter 57 of 1903, section 2, item 68, not exceeding 55 miles.

645. For a line of railway from a point at or near Sharbot Lake or Bathurst Station,

in the Province of Ontario, or between those points via Lanark Village to
Carleton Place, in lieu of the subsidy granted by chapter 7 of 1901, section 2,
item 17, not exceeding 41 miles.

646. For a line of railway from Cape Tourmente towards Murray Bay, in lieu of the

subsidy granted by chapter 5 of 1892, not exceeding 20 miles.

647> To the Atlantic, Quebec and Western Railway Company, for a line of railway
from Gaspe to a point at or near Causapscal on the Intercolonial Railway and
from that point to Edmundston, not exceeding 260 miles ; and for a line of
railway from Paspebiac to Gaspe as near the shore as practicable, not
exceeding 102 miles ; in lieu of the subsidies granted by chapter 57 of 1903,
section 2, item 51.

648. To the Nipigon Railway Company, for the following lines of railway : —

(a) From a point at or near Nipigon Station on the line of the Canadian Pacific
Railway to Nipigon Lake, not exceeding 30 miles.

(b) From a point on Nipigon Bay of Lake Superior to a point on the west of Lake
Helen on the line of the Nipigon Railway, not exceeding S^ miles. '

(c) From a point on the line of the Nipigon Railway at or near the crossing of
the Fraser River, to a point on Lake Jesse, by way of Cameron's Falls, not exceeding
1^ miles.

(d) From a point on the North shore of Lake Nipigon northerly, not exceeding
45 miles ; *

The said subsidies to the said lines being granted in lieu of the subsidies granted
by chapter 34 of 1904, section 2, item 3, not exceeding in the whole 80 miles.

649. For a line of railway from Quebec towards Seven Islands, including branches to

Murray Bay and Baie St. Paul, in lieu of the subsidy granted by chapter 57
of 1903, section 2, item 48, not exceeding 200 miles.

650. For a line of railway from Roberval westward towards James Bay, in lieu of the

subsidies granted by chapter 57, of 1903, section 2, items 11 and 52, not
exceeding 100 miles.

651. To the Quebec Central Railway Company for an extension of its line of railway

from St. Francis to St. George not exceeding 9 miles ; and for a line of railway
from Scott Junction to the Quebec Bridge, not exceeding 23 miles ; in lieu of
the subsidy granted by chapter 57 of 1903, section 2, item 46.

80 DEPARTMENT OF RAIL^WIYS AND CANALS iii

8-9 EDWARD VII., A. 1909

S52. To the Western Alberta Railway Company for a line of railway from a point on
the United States Boundary, west of range 21, northwesterly towards
Anthracite, in the Province of Alberta, in lieu of the subsidy granted by
chapter 34 of 1904, section 2, item 11, not exceeding 50 miles.

4$33- To the Shediac and Coast Railway Company for a line of railway from Shediac
to Shemogue and towards Cape Tormentine in Westmoreland County, in lieu
of the subsidy granted by chapter 57 of 1903, section 2, item 17, not exceeding
38 miles.

<>54. For a line of railway from St. Constant in tlie County of Laprairie and Napier-
ville, thiough St. Edouard, St. Cypricn and LacoUe to a point at or near the
International boundary line on the Delaware and Hudson Railway f Grand
Trunk) lieu of the 19 and 12 mile subsidies granted by chapter 7 of 1899,
section 2, item 10 and chapter 4 of 1894 respectively, not exceeding 28 miles.

C55. To the Lake Superior, Long Lake and Albany Railway Company for a line of
railway from Peninsula Harbour in a northerly direction, in lieu of the subsidy
granted by chapter 57 of 1903, section 2, item 76, not exceeding 10 miles.

056. For a line of railway from Owen Sound in the Province of Ontario to Meaford,
in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 34, not
exceeding 30 miles.

fSST. To the Kingston, Smith's Falls and Ottawa Railway Company for a line of
railway from Kingston to Ottawa, being a revote of the subsidy granted by
chapter 4 of 1897, not exceeding 101 miles.

658. To the Lotbiniere and Megantic Railway Company, for a line of railway from a

point on its line between Lyster and Lime Ridge, to a point at or near tlie
Bridge over the St. Lawrence at or near Quebec, in lieu of the subsidy granted
by chapter 57 of 1903, section 2, item 45, not exceeding 30 miles.

659. For a line of railway from a point on the Quebec and Lake St. John Railway,

near the River Jeannotte to La Tuque, on the St. Maurice River, in lieu of
the subsidy granted by chapter 57 of 1903, section 2, item 57, not exceeding
35 miles.

GGO. To the Halifax and South Western Railway Company, for a line of railway
from a point at or near Halifax, to a point at or near Barrington Passage,
(except that part east of Bridgewater which formerly formed part of the lin(^
of the Central Railway), in lieu of the 68, 77 and 35 miles of subsidies granted
by chapter 57 of 1903, section 2, item 23 (a) and (b), and item 75, respectively,
not exceeding 1 85 miles.

G01> To the Bay of Quinte Railway Company, for a line of railway from a point at or
near the Village of Tweed, thence northwesterly to a point at or near the
Village of Bannockburn, in the County of Hastings, being a revote in part of
the subsidy granted by chapter 7 of 1899, section 2, item 45, and in lieu of
the subsidy granted by chapter 57 of 1903, section 2, item 37, not exceeding
in all 20 miles.

6tiS. For a line of railway from a point at or near Baptiste, easterly to a point at or
near Renfrew, in lieu of the subsidy granted by chapter 57 of 1903, section 2,
item 32, not exceeding 75 miles.

iii RAILWAY SUBSIDIES 81

SESSIONAL PAPER No. 20

OGS. For a line of railway from the Station of Lac Bouchette, (jr from a point one
mile east of the said station, on the Quebec and Lake St. John Railway, uo St.
Andre, in lieu of subsidy granted by chapter 57 of 1903, section 2, item 47,
not exceeding 13 miles.

Ct<>4. For a line of railway horn Debert Station, on the Intercolonial Railway, to
Debert Coal Mine, in lieu of the subsidy granted by chapter 57 of 1903,
section 2, item 20, not exceeding 4^ miles.

063- For a line of railway from a point at or near Toulon, to a point on the Icelandic
River, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 27,
not exceeding 35 miles.

I>66. To the Ontario, Northern and Temagami Railway Company (formerly the
Temagami Railway Compmy), for a line of railway from a point at or near
Sturgeon Falls, in a northwesterly direction, to a point on the westerly shore
of Lake Temagami, in the District of Nipissing, in lieu of the subsidy granted
by chapter 57 of 1903, section 2, item 36, not exceeding 50 miles.

607- To the Quebec and Lake St. John Railway Company, for a line of railway from
Roberval to the Government wharf at Lake St. John, in lieu of the subsidy
granted by chapter 57 of 1903, section 2, item 40, not exceeding one mile.

66^. For a line of railway from Truro northerly towards Brule, in lieu of the subsidy
granted by chapter 57 of 1903, section 2, item 64, not exceeding 34 miles.

069- To the Kootenay Central Railway Company, for a line of railway from Golden
towards the International Boundary line, via Windermere and Fort Steele,
and crossing the Crow's Nest Railway at or near Elko, in lieu of the subsidy
granted by chapter 57 of 1903, section 2, item 66, not exceeding 186 miles.

670. To the Biockville, "VVestport and Sault Ste. Marie Railway Company, the

balance remaining unpaid of the subsidy granted by chapter 3 of 1889, not
exceeding $3,200 per mile, and also the balance remaining unpaid of the
subsidy granted by chapter 2 of 1890, which was regranted by chapter 5 of
1892 ; the whole not exceeding $86,800, being a I'evote of the subsidy granted
by chapter 4 of 1894, and that the said subsidy or so much thereof as has
heretofore been agreed upon by the terms of an agreement filed in the Depart-
ment of Railways and Canals between said Brockville, Westport and Sault
St. Marie Railway Company and the creditors of said Railway Company, to
be paid over to the said creditors or the legal representatives of said creditors
as mentioned in said agreement.

671. For a line of railway from Jonquieres to La Bale des Ha Ha, in lieu of subsidy

granted by chapter 57 of 1903, section 2, item 7, not exceeding 20 miles.,

672- For a line of railway from St. Rose via the east side of Lake Ainslie to or
towards Orangedale on the Intercolonial Railway, not exceeding 34 miles ;
and for a line of railway from a point on the Intercolonial Railway at or near
Mines Road Station to the wharf at Caribou Cove not exceeding four miles ;
in lieu of the subsidy granted by chapter 57 of 1903, section 2, items 18
and 62.

673. For a line of railway from a point at or near Wolfville on the Dominion
Atlantic Railway to the Government Pier at the Basin of Minas, not exceed-
ing one mile, in lieu of the subsidy granted by chapter 57 of 1903, section 2,
item 25.

20— iii— 6

82 DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

674- To the Great Northern Railway of Canada for a line of i-aihvay in extension of
its railway from a point at or near Arundel to a point in the municipality of
the United Townships of Preston and Hartwell, not exceeding 30 miles ; and
for a line of railway connecting its Montford and Gatineau line with the main
line at St. Jerome, not exceeding 22 miles ; in lieu of the subsidies granted to
the Montford and Gatineau Colonization Railway Company by items 6 and 41
of section 2 of chapter 57 of 1903.

G75- To the Great Northern Railway of Canada, for a line of railway from, at or near
Garneau Junction to or towards the Quebec Bridge, not exceeding 70 miles,
in lieu of the subsidy granted by item 74 of section 2, of chapter 57 of 1903.

67G. For a line of railway from a point at or near Ste. Agathe des Monts Station
towards the Township of Howard, in the County of Argenteuil, passing near
Lakes St. Joseph and Ste. Marie, in a southerly direction, not exceeding 15
miles ; and for a line of railway between a point in the parish of St. Andrews,
in the County of Argenteuil, and a point in the parish of St. Laurent, in the
County of Jacques Cartier, passing through the parishes of St. Placide, St.
Eustache and St. Martin, not exceeding 38 miles ; in lieu of the subsidies
granted by chapter 34 of 1904, items 8 and 9 of section 2, not exceeding in
the whole 53 miles.

077. To the Kettle River Valley Railway Company for a line of railway from Grand
I'orks to a point 50 miles up the North Fork of Kettle River, in lieu of the
subsidy granted by chapter 57 of 1903, section 2, item 67, not exceeding 50
miles.

678. To the Ottawa Northern and Western Railway for a line of railway from

Aylmer to a point of junction with the Interprovincial Bridge approach in
the City of Hull (except that portion thereof beginning at a point of junction
with the line of the Hull Electric Railway in the City of Hull and terminat-
ing at a point on the main line of the Canadian Pacific Railway at the east
end of its Hull Station yard) not exceeding nine miles, in lieu of the subsidy
granted by item 12 of section 2 of chapter 7, of 1899, and by the first portion
of item 13 of section 2 of chapter 57 of 1903.

679. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway

from Golden Lake to Bancroft, in lieu of the subsidy granted by chapter 57 of
1903, section 2, item 3, not exceeding 51 miles.

680. To the Interprovincial and James Bay Railway Company, for a line of railway

from the Lake Temiskaming at the present terminus of the Canadian Pacific
Railway in a northerly direction, in lieu of the subsidy granted by chapter 57
of 1903, section 2, item 42, not exceeding 50 miles.

6S1. For a line of railway from Waltham Station to Ferguson Point, in the County
of Pontiac, in lieu of the subsidy granted by chapter 57 of 1903, section 2,
item 43, not exceeding 20 miles.

683. To the Matane and Gaspe Railway Company, for a line of railway from a point
at or near St. Octave, on the Intercolonial Railway, to INIatane, in lieu of the
subsidy granted by chapter 57 of 1903, section 2, item 5i, not exceeding 30
miles.

6S3. For a line of railway from the Village of Haliburton, via the Village of Whitney,
towards the Town of Mattawa, Ontario, in lieu of the subsidies granted by
chapter 7 of 1899, section 2, item 25; and chapter 8 of 1900, section 2, item 9,
not exceeding 60 miles.

Lii RAILWAY SUBSIDIES 93

SESSIONAL PAPER No. 20

6S4. For a line of railway from Dawson to Ste\vart River, passing at or near Grand
Forks, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item
71, not exceeding 84 miles.

2. That unless the context otherwise requires, the expression " cost " means the
actual, necessary and reasonable cost, and shall include the amount expended upon any
bridge up to and not exceeding $25,000, forming part of the line of railway subsidized
not otherwise receiving any bonus, but shall not include the cost of equipping the
railway, nor the cost of terminals, nor the cost of right of way of the railway in any
city or incorporated town ; and such actual, necessary and reasonable cost shall be
determined by the Governor in Council, upon the recommendation of the Minister of
Railways and Canals, and upon the report of the Chief Engineer of the Department of
Railways and Canals, certifying that he has made or caused to be made an inspection
of the line of railway for which payment of subsidy is asked, and careful inquiry into
the cost thei'eof, and that in his t^inion the amount upon which the subsidy is claimed
is reasonable, and does not exceed the true, actual and proper cost of the construction
of such railway.

J$. That the subsidies to be authorized towards the construction of any railway
shall be payable out of the Consolidated Revenue Fund of Canada, and may, unless
otherwise expressly provided herein, at the option of the Governor in Council, On the
report of the Minister of Railways and Canals, be paid as follows ; —

(a) upon the completion of the work subsidized ; or

(b) by instalments, on the completion of each ten-mile section of the railway, in
the proportion which the cost of such completed section bears to that of the whole work
undertaken ; or

(c) upon the progress estimates on the certificate of the Chief Engineer of the
Department of Railwj.vs and Canals, that, in his opinion, having regard to the whole
work undertaken and the aid granted, the progress made justifies the payment of a sum
not less than thirty th< )usand dollars ; or

(d) with respect to (6) and (c), part one way, part the other.

4. That the subsidies to be authorized to be granted to companies named shall, if
granted by the Governor in Council, be granted to such companies respectively ; the
other subsidies may be granted to such companies as established to the satisfaction of
the Governor in Council their ability to construct and complete the said railways
respectively ; all the lines for the construction of which subsidies are granted, unless
they are already commenced, shall be commenced within two years from the first day
of August, 1906, and completed Avithin a reasonable time, not to exceed four years
from the said first day of August, to be fixed by the Governor in Council, and shall
also be constructed according to descriptions, conditions and specifications approved
by the Governor in Council on the report of the Minister of Railways and Canals, and
specified in each case in a contract between the company and the said Minister, which
contract the Minister, with the approval of the Governor in Council, is hereby
empowered to make. The location also of such subsidized lines shall be subject to the
approval of the Governor in Council.

5. That the granting of such subsidies, and the receipt thereof by the respective
companies, shall be subject to the condition that the Board of Railway Commissioners
for Canada may at all times provide and secure to other companies such running powers,
traflic arrangements and other rights, as will aftbrd to all railways connecting with the
railways so subsidized, reasonable and proper facilities in exercising such running
powers, fair and reasonable traffic arrangements with connecting companies, and equal
mileage rates between all such connecting railways ; and the said Board shall have
absolute control, at all times, over the rates and tolls to.be levied and taken by any of
the companies, or upon any of the railways so subsidized : Provided always that any

20— iii— 6i

81 DEPARTMENT OF RAILWAYS AND CANALS ili

8-9 EDWARD VII., A. 1909

decision of the said Board made under this section may be at any time varied, changed,
or rescinded by the Governor in Council as he deems just and proper.

6. That every company so receiving a subsidy, its successors and assigns, and any
person or company controlling or operating the railway or portion of railway so
subsidized, shall each year furnish to the Government of Canada, transportation for
men, supplies, materials and mails, over the portion of the lines in respect of which it
has received such subsidy, and whenever required, shall furnish mail cars properly
equipped for such mail service ; and such transportation and service shall be performed
;it such rates as are agreed upon between the Minister of the Department of the Govern-
ment for which such service is being performed, and the company performing it, and,
in case of disagreement, then at such rates as are approved by the Board of Railway
Commissioners for Canada ; and in or towards payment for such charges the Govern-
ment of Canada shall be credited by the company with a sum equal to three per cent
per annum on the amount of the subsidy so received by the company.

T. That as respects all railways for which subsidies are granted, the company at
any time owning or operating any of the railways shall, when required, produce and
exhibit to the Minister of Railways and Canals, or any person appointed by him, all
books, accounts and vouchers, showing the cost of constructing the railway or bridge,
the cost of operating it, and the earnings thereof.

8. That the Governor in Council may make it a condition of the grant of the
subsidies herein provided, that the company shall lay its road with new steel rails,
made in Canada, if they are procurable in Canada of suitable quality, upon terms as
favourable as other rails can be obtained, of which the Minister of Railways and Canals
shall be the judge.

O. 'Ihat whenever a contract has been duly entered into with a company for the
construction of any line of railway so subsidized, the Minister of Railways and Canals,
at the request of the company, and upon the report of the Chief Engineer of the
Department of Railways and Canals, and his certificate that he has made careful
examination of the surveys, plans and profile of the whole line so contracted for, and
has duly considered the physical characteristics of the country to be traversed and the
means of transport available for construction, naming the reasonable and probable cost
of construction, may, with the authorization of the Governor in Council, enter into a
supplementary agreement, fixing definitely the maximum amount of the subsidy to be
paid, based upon the said certificate of the Chief Engineer, and providing that the
company shall be entitled to be paid, as the minimum, the ordinary subsidy of $3,200
per mile, together with sixty per cent of the difference between the amount so fixed and
the said $3,200 per mile, if any; and the balance, forty per cent, shall be paid only on
completion of the whole work subsidized, and in so far as the actual cost, as finally
determined by the Governor in Council upon the recommendation of the INTinister of
Railways and Canals and upon the report and certificate of the said Chief Engineer,
entitles the company thereto ; Provided always : —

(a) that the estimated cost, as certified, is not less on the average than $18,000
per mile for the whole mileage subsidized ;

(b) that no payment shall be made except upon a certificate of the Chief Engineer
that the work done is up to the standard specified in the company's contract ;

(c) that in no case shall the subsidy exceed the sum of $6,400 per mile.

Hi RAILWAY SUBSIDIES 85

SESSIONAL PAPER No. 20

% Act, 6-7 Edtvard, Cap 4O, 1907, assented to 27 April, 1907.

1. The Governor in Council may grant a subsidy of S3, 200 per mile towards the
construction of each of the undermentioned lines of railway (not exceeding in any case
the number of miles hereinafter respectively stated) which shall not cost more on t.ie
average than $15,000 per mile for the mileage subsidized, and towards the construction
of each of the said lines of railway, not exceeding the mileage hereinafter stated, which
shall cost more on the average than $15,000 per mile for the mileage subsidized, a
further subsidy beyond the sum of 83,200 per mile of fifty per cent on so much of the
average cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy
not exceeding in the whole the sum of $6,400 per mile : —

t>$^5- To the Central Ontario Railway for an extension of its railway from a point at
or near Bancroft to a point on the Canada Atlantic Railway at or near
Whitney, in lieu of the subsidy granted by Chapter 57 of 1903, Section 2,
Item 4, not exceeding 40 miles.

6SG. For a line of railway from Woodstock to the International Boundary in lieu of
the subsidy granted by Chapter 57 of 1903, Section 2, Item 15, not exceeding
26 miles.

6S7- For a line of railway from a point on the Canadian Pacific Railway at or near
Welsford or Westfie'.d, or between the said two points, to Gagetown, in lieu of
the subsidy granted by Chapter 57 of 1903, Section 2, Item 16, not exceeding
30 miles.

688- For a line of railway from Liverpool to Milton, Nova Scotia, in lieu of part of
the subsidy granted by Chapter 57 of 1903, Section 2, Item 23(at), not
exceeding 7 miles,

080- For a line of railway from Milton to Caledonia, Nova Scotia, in lieu of part of
the subsidy granted by Chapter 57 of 1903, Section 2, Item 23(af), not
exceeding 22 miles.

GOO- For a line of railway from Cheticamp to a point on the line already built
bet^^•een Broad Cove and Point Tupper, in lieu of the subsidy granted by
Chapter 57 of 1903, Section 2, Item 24, not exceeding 37 miles.

GOl. For a line of railway from a point on the Dominion Atlantic Railway to the
Government pier oi* whaif at Canning, in lieu of the subsidy granted by
Chapter 57 of 1903, Section 2, Item 25, not exceeding 1 mile.

6t>2. To the Nicola, Kamloops and SimilUameen Coal and Railway Company for a
line of railway from a point at or near Spence's Bridge, on the Canadian
Pacific Railway, to Nicola Lake, in lieu of the subsidy granted by Chapter 57
of 1903, Section 2, Item 26, not exceeding 47 miles.

Gt)3. To the Edmonton, Yukon and Pacific Railway Company, for a line of railway
from the Town of Strathcona to Edmonton and thence westerly towards the
Yellowhead Pass, in lieu of the subsidy granted by Chapter 57 of 1903,
Section 2, Item 28, not exceeding 50 miles.

604. For a line of railway from Fredericton to Woodstock, in lieu of the subsidy
granted by Chapter 57 of 1903, Section 2, Item 29, not exceeding 59 miles.

6115. For a line of railw ay from Hawkesbury, Ontario, to South Indian, in lieu of the
subsidy granted by Chapter 57 of 1903, Section 2, Item 30, not exceeding 35
miles.

86 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

0!>6. To the Tilsonburg, LaVe Erie and Pacific Railway Company, for a line of railway
from Woodstock northerly to a point on the Grand Trunk Railway at Berlin,
or from Ingersoll to Stratford, or to any point on the Grand Trunk Railway
between these places, in lieu of the subsidy granted by Chapter 57 of 1903,
Section 2, Item 31, not exceeding 35 miles.

69T. To the Canadian Northern Ontario Railway Company for a line of railway from
Toronto, via the east side of Lake Simcoe, to a point at, near or beyond
Sudbury through Parry Sound, in lieu of the subsidy granted to the James
Bay Railway Company by Chapter 57 of 1903, Section 2, Item 39, not
exceeding 265 miles.

GS>8. For a branch line from a point at or near the intersection of the Canadian Pacific
Railway and the Canadian Northern Quebec Railway (formerl\' the Great
Northern Railway) between St. Philippe d'Argenteuil and Lachu'te, thence in
a northerly direction passing through the Village of Brownsburg, in lieu of
the subsidy granted by Chapter 57 of 1903, Section 2, Item 49, not exceeding
4 • 2 miles.

Gm^. To the Orford Mountain Railway Company for the following lines of railway,
namely : — from Bolton Line to Mansonville 7 "54 miles; from Mansonville to
the International Boundary 3 12 miles ; from Windsor Mills to Brompton
Falls 8 miles : from Melbourne Road Crossing to Melbourne Village 3 • 50
miles ; and from a point on its main line of railway to the south of end of
Bonella Lake 5 miles ; in lieu of the subsidies granted by Chapter 57 of 1903.
Section 2, Item 50, but not exceeding in the whole 27 miles.

700. To the Canadian Northern Quebec Railway Company, for a line of railway from

a point on its main line at or near L'Epiphanie, passing by way of the Parish
of St. Jacques de I'Achigan, to the Village of Rawdon, in lieu of the subsid}'
granted to the Chateauguay and Northern Railway Company by Chapter 57
of 1903, Section 2, Item 55, not exceeding 16 miles.

701. To the York and Carleton Railway Company, for a line of railway from its

present terminus westerly, in lieu of the subsidy granted by Chapter 57 of
1903, Section 2, Item 61, not exceeding 5 miles.

"702. To the Midway and Vernon Railway Company, for a line of railway from
Midway to Vernon, in lieu of the subsidy granted by Chapter 57 of 1903,
Section 2, Item 69, not exceeding 150 miles.

703. For a line of railway from a point at or near the north end of Lake Megantic,
thence along the said lake to a point on the International Boundary at or near
Riviere Morte, in lieu of the subsidy granted by Chapter 57 of 1903, Section
2, Item 78, not exceeding 19 miles.

T04. For a line of railway from Wellington to or towards Union Bay by way of
Alberni in lieu of the subsidy granted by Chapter 43 of 1906, Section 1, Item
6, not exceeding 55 miles.

70*>- For a line of railway from Ste. Rose (or from Chimney Corner Coal Mines to a
point at or near Chimney Corner Cove) thence via the east side of Lake
Ainslie to or towards a point on the Intercolonial Railway at or near Orange-
dale, not exceeding 34 miles : and for a line of railway from a point on the
Intercolonial Railway between Orangedale and Point Tupper to Caribou Cove,
or Inhabitants Bay or River, not exceeding 4 miles ; in lieu of the subsidies
granted by Chapter 43 of 1906, Section 1, Item 34.

iii RAILWAY SUBSIDIES 87

SESSIONAL PAPER No. 20

TOO- To the Klondike Mines Railway Company for the following lines of railway,
namely : —

(a) for a line of railway from Dawson to a point at or near Sulphur Spring, not
exceeding 31 miles ;

(b) for a line of railway from a point at or near Sulphur Spring to a point at or
near the Divide between Dominion and Flat Creeks, not exceeding 45 miles ;

(c) for a line of railway from a point at or near the said Divide to or towards the
Stewart River, not exceeding 8 miles ;

The whole in lieu of the subsidy granted by Chapter 43 of 1906, Section 1, Item 46.

707. For a line of railway from St. Peter's to Louisbourg, in lieu of the subsidy

granted by Chapter 57 of 1903, Section 2, Item 65, not exceeding 50 miles.

708. For a line of lailway from Grandique Ferry, to Arichat, Nova Scotia, being

a revote of the subsidy granted by Chapter 7 of 1901, Section 2, Item 15, not
exceeding 8 miles.

709. For a line of railway from Connors, at the terminus of the Temiscouata Railway,

to a point on the boundary line between New Brunswick and Quebec, at the
foot of Bean Lake, being a revote of part of the subsidy granted by Chapter 7
of 1901, Section 2, Item 2, not exceeding 18 miles.

710. 3. Resolved, That the Governor in Council may grant, towards the construction

and completion of a railway bridge and approaches over the Nicolet River at
Nicolet, in lieu of the subsidy granted by Chapter 57 of 1903, Section 3, Item
1, a subsidy of $15,000.

3. Resolved, That in these Resolutions, unless the context otherwise requires, the
expression " cost " means the actual, necessary and reasonable cost, and shall include
the amount expended upon any bridge, up to and not exceeding $25,000, forming part
of the line of railway subsidized not otherwise receiving any bonus, but shall not
include the cost of equipping the railway nor the ccst of terminals nor tlie cost of ri-dit
of way of the railway in any city or incorporated town ; and such actual, necessary and
reasonable cost shall be determined by the Governor in Council, npon the recom-
mendation of the Minister of Railways and Canals, and upon the report of the Chief
Engineer of the Department of Railways and Canals, certifying that he has made or
caused to be made an inspection of the line of railway for which payment of subsidy is
asked, and careful inquiry into the cost thereof, and that in his opinion the amount
upon which the subsidy is claimed is reasonable, and does not exceed the true, actual
and proper cost of the construction of such railway.

4. Resolved, That the subsidies hereby authorized towards the construction of any
railway or bridge shall be payable out of the Consolidated Revenue Fund of Canada,
and may, unless otherwise expressly provided in these Resolutions, at the option of the
Governor in Council, on the report of the Minister of Railways and Canals, be paid as
follows : —

(a) Upon the completion of the work subsidized ; or

(b) By instalments, on the completion of each ten-mile section of the railway, in
the proportion which the cost of such completed sections bears to that of the whole
work undertaken ; or

(c) Upon the progress estimates on the certificate of the Chief Engineer of the
Department of Railways and Canals that, in his opinion, having regard to the whole
work undertaken and the aid granted, the progress made justifies the payment of a sum
not less than thirty thousand dollars ; or

{d) Wiih respect to (6) and (c), part one way, part the other.

88 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

5. Resolved, That the subsidies hereinbefore authorized to be granted to companies
named shall, if granted by the Governor in Council be granted to such companies res-
pectively ; the othor subsidies may be granted to such companies as establish to the
satisfaction of the Governor in Council their ability to construct and complete the said
railways and br-idge respectively ; all the lines and the bridge for the construction of
which subsidies are granted, unless they are already commenced, shall be commenced
within two years from the first day of August, 1907, and completed within a reasonable
time, not to exceed four years from the said fir^t day of August, to be fixed by the
Governor in Council, and shall also be constructed according to descriptions, conditions
and specifications approved by the Governor in Council on the report of the Minister of
Railways and Canals, and specified in each case in a contract between the Company
and the said Minister, which contract the Minister, with the approval of the Governor
in Council, is hereby empowered to make. The location also of such subsidized lines and
bridge shall be subject to the approval of the Governor in Council.

6. Resolved, That the granting of such subsidies and the receipt thereof by the
respective companies, shall be suV)ject to the condition that the Board of Railway Com-
missioners of Canada may at all times provide and secure to other companies such
running powers, traffic arrangements and other rights as will afford to all railways con-
necting with the railways and bridge so subsidized reasonable and proper facilities in
exercising such running power?, fair and reasonable traffic arrangements with connecting
companies, and equal mileage rates between all such connecting railways ; and the said
Board shall have absolute control, at all times, over the rates and tolls to be levied and
taken by any of the companies, or upon any of the railways and bridge hereby sub-
sidized : Provided always that any decision of the said Board made hereunder may be
at any time varied, changed, or rescinded by the Governor in Council, as he deems just
and pioper.

T. Resolved, That every company receiving a subsidy hereunder, its successors and
assigns, and any person or company controlling or operating the railway or portion of
railway hereby subsidized, shall each year furnish to the Government of Canada trans-
portation for men, supplies, materials and mails over the portion of the lines in respect
of which it has received such subsidy, and, whenever required, shall furnish mail cars
properly equipped for such mail service ; and such transportation and service shall be
performed at such rates as are agreed upon between the Minister of the department of
the Government for which such service is being performed, and the company performing
it, and, in case of disagreement, then at such rates as are approved by the Board of
Railway Commissioners for Canada ; and in or towards payment for such charges the
Government of Canada shall be credited by the company with a sum equal to three per
cent per annum on the amount of the subsidy received by the company hereunder.

H. Resolved, That as respects all railways and the bridge for which subsidies are
granted hereby, the company at any time owning or operating any of the railways shall,
when required, produce and exhibit to the Minister of Railways and Canals, or any
person appointed by him, a,ll books, accounts and vouchers showing the cost of con-
structing the railway or bridge, the cost of operating it, and the earnings thereof.

9. Resolved, That the Governor in Council may make it a condition of the grant
of the subsidy herein provided that the company shall lay the railway with new steel
rails and fastenings made in Canada and shall purchase all materials and supplies
required for the construction of the railway and bridge and the rolling stock for the
first equijDment of the railway from Canadian producers, if such rails, fastenings,
materials, supplies and equipment are procurable in Canada of suitable quality and upon
terms as favouraVjle as elsewhere, of which the Minister of Railways and Canals shall
be the judge.

iii RAILWAY SUBSIDIES 89

SESSIONAL PAPER No. 20

lO. Resolved, That whenever a contract has been duly entered into with a com-
pany for the construction of any line of railway hereby subsidized, the Minister of
Railways and Canals, at the request of the company, and upon the report of the Chief
Engineer of the Department of Railways and Canals, and his certificate that he has
made careful examination of the surveys, plans and profile of the whole line so con-
tracted for, and has duly considered the physical characteristics of the country to be
traversed and the means of transport available for construction, naming the reasonable
and probable cost of such construction, may, with the authorization of t he Governor in
Council, enter into a supplementary agreement, fixing definitely the maximum amount
of the subsidy to be paid, based upon the certificate of the Chief Engineer, and providing
that the company shall be entitled to be paid, as the minimum, the ordinary subsidy of
$3,200 per mile, together with sixty per cent of the difference between the amount so
fixed and the said .$3,200 per mile, if any ; and the balance, forty per cent, shall be paid
only on completion of the whole work subsidized, and in so far as the actual cost, as
finally determined by the Governor in Council upon the recommendation of the Minister
of Railways and Canals, and upon the report and certificate of the said Chief Engineer,
entitles the company thereto : Provided always —

(a) that the estimated cost, as certified, is not less on the average than $18,000
per mile for the whole mileage subsidized ;

(b) that no payment shall be made except upon a certificate of the Chief Engineer
that the work done is up to the standard specified in the company's contract ;

(c) that in no case shall the subsidy exceed the sum of $6,400 per mile.

By Act 7-8 Edward YII., cap. G3, 1908 (assented to 20th July, lOOS) :—

1. The Governor in Council may grant a subsidy of $3,200 per mile towards the con
struction of each of the undermentioned lines of railway (not exceeding in any case the
number of miles hereinafter respectively stated) which shall not cost ni >re on the average
than $15,000 per mile for the mileage subsidized, and towards the construction of each
of the said lines of railway, not exceeding the mileage hereinafter stated, which shall
cost more on the average than $15,000 per mile for the mileage subsidized, a further
subsidy beyond the sum of $3,200 per mile of fifty per cent on so much of the average
cost of the mileage subsidized as is in excess of $15,000 per mile, such subsidy nob
exceeding in the whole the sum of $6,400 per mile : —

Revotes.

711. To the Kettle River Valley Railway Company, for a line of railway fr: a point

at or near Grand Forks to a point fifty miles up the North Fork, and East
or West Fork of the North Fork, of Kettle River, in lieu of tie subsidy
granted by chapter 43 of 1906, section 1, item 39 ; not exceeding 50 miles.

712. For a line of railway from Owen Sound, in the Province of Ontario, to Meaford,

in lieu of the subsidy granted by chapter 43 of 1906, section 1, item 18 ; not
exceeding 30 miles.

71t$. For a line of railway from Sharbot Lake or Bathurst Station, in the Province of
Ontario, or between these points, via Lanark Village, to Carleton Place, in
lieu of the subsidy granted by chapter 43 of 1906, section 1, item 7 ; not ex-
ceeding 41 miles.

714. To the Nipigon Railway Company, for the following lines of railway : —

(a) from a point at or near Nipigon Station on the line of the Canadian Pacific
Railway to Nipigon Lake ; not exceeding 30 miles ;

90 DEPARTMENT OF RAILWAYS A'SD CANALS iii

8-9 EDWARD VII., A. 1909

(b) from a point on Nipigon Bay of Lake Superior to a point on the west of Lake
Helen on the line of the Nipigon Railway ; not exceeding 3| miles ;

(c) from a point on the line of the Nipigon Railway at or near the crossing of the
Fraser River to a point on Lake Jesse, by way of Cameron's Falls ; not exceeding Ih
miles ;

(d) from a point on the north shore of Lake Nipigon northerly ; not exceeding 45
miles ;

The said subsidies to the said lines being granted in lieu of the subsidies granted
by chapter 43 of 1906, section 1, item 10 . not exceeding in all 80 miles.

•yio. To the Manitoulin and North Shore Railway Company (or to the Canada Central
Railway Company with the consent of the Manitoulin and North Shore Rail-
way Company, and subject to the approval of the Governor in Council), for the
following lines of railway : —

(a) from a point on the said line of railway, between Little Current and Sudbury,
westerly towards the Algoma Central and Hudson Bay Railway ; not exceeding 100
miles ;

(b) from Little Current thence crossing the Canadian Pacific Railway, at or near
Stanley, and thence to Sudbury, not exceeding 64 miles.

(e) from a point at or near Sudbury, northerly, not exceeding 30 miles ; the said
subsidies being granted in lieu of the subsidies granted by chapter 43 of 1 906, section 1 ,
item 1 ; not exceeding in all 194 miles.

716- To the Ontario, Northern and Timagami Railway Company for a line of railway
from a point at or near Sturgeon Falls, in a northwesterly direction, to a point
on the westerly shore of Lake Timagami, in the District of Nipissing, in lieu
of the subsidy granted by chapter 43 of 1906, section 1, item 28 ; not exceed-
ing 50 miles.

•71T- For a line of railway from a point at or near Baptiste, easterly to a point at or
near Renfrew, in lieu of the subsidy granted by chapter 43 of 1906, section 1,
item 24 ; not exceeding 75 miles.

718. To the Bracebridge and Trading Lake Railway Company, for a railway in Brace-
bridge, in Muskoka, to a point at or near Baysville, Ontario, in lieu of the
subsidy granted by chapter 34 of 1904, section 2, item 1, for 15 miles; not
exceeding 16 miles.

71S. To the Quebec and Lake St. John Railway Company, for a line of railway from
Roberval westward towards James Bay, in lieu of the subsidy granted by
chapter 43 of 1906, section 1, item 12 ; not exceeding 100 miles.

720. To the Matane and Gaspe Railway Company, for a line of railway from a point

at or near Ste. Flavie, on the Intercolonial Railway, to Matane, in lieu of the
subsidy granted by chapter 43 of 1906, section 1, item 44, for 30 miles ; not
exceeding 38 miles.

721. To the Canadian Northern Quebec Railway Company, for a line of railway from

a point at or near Arundel to a point in the municipality of the united town-
ships of Preston and Hartwell, not exceeding 30 miles ; and for a line of rail-
way connecting its ISlontfort and Gatineau line with the main line at St.
Jerome, not exceeding 15.2 miles : in lieu of the subsidies granted to the
Great Northern Railway of Canada by chapter 43 of 1906, section 1, item 36
not exceeding in all 45.2 miles.

iii RAILWAY SUBSIDIES 91

SESSIONAL PAPER No. 20

'T'^H' To the Canadian Northern Quebec Railway Company, for a line of railway from,
or from near, Garneau Junction to Quebec, with a branch to or towards the
Quebec Bridge, in lieu of the subsidy granted to the Great Northern Railway
of Canada by chapter 43 of 1906, section 1, item 37, for 70 miles ; not exceed-
ing 83 miles.

723 To the Atlantic, Quebec and Western Railway Company, for a line of railway
from a point at or near Causapscal, on the Intercolonial Railway, to Edmund-
ston, in lieu of the subsidy granted by chapter 43 of 1906, section 1, item 9,
for a line between the points above mentioned ; not exceeding 160 miles.

•724. For a line of railway from Yaraa?ka to a point in the County of Lotbiniere, in
lieu of the subsidy granted by chapter -57 of 1903, section 2, item 12, not
exceeding 70 miles ; and for a line of railway from Mount Johnson to St.
Gregoire Station, in lieu of the subsidy granted to the United Counties Rail-
way Company by chapter 7 of 1899, section 2, item 16, for one mile, not
exceeding 1^ mile ; and not exceeding in all 71|^ miles.

733« To the International Railway Company of New Brunswick, for aline of railway
from the western end of the twenty miles of its railway, as already constructed
from Campbellton, to a point on the St. John River between Grand Falls and
Edmundston, in lieu of the subsidies granted by chapter 57 of 1903, section
2, items 14 and 59 respectively; not exceeding 90 miles.

726. For a line of railway from Brazil Lake, on the Dominion Atlantic Railway, to

Kemptville, Nova Scotia, in lieu of the subsidy granted by chapter 8 of 1900,
section 2, item 30 ; not exceeding 1 1 miles.

727. To the Inverness Railway and Coal Company, for a line of railway from Cheti-

camp to a point on the line already built between Broad Cove and Point
Tupper, in lieu of the subsidy granted by chapter 57, of 1903, section 2, item
24, for 37 miles ; not exceeding 37 miles.

728. To the Margaree Coal and Railway Company, for a line of railway from a point

at or near Orangedale, on the Intercolonial Railway, thence via th<i east side
of Lake Ainslie and Ste. Rosa, to Chimney Corner Cove, not exceeding 46
miles ; and from a point on the Intercolonial Railway between Orangedale and
Point Tupper to Caribou Cove on Inhabitant's Bay or River, not exceeding 4
miles ; in lieu of the subsidy granted by chapter 40 of 1907, section 1, item
21, for 38 miles ; not exceeding in all 50 miles.

720. To the Lotbiniere and Megantic Railway Company, for a line of railway to
extend its railway southerly from a point at or near Lyster, in Megantic
County, to or towards a point at or near Lime Ridge, in the township of Dud-
swell, not exceeding 50 miles ; and for a line of railway from a point on its
line in the township of Inverness, to a point at or near the bridge over the St.
Lawrence at or near Quebec, not exceeding 30 miles ; in lieu of the subsidies
granted by chapter 43 of 1906, section 1, items 3 and 20, respectively ; not
exceeding in all 80 miles.

730. To the Cape Breton Railway Company, Limited, for a line of railway from Port
Hawkesbury or Point Tupper, on the Strait of Canso, Nova Scotia, to St.
Peter's, in lieu of the subsidy granted by chapter 7, of 1899, section 2, item 6,
for 30 miles ; not exceeding 31 miles.

92 DEPARTMENT OF RAILWAYS AND CANALS III

8-9 EDWARD VII., A. 1909

731. For a line of railway from a point on the Intercolonial Railway at or neir Dart-
mouth, in the County of Halifax, to a point at or near Deans Settlement, in
the County of Halifax, in lieu in part of the tubsidy granted by chapter 43,
of 1906, section 1, item 5 ; not exceeding 80 miles.

T32. For a line of railway from a point at or near Deans Settlement, in the County of
Halifax, to a point at or near Meh-ose, in the County of Guysborough, in lieu
in part of the subsidy granted by chapter 43, of 1905, section 1, item 5 ; not
exceeding 52 miles.

733. For a line of railway from a point at or near New Glasgow, in the County of
Pictou, to a point at or near Melrose, in the County of Guysborough, and from
the said point at or near Melrose to Guysborough, in the County of Guysbo-
rough, with branch line to Country Harbour in the County of Guysborough,
in lieu in part of the subsidy granted by chapter 43, of 1906, section 1, ite n
5 ; not exceeding in all 116 miles.

73-4. To the Ha Ha Bay Railway Company, for a line of railway from a point at or
near Jonquieres Village to Baie des Ha Ha, via Laterrieres Village, in lieu of
the subsidy granted by chapter 43, of 1906, section 1, item 33, for 20 miles :
not exceeding 24 miles.

735. To the Quebec and New Brunswick Railway Company, for a line of railway from

Chaudiere Junction to a point at or near the International Boundary, in lieu
of the subsidy granted by chapter 7 of 1901, "ection 2, item 2, for 45 miles ;
not exceeding 62 miles.

736. For a line of railway from a point at or near Ste, Agathe des Monts Station

towards the township of Howard, in the County of Argenteuil, passing near
Lake St. Joseph and St. Mary in a southerly direction, in lieu of the subsidy
granted by chapter 43 of 1906, section 1, item 38 ; not exceeding 45 miles.

737- For a line of railway from Tusket Wedge to a point on the Halifax South west-
ern'Railway at or near Riverdale Station ; not exceeding 8 miles.

738, To the Halifax and Sou hwestern Railway Company, for a line of railway from
Lunenburg to Bridge water, via upper Lahave ; not exceeding 12 miles.

73t>. To the Erie, London and TiHsonburg Railway Company, for a line of railway
from Port Burwell to London ; not exceeding 35 miles.

740. For a line of railway from a point at or near Centreville to Aylesford, or King-
ston or Middleton, on the line of the Dominion Atlantic Railway ; not exceed-
ing 35 miles.

•741. For a line of railway from a point on the Canadian Pacific Railway at or near
Plaster Kock to Riley Brook ; not exceeding 28 miles.

742. To the North Shore Railway Company, Limited (formerly the Beersville Coal

and Railway Company), for a line of railway extending its present line from
Beersville to Brown's Landing, not exceeding 7 miles ; and for a branch line
of railway from its main line to Mount Carlyle, not exceeding 2^ miles ; not
exceeding in all 9| miles.

743. To the York and Carleton Railway Company, for a line of railway from its pre-

sent terminus to a point on the National Transcontinental Railway ; not
exceeding 9 miles.

m RAILWAY SUBSIDIES 93

SESSIONAL PAPER No. 20

*7U- To the Vancouver and Lulu Island Railway Company, for a line of railway from
Eburn, on its main line, to New Westminster ; not exceeding 9 . 65 miles.

*745. To the Esquimalt and Nanaimo Railway Company, for a line of railway from a
point near French Creek to the village of Sandwich, not exceeding 41 miles;
and for a line of railway from the village of Sandwich to Campbell River, not
exceeding 38 miles ; not exceeding in all 79 miles.

746. For a line of railway from MacLeod, via Cardston, towards a point on the Inter-
national Boundary west of range 21 ; not exceeding 45 miles.

7*4:7 • To the Southern Central Pacific Railway Company for a line of railway from a
point at or near Cowley, in Alberta, to a point on High wood River ; not ex-
ceeding 50 miles.

748. For a line of railway from a point at or near the town of Red Deer to a point on

the North Saskatchewan River at or near Rocky Mountain House ; not
exceeding 70 miles.

749. To the Canadian Pacific Railway Company, for a line of railway from Winnipeg

Beach northerly to Gimli, not exceeding 9i miles; and for a line from Gimli
to Riverton, not exceeding 25 miles ; not exceeding in all 3i^ miles.

7»50. To the Canadian Pacific Railway Company, for a line of railway from Moose
Jaw, in a north-westerly direction; not exceeding 123 miles.

7«^1. To the Eastern Townships Railway Company, for a line of railway from the
Intercolonial Railway at St. Leonard's Junction to Dudswell ; not exceeding
36 miles.

7 53. To the Quebec, Montreal and Southern Railway Company, for a line of railway
from Noyan Junction to the international boundary, not exceeding 8 miles ;
and for a line of railway from St. Lambert to St. Constant, not exceeding 15
miles : not exceeding in all 23 miles.

753. To the Quebec and Lake St. John Railway Company, for the following lines of
railway : —

(a) from Valcartier Station to St. Catherine ; not exceeding 3.8 miles ;
(bj from Valcartier Station towards Gosford ; not exceeding 5| miles ;

(c) from the end of the 35th mile of the branch to La Tuque, on the River St.
Maurice, to La Tuque Falls ; not exceeding 5 miles ;

(d) from La Tuque Falls to the mouth of the River Croche, not exceeding 5 miles ;

(e) from a point on La Tuque branch to the steamboat landing near La Tuque ;

not exceeding 1.6 miles ;
not exceeding in all 20.9 miles.

7»'54. To the Quebec and Lake St. John Railway Company, for a line of railway from
Herbertville to St. Joseph d'i^lma; not exceeding 10 miles.

75«5. To the St. Maurice Valley Railway Company, for a line of railway from Three
Rivers to Grand Mere ; not exceeding 28 miles.

756. For a line of railway from a point on the main line of the Great Northern Rail-
way at or near St. Jerome to Charlemagne (Bout de I'lle) ; not exceeding 22
miles.

94 DEPARTMENT OF RAILWAYS AND CANALS lii

8-9 EDWARD VII., A. 1909

ySy. To the North Eastern Railway Company, fc a line of railway from a point east
of Lake Temiskaming, at or neai- v illemarie, easterly ; not exceeding 25 miles.

75S. To the Canadian Northern Quebec Railway Company, for a line of railway from
Montreal to Hawkesbury ; not exceeding 65 miles.

'7*i9. For a line of railway from Montreal to a point on the National Transcontinental
Railway ; not exceeding 200 miles.

TOO- To the Quebec Central Railway Company, for an extension of its line of railway
from St. George to or towards St. Justine ; not exceeding 30 miles.

761. To the Maritime Coal Railway and Power Company, for a line of railway from

Chignecto to a point on the Northumberland Straits, not exceeding 25 miles ;
and from Joggins Mines to a point on the Bay of Fundy, not exceeding 1
mile ; not exceeding in all 26 miles.

762. For a line of railway from St. Peters, in the County of Richmond, by the south

shore of Bras d'Or Lake, to Sydney ; not exceeding 60 miles.

763- To the Nipissing Central Railway Company, for a line of railway from a point
on the Temiskaming and Northern Ontario Railway, at or near the town of
New Liskeard, to a point in the township of Guigues, in the province of Que-
bec ; not exceeding 13 miles.

764. To the Vancouver Island and Eastern Railway Company, for a line of railway

from a point on the Esquimalt and Nanaimo Railway, near Campbell River,
towards Fort George, on the line of the Grand Trunk Pacific Railway ; not
exceeding 100 miles.

765. To the Vancouver, Westminster and Yukon Railway Company, for a line of

railway from Vancouver towards Fort George, on the line of the Grand Trunk
Pacific Railway ; not exceeding 100 miles.

766. For a line of railway around Death Rapid, British Columbia ; not exceeding 4

miles.

767- To the Pacific Northern and Omineca Railway Company, for a line of railway
fi-om Kittimat to the Telkwa River; not exceeding 110 miles.

768. For a line of railway from Nicola to a point at or near Penticton ; not exceeding
100 miles.

760. For a line of railway from Carmi to Penticton ; not exceeding 50 miles.

770. To the St. Mary and Western Ontario Railway Company, for a line of railway

from Woodstock to Exeter ; not exceeding 45 miles.

771. To the Algoma Central and Hudson Bay Railway Company, for a line of railway

from a point on the Canadian Pacific Railway northward towards the National
Transcontinental Railway ; not exceeding 50 miles.

772. To the Grand Trunk Pacific Railway Company, for branch lines of railway from

the line of the National Transcontinental Railway to Port Arthur and Fort
William ; not exceeding 220 miles.

iii RAILWAY SUBSIDIES 95

SESSIONAL PAPER No. 20

T73. To the Lac Seul, Rat Portage and Keewatin Railway Company, for a line of
railway from a point at or near Kenora to the line of the National Transcon-
tinental Railway ; not exceeding 18 miles.

774. To the Burk's Falls and French River Railway Company, for a line of railway
from Burk's Falls to French River; not exceeding 85 miles.

775- To the Thessalon and Northern Railway Company, for a line of railway from
Thessalon, northerly ; not exceeding 4 miles.

776. To the Canadian Northern Ontario Railway Company, for a line of railway from
Sudbury Junction to Hutton Mines : not exceeding 30 miles.

777- To the Esquimalt and Nanaimo Railway Company, for a line of railway from
Cowichan Bay to Cowichan Lake ; not exceeding 24 miles.

778. To the Canadian Northern Quebec Railway Company, for a line of railway from

Hawkesbury to Ottawa : not exceeding 60 miles.

779. For the following lines of railway : —

(a) from Westfield to St. John, not exceeding 14 miles ;

(b) from Gagetown to Fredericton, not exceeding 40 miles ;

(c) from a point between Centreville and Woodstock to a point at or near Grand
Falls, not exceeding 55 miles.

780. To the Little Nation River Railway Company, for a line of railway from Papi-

neaiiville on the Canadian Pacific Railway towards Lake Nominingue ; not
exceeding 30 miles.

781. To the I'Avenir and Melbourne Railway Company, for a line of railway from

Melbourne to Drummondville ; not exceeding 28 miles.

78J£. To the Quebec and Lake St. John Railway Company, for a line of railway from
Chicoutimi south or southeast ; not exceeding 5 miles.

2. The Governor in Council may grant the subsidies hereinafter mentioned towards
the construction and completion of the bridges also hereinafter mentioned, that is to
say :—

783. Towards the construction and completion of a railway bridge and approaches

over the Nicolet River at Nicolet, in lieu of the subsidy granted by chapter 40
of 1907, section 2, .$15,000.

784. To the Canadian Pacific Railway Company (lessees of the Calgary and Edmonton

Railway Company), towards the construction and completion of a bridge over
the Saskatchewan River connecting Strathcona and Edmonton, 15 per cent
upon the amount expended thereon ; not exceeding $100,000.

785. To the Quebec, Montreal and Southern Railway Company, towards the construc-

tion and completion of the following railway bridges : —

(a) bridge acr-oss the Gentilly River, $15,000 ;

(b) bridge across the Becancour River, $30,000 ;

(c) bridge across the Richelieu River, $30,000.

786. To the Atlantic, Quebec and Western Railway Co i^^pany, towards the construc-

tion and completion of the 26 railway bridges on its line of railway from Pas-
pebiac to Gaspe, payable upon the completion of the said line of railway
between the said points, $250,000.

96 DEPARTMENT OF RAILWAYS AND CANALS Ui

8-9 EDWARD VII., A. 1909

•787. To the Interprovincial Railway Bridge Company of New Brunswick, towards
the construction and completion of a railway bridge over the Restigouche
River from Campbellton to Mission Point, not exceeding .$160,000.

TSS. To the Vancouver, Westminster and Yukon Railway Company, towards the
construction and completion of a raihvay across Burrard Inlet.

S. In this Act, unless the context otherwise requires, the expression " cost " means
the actual, necessary and reasonable cost, and shall include the amount expended upon
any bridge, up to and not exceeding $25,000, forming part of the line of railway subsi-
dized not otherwise receiving any bonus, but shall not include the cost of equipping the
railway nor the cost of terminal?? nor the cost of right of way of the railway in any city
or incorporated town ; and such actual, necessary and reasonable cost shall be deter-
mined by the Governor in Council, upon the recommandation of *^iie Minister of Rail-
ways and Canals, and upon the report of the Chief Engineer of the Department of
Railways and Canals, certifying that he has made or caused to be made an inspection
of the line of railway for which payment of subsidy is asked, and careful inquiry into
the cost thereof, and that in his opinion the amount upon which the subsidy is claimed
is reasonable, and does not exceed the true, actual and proper cost of the construction
of such railway.

4. The subsidies hereby authorized towards the construction of any railway or
bridge shall be payable out of the Consolidated Revenue Fund of Canada, and may,
unless otherwise expressly provided in this Act, at the option of the Governor in
Council, on the report of the Minister of Railways and Canals, be paid as follows : —

(a) Upon the completion of the work subsidized ; or

(b) By instalments, on the completion of each ten-mile section of the railway, in
the proportion which the cost of such completed section bears to that of the whole work,
undertaken ; or

(c) Upon the progress estimates on the certificate of the Chief Engineer of the
Department of Railways and Canals that in his. opinion, having regard to the whole
work undertaken and the aid granted, the progress made justifies the payment of a sum
not less than thirty thousand dollars ; or

(a) With respect to (b) and (c), part one way, part the other.

. The subsidies hereinbefore authorized to be granted to companies nampd shall
if granted by the Governor in Council, be granted to such companies respectively ; the
other subsidies may be granted to such companies as establish to the satisfaction of the
Governor in Council their ability to construct and complete the said railway and bridges
respectively ; all the lines and the bridge for the construction of which subsidies are
granted, unless they are already commenced, shall be commenced within two years from
the first dajT^ of August, 1908, and completed within a reasonable time, not to exceed
four years from the said first day of August, to be fixed by the Governor in Council,
and shall also be constructed according to descriptions, conditions and specifications
approved by the Governor in Council on the report of the Minister of Railways and
Canals, and specified in each case in a contract between the Company and the said
Minister, which contract the Minister, with the approval of the Governor in Council, is
hereby empowered to make. The location also of such subsidized lines and bridges shall
be subject to the approval of the Governor in Council.

a. The granting of such subsidies and the receipt thereof by the respective com-
panies shall be subject to the condition that the Board of Railway Commissioners for
Canada may at all times provide and secure to other companies such running powers,
traffic arrangements and other rights as will afford to all railways connf cting with the
railway and bridges so subsidized reasonable and proper facilities in exercising such run-
ning power, fair and reasonable traffic arrangements with connecting companies, and

Lii RAILWAY SUBSIDIES 97

SESSIONAL PAPER No. 20

equal mileage rates between all such connecting railways ; and the said Board shall
have absolute control, at all times, over the rates and tolls to be levied and taken by
any of the companies, or upon any of the railways and bridges hereby subsidized ; Pro-
vided always that any decision of the said Board made under this section may be at any
time varied, changed or rescinded by the Governor in Council, as he deems just and
proper.

7. Every company receiving a snbsidy under this Act, its successors and assigns,
and any person or company controlling or operating the railway or portion of railway
subsidized under this Act, shall each year furnish to the Government of Canada trans-
portation for men, supplies, materials and mails over the portion of the lines in respect
of which it has received such subsidy, and, whenever required, shall furnish mail cars
properly equipped for such mail service ; and such transportation and service shall be
performed at such rates as are agreed upon between the Minister of the department of
the Government for which such service is being performed, and the company performing
it, and, in case of disagreement, then at such rates as are approved by the Board of
Railway Commissioners for Canada ; and in or towards payment for such charges the
Government of Canada shall be credited by the company with a sum equal to three per
cent per annum on the amount of the subsidy received by the company under this Act.

8. As respects all railways and bridges for which subsidies are granted by this
Act, the company at any time owning or operating any of the railways or bridges shall,
when required, produce and exhibit to the Minister of Railways and Canals, or any
person appointed by him, all books, accounts and vouchers showing the cost of construct-
ing the railway or bridge, the cost of operating it, and the earnings thereof.

U. The Governor in Council may make it a condition of the grant of the subsidies
herein provided that the company shall lay the railway with new steel rails and fasten-
ings made in Canada and shall purchase all materials and supplies required for the con-
struction of the railway and bridges, and the rolling stock for the first equipment of the
railway, from Canadian producers, if such rails, fastenings, materials, supplies and equip-
ment are procurable in Canada of suitable quality and upon terms as favourable as else-
where, of which the Minister of Railways and Canals shall be the judge.

1©. Whenever a contract has been duly entered into with a company for the con-
struction of any line of railway hereby subsidized, the Minister of Railways and Canals,
at the request of the Compan}", and upon the report of the Chief Engineer of the
Department of Railways and Canals, and his certificate that he has made careful exami-
nation of the surveys, plans and profile of the whole line so contracted for, and has duly
considered the physical characteristics of the country to be traversed and the means of
transport available for construction, naming the reasonable and probable cost of such
construction, may, with the authorization of the Governor in Council, enter into a sup-
plementary agreement, fixing definitely the maximum amount of the subsidy to be paid,
based upon the said certificate of the Chief Engineer, and providing that the company
shall be entitled to be paid, as the minimum, the ordinary subsidy of $3,200 per mile,
together with sixty per cent of the difference between the amount so fixed and the said
$3,200 per mile, if any ; and the balance, forty per cent, shall be paid only on comple-
tion of the whole work subsidized, and in so far as the actual cost, as finally determined
by the Governor in Council upon the recommendation of the Minister of Railways and
Canals, and upon the report and certificate of the said Chief Engineer, entitles the com-
pany thereto : Provided always —

(a) that the estimated cost, as certified, is not less on the average than $18,000 per
mile for the whole mileage subsidized ;

(b) that no payment shall be made except upon a certificate of the Chief Engineer
that the work done is up to the standard specified in the company's contract ;

(c) that in no cases shall the subsidy exceed the sum of $6,400 per mile.
20— iii— 7

8-9 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

F^^TIT IV.

MISCELLANEOUS STATEMENTS

20— iv— 1

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909

:Nro.

Sl'BSidy AoRf:EJ]K.\TS for the Construction of Eailways

Date

of

Signature.

Name of Railway

Line of Railway

to be

Constructed.

Authority for Executio

Act

of

Parliament.

Order

in

Council.

Feb. 20, 1908 Atlantic, Quebec and
Western Ry. Co .

Apl. 8,
Apl. 10,

, 1907
ir,611 |May 20, 1907

1907 Canadian Northern
Quebec Ry. Co.

1(1633 June 10, 1907

Aug. 22, 1907

Sept. 28, 1907

Dec. 27, 1907

Dec. 18,
Apl. 4,

May 10,
May 10,

May 10,
June 6,

1907
1907

1907
1907

1907
1907

14, 1907

Colchester Coal & Ry.
Co., Ltd.

Central Ontario Ry. Co

Canadian Pacific Ry,
Co.

La Compagnie du Che-
min de fer de Colon-
zation du Nord.

Edmonton. Yukon &
Pacific Ry. Co.

Kootenav Central Ry.
Co.

Klondyke Mines Ry,
Co.

Klondyke Mines Ry.
Co.

Kettle River";' Valley
Ry. Co.

Margaree Coal and Rv
Co-

Can.

1906, c. 43
1906, c. 43

From Paspebiac to Gaspd as near Can., 1906, c. 43

the shore as practicable, in lieu

of subsidies granted by c. 57

of 1903, sec. 2, item 51.
From or from near Garneau Jet. to

or towards Quebec Bridge.
Line of railway connecting its

Montfort and Gatineau branch

with main line at St. Jerome.
From Debert station on the I. C. Can

Ry. to Debert Coal Mine to

northern terminus of the Lon-
donderry Iron and Mining Co.

Ry. near East Mines.
From point at or near Bancroft to Can., 1907, c. 40

point on C. A. Ry. at or near

Whitney, in lieu of subsidy

granted by c. 57 of 1903.
From point between St. Philippe Can., 1907, c. 40

d'Argenteuil and Lachute, thence

in a northerly direction passing

through village of Brownsburg,

in lieu of subsidy granted by

c. 57 of 1903.
From point at or near Teulon to Can., 1906, c. 43

point on Icelandic river, in lieu

of subsidy granted by c. 57 of

1903.
From Lake Nominingue to Le Can., 1906, c. 43

Lievre.

Nov. 22, 1906.

Feb. 19,
Feb. 19,

1907.
1907.

Mch. 30, 1907

From Strathcona to Edmonton... .

From Golden toward? the inter-
national boundary line, via Win-
dermere and Fort Steele and
crossing the Crow's Nest Ry. at
or near Elko, in lieu of subsidy
granted by c. 57 of 1903.

From Dawson to a point at or near
Sulphur Spring.

From a point at or near Sulphur
Spring to point at or near di-
vide between Dominion and Flat
Creeks.

From a point at or near the said
divide to or towards the Stew-
art river.

From Grand Forks to point 50
miles up the north fork and
west fork of the north fork of
Kettle river, in lieu of eubsidv
granted by c. 57 of 1903, 8. 2,
item 67.

Line of railway from St. Rose or
from Chimney Corner Coal Mines
to a point at or near Chimney
Corner Cove, thence via the east
side of Lake Ainslie to or
towards a point on the I.C.Ry.
at or near Orangedale, 34 miles;
and for a line of railway from a
point on the I.C.Ry. between
Orangedale and Point Tupper
to Caribou Cove or Inhabitants
bay or river, in lieu of subsi-
dies granted by c. 43 of 1906.

May 15,
May 15,

1907.

1907.

Aug. 31, 1907.

Nov. 26, 1907.

Can.
Can.

1907, c. 40
1906. c. 43

Nov. 4,
Nov. 13,

1907.
1906.

6 &

7 E. VII.,

40.

Can., 1906, c. 43

Can., 1907, c, 40

May 6, 1907.

Apl. 16, 1907.

May 14, 1907.

SUBSIDY AGREEMENTS

SESSIONAL PAPER No. 20

1.

entered into during the Fiscal Year ended March 31, 1908.

Amount of Subsidy.

Per Mile.

Not
exceed-
ing

«-, -^

tf =

Date

for.

Completion.

S

3,200

3,200
3,200 '•

3,200

3,200

3,200

3 , 200
3,200

3,200
3,200

3,200
3,200

32,00

$
6,400

6,400
0,400

0,400

6,400

6,400

6,400
6,400

6,400
6,400

6,400
6,400

6,400

Feet.
79

70 52 -80
22 52 -80

35

35

50
186

31
45

8
50

38

3,200 0,400

3,200 6,400 4-2 116

21

52-80

52-80
52-80

184-80
184-80

184-80
80

80

Feet.
955

955
859-9

478

819

478

1,910

573

955
573

230
230

230

478

1,146

Feet.
50

50
50

50

50
50

50

50

50

50

30
30

30
50

50

Feet.
20

20
20

20
20

/ 20
\ 16

20

20
18

20
18

14
14

14
18

Feet.
15

15

15

14

15
14

lOi
lOi

lOi
14

15

Lbs.
50

56
56

56

56

56

50
56

56

Dec. 1, 1908.

50 Jan. 1, 1909.

1, 1909.

Aug. 1, 1908

Dec. 1, 1909.

Aug. 1, 1907.

Dec. 31, 1908,

1. 1909

Dec. 31, 1909.

1, 1908

45

Aug.

1, 1907

45

Dec.

1, 1909

45

"

1, 1909

56

"

1, 1908

31, 1909

20— iv— li

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909.
Subsidy Agreements for the Construction of Eailways

Date

of

Signature.

Name of Railway.

Line of Railway

to be

Constructed.

AUTHOBITT FOB EXECUTION.

Act

of

Parliament.

Order

in

Council,

16662
16648

16626

16627

16993
16978

16631

July 5, 1907 Midland Ry. Co., Ltd.

June 24, 1907 Nicola, Kamloops &
Similkameen Coal &
Railway Co.
13, 1907 Ottawa, Northern &
j Western Ry. Co.

12, 1907 1 Ottawa. Northern &
Western Ry. Co.

Feb. 1, 1908
Jan. 10, 1908

Orford Mountain Ry.

Co.
Quebec & Lake St.

John Ry. Co.

June 10, 1907 Tilsonburg, Lake Erie
& Pacific Ry. Co.

Bridge over Shubenacadie river. Can.,

N.S.
From a point at or near Spence':;:Can.,

bridge on C.P.R. to Nicola lake.i

For a line of railway to the bound- Can.,
ary line of City of Hull, from
a point on Ottawa & Gatineauj
Railway, now Ottawa, Northern!
& Western.

From Aylmer to Hull, in lieu of Can.,
subsidies granted in 1899 and
1903. . 1

From Bolton line to Maneonville. Can.,

From a point on Quebec & Lake Can.,
St. John Ry. Co. near River
Jeanotte, to LaTuque, on St.!
Maurice river, in lieu of subsidy)
granted by c. 57 of 1903, s. 2,
item 57.

From Woodstock northerly to a Can.,
point on G.T.Ry. at Berlin, or
from Insrersoll to Stratford, in
lieu of the subsidy granted by
c. 57 of 1903.

1899, c. 7 May 14, 1907.
1907,0.40, " 15,1907.

1903, c, 57 April 6, 1907.

1906, c. 43!Mar. 27, 1907.

1907, c. 4 Jan. 2. 1908.
1906, c. 431 " 2, 1908.

1907, c. 40 May 15, 1907.

Department of Railways and Canals,
Ottawa, September 15, 1908.

J

iv SUBSIDY AGREEMENTS

SESSIONAL PAPER No. 20
entered into during the Fiscal Year ended March 31, 1908 — Concluded.

Amount of Subsidt.

Number of Miles
Subsidized.

Maximum Grade.
Feet per Mile.

Radius of Curva-
ture not less
than

^ 4

-3 a

3
O

"S

1

1
a

J

■S .3
1 ft

Date

for

Completion.

Per Mile.

Not
exceed-
ing

33,750 00
3,200

3,200

3,200

3,200
3,200

3,200

%

Feet.

Feet.

Lbs.

Feet.

Feet.

Feet.

6,400
6,400

6,400

6.400
6,400

6,400

47
i

9

7-84
35

35

58-08
69

58

84
66

52-80

478
955

1,433

955
716

955

50
50

50

50
50

33

18
20

20

20
20

20

14
15

15

15
15

15

56
56

56

56
56

56

Aug. 1, 1907.
1,^1907.

July 1, 1907.

Dec. 31. 1909.
Aug. 1,11908.

Dec. 1,^1909.

H. F. ALWARD,

Law Cleric.

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909

Contracts entered into during the Twelve Months forming the Fiscal Year ended

March 31, 1908.

INTERCOLONIAL RAILWAY.

No. of
Con-
tract.

16586
16588

16597
16607
16609

^16651
16652
16660

16661
16684
16691
16696
W^- "
16707
16714

16717
16720
10721

16723

16725

16727
16735
16738
16739

16746
16747

16748

16749
16750

16758

16759
16761
16778
16784

16785
16813

16814
16816
16829

16930
16831

16832
16833

16836
16841

Date
of Signa-
ture.

1907.

Apl.

27.
30.

27.
6.
May 10.

June 26

July 2.

5.

5.

23.

June 27.

Aug. 1 .

7.
19.

21.
22.
22.

23.
23.

Sept.

Oct.

26.
9.
9.

9.
13.

9.

16.

23.

23.
23.
28.
18.

30.
4.

4.

4.

18.

18.
18.

Contractors.

General|De.scri ption .

Rhodes, Curry & Co

The A. C. Thompson Co., Ltd. .

Canadian Locomotive Co., Ltd.

Rhodes, Curry & Co., Ltd

•J. Matheson & Co., Ltd

Rhodes, Curry & Co., Ltd.
W. P. McNeil & Co ' '

Rhodes, Curry & Co., Ltd.

Cloutier & Gaudreau

R. D. Wood & Co

Robb Engineering Co ... .

E. A. Wallberg

E. Dube and N. Dumont.

The Canada Car Co., Ltd.

Wm Sutherland

Emile Dube

Crossen Car M'f'g Co. of Cobourg,

Ltd

J. B. McManus

J. A. Dunn & Co

T. D. LeBIanc and D. R. LeBlanc. . .

Thomas P. Charleson

John C. McLean and James R. Mc-

Pherson

Weber Steel Concrete Chimney Co. .
Dominion Bridge Co

Emil A. Wallberg.

Builders Wood Working Co., Ltd.
Wm. J. Landry

Emil A. Wallberg

Rhodes, Curry & Co., Lt<:
L. P. Morin & Fils

Robert S. Low..
Farquhar Bros..

J. W. McManus Co., Ltd

Crossen Car Mfg. Co. of Cobourg,

Ltd

Ed. Bate and Jno. Flood

Jno. C. McLean

18.
Sept. 25.

Oct.

22.
24.

{Frank W. Wilson

Rhodes, Curry & Co., Ltd.

jE. A. Wallberg.
'T. a, Barnhill..

Deliver 3 motor cars.

Install hot water heating system in station at Point

Tupper.
Deliver 10 freight engines.
Deliver 130 dump cars.
Deliver structural steel for umbrella roof at Halifax,

, N.S.
Deliver two 60-foot baggage and express cars.
Deliver 100 platform cars.
Deliver a 75-foot through turn-table for Ste. Rosalie,

Que.
Deliver 70 "Hart Convertible Cars."
Construct station building at Milnekek, P.Q.
Deliver Water Gas Producer Plant at Moncton, N.B.
Deliver 3-100 H.P. boilers for old Electric station at

Moncton, N.B.
Erect cinder pit at Halifax. N.S.
Addition to present engine house and for a stores and

office building at Chaudifere Jet., P.Q:
Deliver 34 stock cars.

Extension to water works at An tigonish, N.S.
Erect cinder pits and coaling pockets at Ste. Flavie,

Rivifere du Loup and Chaudifere Jet. and coaling

pockets at Halifax and Truro.

Deliver 400 box cars of 60,000 lbs. capacity.
Widening of the roadbed for double track and sidings

between Moncton and Painsec Jet., N.B.
Wiring engine house at Truro, N.S.
Stone passenger station at Amherst, N.S.
Extension to railway wharf at Dalhousie, N.B.

Extension to waterworks at Charlo, N.B.

Erect chimney at Halifax, N.S.

Steel girders for Ri^ifere du Loup, Ste. Fla\-ie and

Halifax.
Erect store building and oil house near site of new

engine house at Halifax.
Erect dwelling for agent at Millerton, N.B.
Erect cribwork wharf extension on shore side of dock

at Mulgrave, N.S.
Supply and install heating plant, etc., for engine house

at Halifax, N.S.
Extension to waterworks at Durham Bridge, N.B.
Extension to waterworks at Doaktown, N.B.
Deliver 4 conductor's vans.
Erection of engine house, office and stores building

and 50,000 gallon water tank at Ste. Rosalie, P.Q.
Extension to waterworks at Springhill Jet., N.S.
Installation of an auxilliary fire alarm system in yards,
f' station and sheds of the I. C. Ry. at Richmond,
6* N.S.
Wiring station house at Sackville, N.B.
Extension to waterworks at Pirate Harbour, N.S.

Deliver foiu- (4) conductor's vans.

Erect flour shed and loading platform at St. John, N.B

Erect combined passenger and freight shelter at Green
Point, N.B.

Erection of stores and office building at Truro, N.S.

Deliver 400 box cars, 260 platform cars and 25 re-
frigerator cars. '_

Erect power house, etc.. at Moncton, N.B. '"•

[Erect extension to freight shed at Mulgrave, N.S.

iv CONTRACTS ENTERED INTO

SESSIONAL PAPER No. 20

Contracts entered into during the Twelve Months, &c. — Continued.

INTERCOLONIAL RAILWAY— Continued.

No. of
Con-
tract.

Date
of Signa-
ture.

Contractors.

General Description.

16852

16862
16865
16899

16902
16934

16943
16944
16951
16952

16955
16956
16957

16958

16962
16967

16968

16977
16981
16982
16986
16992

16994

16999

17000

17007
17008

17014
17035
17038

17039
17056
17061
17062

17063

17065
17068

1907.

Sept. 20.

Nov. 8.

13.

Aug. 19.

Nov. 21
28

Dec.

Nov.
Dec.

Dec 27

1908.

Jan. 8

Feb.

13.

13.

18.
14.

20.
Mch. 5.

9.
21.
25.
25.

24.

Feb. 21 .
Mch. 17.

Dominion Bridge Co . .

C. E. Fish

The RathbunCo

The Grand Trunk Ry. Co. of Canada

Canadian Westinghouse Co., Ltd.
Geo. P. Nicholls & Bros

Cloutier & Gaudreau

Canadian Rand Co., Ltd

W. G. Mawhinney

Canadian Westinghouse Co., Ltd.

Cloutier & Gaudreau

Luc. Vaillancourt

Hamilton Bridge Works Co., Ltd . .

Robert H. Canavan

Cloutier & Gaudreau

Dorchester Electric Light and Power
Co., Ltd

D. G. Kirk Woodworking & Con-
tracting Co.

Stephen Veniot

W. S. Kinnear & Son

Emile Dube

William Brennan

Leon Letellier

Emile Dube.

Jas. Goulett and Jno. H. Goulett.

Willard Kitchen Co., Ltd

S. W. Campbell .

Emil. A. Wallberg

Crossen Car Mfg. Co. of Cobourg, Ltd

Rhodes, Curry & Co., Ltd

Cloutier & Gaudreau

Rhodes, Curry & Co., Ltd

Canada Car Co., Ltd

W. J. Landry

Zenon Ouellet

Dube & Dumont

•Rathbun Co

W. A. & J. M. Skidd

Deliver steel bridges on main line Pictou Branch and

Windsor Branch. i _

Extension to waterworks at Newcastle, N.B. I

Deliver 50 standard 80,000 lbs. platform cars.
In connection with the erection of a freight shed at

Ashton Jet. and the joint use of it by the Company

and His Majesty.
For the purchase of air brake and train signal material.
Deliver one (1) electric transfer table for new vard of

I. C. Ry. at Moncton, N.B.
Remodelling of station at St. Alexandre, Que.
Deliver a 2-stage air compressor for new Moncton shops.
Erect extension to station at Dalhousie, N.B.
Deliver 2, 300-K.W. generators, complete, at Moncton,

for new shops.
Painting on District No. 4.
Painting on Districts Nos. 1, 2 and 3.
Deliver 2 steel bridges for approaches to new j'ards at

Truro, N.S.
Removing of old station at Windsor and fitting it up

for baggage and store room.
Erect addition to station at St. Ignaee, Que.
Electric wiring of station and dwelling apartments at

Dorchester, N.B.
Erect combined station and dwelling at Black River

Road, N.S.
Painting on Districts 13 and 14.
Painting on Districts 5, 6, 8, 9 and 15.
Erect train service building at Chaudifere Jet., P.Q.
Painting on Districts Nos. 11 and 12.
Installation of hot water heating and plumbing system

in Rimouski station, P.Q.
Erect car cleaners' building at Rivifere du Loup, Que.,

and coaling pockets at St. John, Newcastle,

Chatham and Campbellton, N.B. ^

Erect passenger station, moving and converting^of

present station into a dwelling for station master

and moving of existing freight house at Cedar

Hall, Que.
Bridge masonry, diversion of Leper Brook, etc., at

Truro, N.S., 80,000 gallon water tank at Halifax,

N.S.
Erect car cleaners' building at Pictou, N.S.
Sand houses at Stellarton, St. John, Campbellton and

Chaudifere Jet., car cleaners' building at Moncton,

N.B., and 80,000 gallon water tank and pipe line

at Charlottetown, P.E.I.
Deliver 50 (60,000 lbs.) box cars.

Enlargement of brick engine house at Newcastle, N.B.
Erect station, freight sheds and platforms at Ste,

Monique, Que.
Deliver 10 refrigerator and 100 box cars.
Deliver 50, 60,000 lbs. box cars.
Construct block of cribwork at Mulgrave. N.S.
Erect brick oil house, car inspectors' building, switch-
man's shanty and car cleaners' building at Ste.

Flavie, Que.
Erect machine shop and boiler house and a brick

chimnev at Ri^afere du Loup, Que.
Deliver 50, (50,000 lbs. box cars.
Electric wiring of passenger station, etc., at Bathurst,

N.B.

PRINCE EDWARD ISLAND RAILWAY.

16685
16686

16737
16754

1907.

July 23.
23.

Sept.

Emil. A. Wallberg Construct extension to wharf at Souris, P.E.I.

Reid & Archibald Construct extension to railway wharf at Charlotte-
town, P.E.I.

F. S. McDonald 'Erection of agent's dwelling at Bear River, P.E.I.

D. R. Morrison & P. G. Clark Erect freight shed at Summerside, P.E.I.

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909
Contracts entered into during the Twelve Months, &c. — Continued.

PRINCE EDWARD ISLAND RAILWAY— Continued.

No. of
Con-
tract.

Date
of Signa-
ture.

Contractors.

General Description.

16760
16864

17008

1907.

23..
Nov. 13..

1908.

Feb. 14. .

Emile A. Wallberg

Whiting Foundry Equipment Co

Emile A. Wallberg

Erect brick freight shed at Charlottetown, P.E.I.
Supply and erect GO-ton electric travelling crane in
shop at Charlottetown, P.E.I.

Contract for 80,000 gallon water tank and pipe line at

Charlottetown, P.E.I., etc., etc.

CORNWALL CANAL.

16632

1907.
June 10.

Belleville Portland Cement Co., Ltd. . Deliver 1 ,000 barrels, Portland Cement.

FARRAN'S POINT CANAL.

16632

1907.
June 10.

Belleville Portland Cement Co., Ltd. . Deliver 1,000 barrels Portland Cement.

GALOPS CANAL.

16632

1907.

June

16692 July

10.
25.

Belleville Portland Cement Co., Ltd
M. A. Cleveland

Deliver 1,000 barrels Portland Cement.
Straightening, etc., of channel west of upper entrance
of canal.

LACHINE CANAL.

16601
16646
16715
16736

16990

1907.

May 6.

June 24.

Aug. 19.

Sept. 9.

1908.

Feb. 1 .

Quinlan & Robertson

W. McNally & Co

F. Hyde & Co

Canadian Portland Cement Co., Ltd

J. Bte. Devest

Concrete wall at St. Gabriel Basin No. 2.
Deliver 10,000 barrels of Portland Cement.
Deliver 5,000 barrels of cement.
Deliver 5,000 barrels of cement.

Cutting of checks in lock masonry to install Manny's
Lock Gate Protection Beams.

RAPIDE PLATTE CANAL.

16632

1907.
June 10.

Belleville Portland Cement Co., Ltd. Deliver 1,000 barrels Portland Cement.

RIDEAU CANAL.

16689
16751

1907.

July 25.
Sept, 13.

A. Foster

Ottawa Lumber Co.,

Supply 1,600 barrels of cement.

Deliver British Columbia or Douglas Fir dimension
timber for 1907-1908.

iv CONTRACTS ENTERED INTO

SESSIONAL PAPER No. 20

Contracts entered into during the Twelve Months, &c. — Concluded.

SAULT STE, MARIE CANAL.

No. of
Con-
tract.

Date
of Signa-
ture.

Contractors.

General Description.

16558
16575

1907.

Apl. 5. .

23. .

30. .
Oct. 18. .

19. .

Sims Lumber Co., Ltd

Deliver timber for 1907.
Deliver timber for 1907.
Deliver timber for 1907.
Extension to south mooring pier upper entr

canal.
Cast iron mooring posts.

16596

16828

McPhail & Wright

ance of

16837

SOULANGES CANAL.

16722

16817

17079

1907.
Aug. 22.

Oct. 8.

1908.
Mar. 31 .

Phoenix Bridge & Iron Works Co.,
Ltd

Quinlan & Robertson

Theo. Belanger

Erect highway bridge over Clement's Gully at Cascades
Point, Que.

Construct superstructure of highway bridge over Cle-
ment's Gully at Cascades Point, Que.

Construct timber shed and extension to workshops at
Cascades Point, Que.

TRENT CANAL.

16659
16664

1907.
.luly 2.
July 2.

16779 Sept.
16788 Oct.
16819
16937

17011
17016
17042

Dec.

28..
4. .
7. .
3..

1908.

Feb.
Mar.

12.
24.
10.

Ed. & D. Conroy

County of Peterborough

Brown & Aj'lmer

Lakefield Portland Cement Co., Ltd.

McCoy & Wilford, Ltd

John Rilev

The Randolph McDonald Co., Ltd,
Larkin & Sangster

Construct concrete dam and highway bridge at Buck-
horn, Ont.

Maintenance of repairs of roadway over dam at Buck-
horn, Ont.

Construct Section 5, Ontario-Rice Lake Division.

Deliver 2,500 bbls. of cement.

Construct concrete dam at Bobcaygeon, Ont.

Construct Section No. 2, Holland River Division.

Construct Rosedaie section.

Construct Section 1, Ontario-Rice Lake Division.

WELLAND CANAL.

16606

16645
16675

1907.

May 10. .

June 12. .
July 20. .

23. .

Aug. 22. .

Mar. 27. .
27. .

Ontario Power Co. of Niagara Falls.

W. E. Phin

M. Beatty & Sons, Ltd

Supply electrical energy to operate grain elevator at

Port Colborne, Ont.
Dredging at the Port Colborne entrance of the Canal.
Supply and deliver 104 driven lock gate operating

16688

Packard Electric Co

machines.
Deliver 100, .^^-ILP., electric induction motors for lock

16719
f 1908.
17075

W. E. Phin

J. F. Krat7. & Co

gate mechanism.
Widening of canal above Welland.

17076

M. Brennan & Sons Mfg. Co

Department of Railways and Canals^
Ottawa, October 23, 1908.

H. F. ALWARD,

Law Cleric .

10

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909.

No.

Water Power and other Public Property leased by the Department of Railways and

INTERCOLONIAL

No.

of

Lease.

Date

of

Signature.

Lessee.

Property Leased.

* 16574

*16577

16582
16583

16602
16612

16640
16663

16683

1902.
Mar.

1896.
Aug. 31 .

1907.
ApL 10.
17.

30.

May 25.

June 24.
July 5.

23.

16698 Aug. 1.

16699 Julv 30.
16820 Oct. 1.

16838

22.

16839
16843
16844

"

19.
30.
30.

16848

Sept.

30

16850
16860
16861
16871

Nov.

8.
8.
8.
7.

16940
16942
16946
16953
16960

Dee.

3.

3.

7.
16.
23.

16963

«

24.

1908.

16975
16976

Jan.

8.
8.

16983

"

9.

16984
16989
16991
17004

Feb.

10.

31.

1.

18.

Louis Comeau.

Land at Shediac, N.B.

Wm. Dishman.

Land at Truro, N.S.

Town of Dalhousie Privilege to lay and maintain crater pipes at Dalhousie,

, N.B

Alexander McLeod Privilege to lav and maintain i-ineh water pipe across

I lands of I.C.R. at Pictou, N.S

R. A. McMillan I Land at Charlo Station, N.B

Pictou Cottage Hospital Board. . . . ! Privilege to lay and maintain 6-inch drain pipe across

lands and under tracks of I.C. Ry. at Pictou, N.S.

J. D. Demmings I Land at Conn's Mills

Nova Scotia Telephone Co | Privilege to place and stretch telephone wires across

I lands and tracks of railway in counties of Col-
chester and Hants

George Foster Privilege to lay and maintain a 6-inch terra-cotta

! sewer pipe crossing railwav property at St. John,

N.B

R. J. Graham Land at St. John, N.B. for cold storage purposes

Nova Scotia Pure Milk Co., Ltd Land at Sliubenacadie, N.S

The Margaree Coal & Ry. Co Pri^•ilege of running powers over portion of I.C. Ry.

from Orangedale to point southwest of Mclntyre's
Lake, C.B., N.S

Town of Rimouski.

6 parcels of land at Rimouski,

Sutherland Rifle Sight Co . .

E. H. McGregor

Nova Scotia Telephone Co.

Ltd.

New Brunswick Cold Storage Co.,

Ltd

D. H. Goodwin

Norman C. McKay

J. W. Laurie

Town of Levis

Timothy P. DeWolfe.
Hugh K. McLean. . . .
Beir Telephone Co.. . .

Ovide Brouillard

A. D. Munro

G. W. Young.

McLeod & Mcl-«an. . .
Jno. Abrams & Sons.,

Land at New Glasgow, N.B

Land at Stewiacke, N.S

Privilege to erect and maintain a telephone line upon

and along right-of-way of St. Lawrence Branch of

I.C. Ry

Sublease of land in St. John, N.B. under Lease No,

16698, August 1, 1907

Land at Stewiacke, N.S

Land at Eel River Station, N.B

Land at Oakfield Flag Station, N.S

Privilege to lay sewers, etc., across lands and under

tracks of I.C. Rv. at Levis, P.Q

Land at Bayfield Road, N.S

Land at Woodburn, N.S

Privilege to lay cable at Levis, P.Q

Land and land covered ^-ith water at Nicolet, P.Q. .
Privilege to erect telephone on railway lands near

Brown's Point Station, Pictou Coimty, N.S

Privilege to lay, etc., a 6-inch sewer pipe across lands

and under tracks of railway at Dartmouth, N.S...

Land at Denmark, N.S.
Land at ^Moncton, N.B.

Land at North Sydney, N.S.

Henry J. B. Woods (as Postmaster
General of Newfoundland.

Agnes Weir I Land at Moncton, N.B

T. F. Sherrard

H. Mclntyre

James Archibald

Land at Mill Creek, N.B

Pri\ilege to lay, etc., a li inch pipe across land and
under tracks of I.C. Ry. at Flatlands Station, N.B .

rUBLlC PROPERTY LEASED

11

SESSIONAL PAPER No. 20

3.

Canals during the Twelve months forming the Fiscal Year ended March 31, 1908.

RAILWAY.

1 , 925 sq. f t j During pleasure..

1,486 sq. ft.

427 sq. ft.

600 sq. ft.

€08 sq. ft.

23 miles

■ 0-9337 ac.
1 -414 ac. . .

0 -314 30

0-67 ac

1960 sq. ft.
546 sq. ft. .

5,370 sq. ft. .

71 sq. ft

25,210 sq.ft.
106 sq. ft. . . .
2,500 sq. ft..,
3 -33 acres. . . ,

340 sq. ft.

63 years

During pleasure..

March 1902

July 1, 1896,

1, 19061

1906
1906

1, 1906
1, 1907

Mar. 1, 1907

June
July

1, 1907
1, 1907
1, 1907

21 years renewable Oct. 1, 1 907. Sch. rates.
During pleasure... Jan. 1, 1907

50 years

During pleasure.

July
Aug.

Sept.
July

Apl.

99 years Jan.

25 sq. ft j During pleasure.. . Oct

1 -43 acres j 21 years.

598i sq. ft.
/ 0-014ac.
\ 0-13 ac.
325 sq. ft..

1901 sq.ft..
1607 sq. ft.
0-487 ac...

During pleasure.. ,

July
Nov.
Oct.

1, 1907
1, 1907

1, 1907

30,1907

1, 1907

1, 1907

1, 1907

1, 1906

1, 1907

1907
1907
1907

July 1, 1907
1, 1906

1, 1907

Nov.

1,

1907

Jan.

1,

1908

July
Dec.
Jan.

1,
1,
1,

1908
1907
1908

Nov.

1,

1907

$ cts.

0 25

May

31..

May

31

1902

1 00

June

30..

June

30,

1896

1 00

July

1. .

July

1,

1906

1 00
1 00

"

1. .
1. .

"

1,
1,

1906
1906

1 00
1 00

"

1. .
1. .

"

1,
1,

1906
1907

10 00

Mar.

1. .

Mar.

1,

1907

5 00

250 00

20 00

June
July

1. .
1. .
1. .

June
July

1,
1,
1,

1907
1907
1907

6 00

Jan.

1. .

Jan.

1,

1907

1 00
1 00

July
Aug.

1..
1. .

July
Aug.

\<

1907
1907

5 00

Aug.

1..

Aug.

1 ,

1907

251 00
1 00
1 00
5 00

July
Apl.

1. .
1..
1. .
1. .

July
Apl.

]'<

1908
1907
1907
1907

10 00

0 25

1 00
3 00
1 00

Jan.
Oct.
July
Nov.
Oct.

1. .
1. .
1..
1..
1. .

Jan.
Oct.
July
Nov.
Oct.

}•'

1906
1907
1907
1907
1907

1 00

July

1. .

July

1,

1907

1 00

"

1..

"

1-

1906

1 00
20 00

Nov.

1..
1..

Nov.

\'

1907
1907

1 00

Jan.

1. .

Jan.

1,

1908

1 00

12 00

5 00

Julv
Dec.
Jan.

1::
1. .

July
Dec.
Jan.

};

1907
1907
1908

1 00

Nov.

1. .'

Nov.

1,

1907

12 DEPARTMENT OF RAILWAYS AND CANALS iv

8-9 EDV^/ARD VII., A. 1909-
Water Power and other Public Property leased by the Department of Railways and

INTERCOLONIAL

No.

of

Lease.

Date

of

Signature.

Property Leased".

1908.

17005
17041

17057

Feb.
Jan.

18.
25.

Mar. 21.

Francois Gagnon. .
Town of Sackville.

Town of Levis. . . .

Land at Cacouna, Que

Privilege to lay, etc., a 12-inch sewer pipe across lands

and under tracks of I.C. Ry. at Sackville, N.B. . . .
Privilege to lay, etc., a 4-inch water pipe across land»

and under tracks of I.C. Ry. at Levis, Que

BEAUHARNOIS

16954

Mclntyre & Robert Beauhamois Canal

CARILLON

17003

1908.
Feb. 13.

P. J. Chartrand & P. L. Turgeon
(Liquidators of North River
Power Co.

Lands on banks of North River, Concession 1, Town-
ship of Chatham, County of Argenteuil, Quebec,
water power, etc.

LACHINE

1907.

16573
16603

Apl.

17

27

16608
16628

May

30
25

16636

June

4

16641

"

24

16642

«

24

16643

"

24

16644

«

24

16649

"

26

16666

July

8

16668

"

9

16693

"

30

16695

"

31

16697

«

31

16716

Aug.

20

D. Leroux & Co

Wm. Rutherford & Sons Co., Ltd. .

Simplex Railway Appliance Co. of

Canada, Ltd.
Paul Galibert

Farquhar Robertson

Standard Paint Co. of Canada, Ltd . .

Mount Royal Spinning Co., Ltd
Montreal Warehousing Co

Hon. J. K.Ward

Estate A. Cantin

G. E. Jacques & Co

G. T. R. Co. of Canada

The Canadian Lake & Ocean Navi-
gation Co., et al.

Land on south side of canal, St. Gabriel Basin, Montreal
Land on south side of canal, St. Gabriel Basin, Montreal

Lot No. 1004 and part of lot No. 1005, of Parish of
Lachine, County of Jacques Cartier, Quebec

Land on south bank of canal, new lock No. 5, Lachine,
Que.; privilege to lay and maintain water mains. .

Lots 15, 16, 21 and 22, between St. Gabriel Basins 2
and 3, St. Ann's Ward, Montreal '.

Land on south side of canal. Parish of Lachine, Que.,
and privilege to lay and maintain a 12-inch and a
4-inch water pipe to factory on Cad. Lot No. 954 of
said parish and draw water

Privilege to lav and maintain two 12-inch pipes from
canal to Cad. Lot No. 3929, Cote St. Paul, Mon-
treal, and draw water

Privilege to put in pump well on canal lands in rear of
south wall of New or South Basin No. 1 and to
draw canal water from said well

Privilege to lay and maintain a 6-inch pipe to connect
to a 3-inch pipe already laid on Cad. Lot No.
1479, St. Ann's Ward, Montreal, and draw water.

Land on N. W. side of canal, near Brewster's Bridge,
St. Cunegonde, Parish of Montreal

4 parcels of land on N. W. side of canal, Montreal, with
privilege to erect wharf

Occupy, etc., sheds 4 and 6 south side of Flour Basin
No. 2

Privilege to lay, maintain and operate a siding on north
bank of canal from main line to premises of
Standard Chemical Co

Privilege to lay, etc., a siding on north bank of canal
from main line to Cad. Lot No. 2287, St. Cune-
gonde, Montreal, Que

Privilege to lay, etc., a siding on north bank of canal,
continuation of existing siding above Brewster's
Bridge, St. Cunegonde, Montreal

Space in St. Gabriel Shed No. 1, St. Gabriel Basin No. 1 .

PUBLIC PROPERTY LEASED

13

SESSIONAL PAPER No. 20

Canals during the Twelve months forming the Fiscal Tear ended, &c. — Continued.

RAlIM AY— Continued.

Amount

of Water

Power.

Term.

Commence-
ment,
of Term.

Terms of Payment.

Area.

Annual Rental.

Due
each
Year.

First

Instalment

Due

2,500 sq. ft. . .

During pleasure . .

Jan. 1, 1908
July 1, 1906
Jan. 1, 1908

$ cts
1 00
1 00
1 00

Jan. 1..
July 1..
Jan. 1 . .

Jan. 1, 1908

July 1, 1906
Jn n 1 _ 1 9ns

CANAL.

120 years Jan

1, 1908

12,000 00 Jan.&JulylJan. 1, 1908

CANAL.

104,544 sq. ft.

Surplus 121 yearti.

Dec. 1, 1907

Land, S20 00;
Water power
perH.P. $2 00.

Dec. 1. . !Dec.

1, 1907

CANAL.

6,000 sq. ft

/ 10,000 sq. ft.
I 28.356 sq. ft.

31-72aip

20,000 sq. ft....

67,648 sq. ft...

1,200 sq. ft.

6,600 sq. ft.

18,000 sq. ft.

During pleasure.. .

22 yrs, renewable .
During pleasure.. .
21 yrs, renewable .

During pleasure

Nineteen years.
Eighteen years.

I During pleasure

Apl.
Mar. ]

L, 1907
, 1907

Jan.

L, 1907

May ]

, 1907

June

L, 1907

:

I, 1907

]

I. 1907

]

, 1907

]

, 1907

]

, 1907

Mar. ]

, 1907

May ]

, 1907

July ]

, 1906

:

, 1907

« :

I, 1907

]

, 1907

96
613

00
68

Apl. 1..
Mar. 1 . .

Apl.
Mar.

I, 1907
L^ 1907

1

,261

86

Jan. 1 . .

Jan.

I, 1907

150

00

May 1. .

May

1, 1907

2

,705

92

June 1 ■ •

June

L, 1907

113

00

1..

« 1

, 1907

1

,560

00

1..

1

, 1907

1

00

1..

11

, 1907

60

00

1..

1

, 1907

264

00

1..

1

, 1907

268

90

Mar. 1.

Mar. ]

L, 1907

872

60

May 1 . .

May ]

L, 1907

1

00

July 1..

July

L, 1906

10

00

July 1 .

]

, 1907

1

00

1..

« ]

I, 1907

1

,518

75

July&Jan.l

"

L. 1907

14 DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909
Water Power and other Public Property leased by the Department of Eailways and

LACHINB

No.

of

I/case.

Date

of

Signature.

Lessee.

Property Leased

1G732
16753

16755

16777
16818

16863

16866

16867

16900

16933

1907.

Sept. 4.
16.

11.

Oct.

28.
8.

Nov. 8.

13.

13

21.

Nov. 28.

16938 Dec.
16964

16970

1699^

16996

16997
17001

17018

17036

17059

3.

24.

30

1908.

Feb. 5

Mar.

The Montreal Rolling Mills Co

Dominion Car & Foundry Co

G. A. Grier

Canada Sugar Refining Co

George Hall Coal Co

G. T. Ry

Dowker, Mcintosh & Co

Mount Royal Spinning Co., Ltd. . . .

G. T. Ry

School Commission of the Town of

Lachine.
Mrs. M. H. Acer

Montreal Sand and Gravel Co

Laurence & Robitaille

Dominion Bridge Co., Ltd

Stinson, Reeb, Builders Supplv Co.,
Ltd.

Joseph Touzin

Land in Town of St. Henri, P.Q

Privilege to erect and operate a temporary derrick on
north bank of canal

Land (dry) and land covered with water on north side
of canal, Montreal, with wharf and privilege to
erect a wharf in front of present one

Privilege to erect and maintain 2 elevators and con-
veyors

Lots 7, 8, 9 and 10 on S. E. side of Wellington Basin,
and wharf space and road along S. E. side of
Wellington Basin and S. W. end Basin No. 2. . .

Privilege to lay, maintain and operate a siding from
railway's present tracks to premises of G. A.
Grier & Sons

Privilege to lay, maintain and operate a siding 900 feet
long on north bank of canal, leading from main
line to works of Dominion Car & Foundry Co

Privilege to lay, etc., a siding from main line on north
bank of canal to premises of Stinson Reeb Build-
ing Supply Co. at St. Henri, Que

Privilege to lay and maintain 3-inch pipe from canal to
lessee's property on Cad. Lot No. 2152, St. Henri,
Montreal: and draw water

Privilege to lay, etc., two 12-inch pipes from canal to
Cad. Lot No. 3929, Cote St. Paul, Montreal, and
draw water

Part of lot No. 3605, Montreal, P.Q

r>and in Town of Lachine and privilege to build stone
revetment wall

Land at Point St. Charles, part of Cad. Lot No. 328,
St. Ann's Ward, Montreal

Lots 23 and 24 on west side of St. Gabriel Basin No. 2,

Montreal, and wharf in front of said lots

Wharf lots on St. Gabriel Basin No. 1

Land at head of St. Gabriel Basin No. 2

Storage lots 1 and 2 west of St. Gabriel Basin No. 4.. .

Privilege to erect, &c., a travelling derrick on canal
lands near lessee's works at Lachine

Two parcels of land in Town of St. Henri, Montreal,
and privilege to lay, &c., a 2-inch water pipe and
draw water

Land fronting St. Gabriel Basin No. 1, Montreal

RAPIDE PLAT

16650

West i of lot 7, con. 1st, of tp. of Matilda, Co. of
Dundas, Ont

RIDEAU

16605
16756

16932

17006

1907.

May 9.

Sept. 17.

Nov. 28.

1908.
Feb. 18.

Ottawa & New York Ry. Co Land, Rideau Front, tp. of Nepean, Co. of Carleton.. . .

Frederick Hayter ." Part of lot letter "N" Con. "B," tp. of Nepean, Hart-
well's Lock Station, Carl ton Coimty

Village of Merrickville Part of lot 9, con. "A," tp. of Wolford, County of

Grenville

Kingston Milling Co., Ltd.

. Fart of lots 37 and 38, con. 4, tp. Kingston, county of
Fronteaac, Ont., and surplus v ater.

iv PUBLIC PROPERTY LEASED 15

SESSIONAL PAPER No. 20

Canals during the Twelve months forming the Fiscal Year ended, &c. — Continued.

CANAL — Continued.

Area.

870 sq. ft.

4,937 sq. ft.

72,505 sq. ft.
38,867 sq. ft.

Amount

of Water

Power.

10-08 arp

8041 -8 sq. ft.
60,000 sq. ft .

43,740 sq. ft...[..
f 6,300 sq. ft . l\
I 2,375 sq. ft . J

5,250 sq. ft i. .

f 10,492 sq. ft.. I
\ 8,554 sq. ft ..' /

7,500 sq. ft.
3,375 sq. ft.

Term.

Commence-
ment,
of Term.

I During pleasure... 'Aug. 1, 1907

21 years

During pleasure.

Eighteen years.

May
Sept.

June

Aug.

July

During pleasure.. . Oct.

" . . June

21 years, 5 months Nov.

During pleasure.. . Dec.

9 years | Dec.

During pleasure... Jan.

Feb.
Jan.

Terms of Payment.

Annual Rental.

1906
1907

1907

1907

1907

1907

1907

1907
1907

1907
1907

1908
1908

1908
1908

1908

1908
1908

$ ets.
20 88

98 74
200 00

Due
each
Year.

First

Instalment

Due.

Aug. 1

May
Sept.

June
Aug.

4,465 08

1 00
144 00 iJuly

1 00
60 00

1,560 00

427 20

1 00

1,800 00

1,300 00
260 00

160 00
500 00

100 00

180 00
100 00

Oct.

May
Nov.

Dec.

Dec.

Jan.

Feb.
Jan.

Aug. 1, 1907

May 1, 1906

Sept. 1, 1907

June 1, 1907

Aug. 1, 1907

July 1, 1907

1, 1907

Oct. 1, 1907

May 1, 1907

Nov. 1, 1907

Dec, 1, 1907

Dec. 1. 1907

Jan. 1, 1908

1, 1908

Feb. 1, 1908

Jan. 1, 1908

1, 1908

1, 1908
1, 1908

CANAL.

2 -2 acres.

During pleasure... May 1, 1 907 i Labour performed May 1

May 1, 1907

CANAL.

2i acres

0-88 acres..
3.600 sq. ft.

7 acres

40 I 43 acres.'

21 years May 1 , 1907

During pleasure.. Sept. 1 , 1907

i

21 years Nov. 1 , 1907

21 years May 1, 1908

100

00

2

00

6

00

191

00

May
Sept.
Nov.

May 1 .

May 1, 1907

Sept. 1, 1907

Nov. 1, 1907

May 1, 1908

16 DEPARTMENT OF RAILWAYS AND CANALS iv

8-9 EDWARD VII., A. 1909
Water Power and other Public Property leased by the Department of Railways and

ST. ANNE'S

No.

of

Lease.

Date

of

Signature.

Lessee.

Property Leased.

16959

1907.
Dec. 23. .

The Provincial Light, Heat & Power
Co.

Privilege to erect and maintain 2 iron lattice towers on
lower portion of guide pier between locks at St.

TRENT

16669

17002

The Dickson Co. of Peterborough.

Crushed Stone, Ltd .

Renewal of lease No. 8512 of surplus water above
Lakefield dams

Part lot 32 con. 8, tp. of Eldon, part lot 1, con. 8, tp.
Garden, Victoria county; privilege to take stone
piled thereon

WELLAND

16584

16610
16629

16676

16821
16822
16840

16868

16869

16931
16939
16966
16985

1907.
Apl. 10.

May 10.

27.

July 20.

Oct.

4.

5.

19.

25.

Nov. 13.

28.

Dec. 3.

4.
1908.
Jan. 15.

Ontario Power Co. of Niagara Falls.

Town of Thorold

Bell Telephone Co

Town of Thorold

James Lynch

Penmans, Ltd

Waterworks Comm'n of St. Cathar-
ines.
Canada Southern Ry

William Minnis

The Ontario Steel & Iron Co., Ltd. .

R. W. Leonard

Electric Metals Co

Town of Welland

Two parcels of land in town of Welland with certain

privileges

Land in town of Thorold and pri\'ilege to draw water. .
Lay and maintain telephone line along canal feeder

between Port Maitland and Dunnville

Privilege to lay, &c., a 10-inch water pipe across the

lands and under the old Welland canal at lock

No. 24

Part lot No. 203, tp. Thorold, county of Welland, Ont. .

Svirplus water above lock 22, old canal

Privilege to lay and maintain 4-inch pipe across canal

lands

Privilege to lay, &c., two 6-inch intake pip?s near

swing bridge south of town of Welland, and draw

water

Part of lot 27, con. 7, tp. Crowland, county of Welland,

province of Ontario, and right of way over 10

feet wide

Privilege to lay, &c., a water pipe from canal to lessee's

works, and draw water

Land and land covered with water, parts of lots 27, 28

and 29, tp. of Thorold, county of Welland

Privilege to lay, &c., a 3-inch pipe from canal to lessee's

works, and draw water

Part of lots Nos. 25 and 26, east side of new canal,

con. 5, tp.Jof Crowland, county of Welland, Ont. .

Department of Railways and Canals,

Ottawa, October 23, 1908.

iv PUBLIC PROPERTY LEASED 17

SESSIONAL PAPER No. 20

Canals during the Twelve months forming the Fiscal Year ended, &c. — Concluded.

LOCK.

Amount

of Water

Power.

Term.

Commence-
ment,
of Term

Terms of Payment.''

Area.

Annual Rental.

Pue
each
Year.

First

Instalment

Due.

During pleasure...

Sept. 1, 1907

% cts.
30 00

Sept. 1 . .

Sept. 1, 1907

CANAL.

21 years iFeb. 3, 1906

1 -61 acres During pleasure.. . Jan. 1 , 1908

20 00 Jan

1 Jan. 1, 1908

CANAL.

6 -96 acres.

7 '3 acres.

48 1 100 acres.

150 H. P.

53 -84 acres.

3-13 acres.

During pleasure.

21 j'ears

During pleasure.

Jan.
Dec.

1. 1907
1, 1906

May

1, 1907

Sept.
July

1, 1907
1, 1907
1, 1907

Oct.

1, 1907

"

1, 1907

July

1, 1907

Nov.

1, 1907

"

1, 1907

"

1. 1907

Dec.

1, 1907

30
80

00
00

20

00

5
8
4

00
00
00

5

00

25 00

10

00

100

00

100

00

100

00

1

00

Jan.
Dec.

Jan. 1 ,
Dec. 1 ,

May

May 1 ,

Sept.
July

Sept. 1 ',
July 1,

Oct.

Oct. 1 ,

July

July 1,

Nov.

Nov. 1 ,

Dec.

Dec. 1 ,

1907
1906

1907

1907
1907
1907

1907

1907

1907
1907
1907
1907
1907

H. r. ALWARD,

Law Clerh.

20— iv— 2

18

DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909

Property Conveyed to the Department of Railways and Canals and Letters Patent

CANADIAN PACIFIC

No.

of

Deed.

Date

of

Signature.

Grantor.

Lot.

16979

17073

*17095
*17096

1907.
June 7.

1908.
Mar. 19.

1884.
Jan. 12.

Town of Emerson

His Majesty to C.P.R

Wm. Nelson

Jno. McKenney & Jas. Ldndsay,

Lots 51 and 52

Part lot 248, group 1 .

INTERCOLONLAL

1907.

16671
16672
16673
16674
16706
16724
16728
16729
16730
16734
16740
16741
16742

16745
16757
16762
*16786
16823
16824
16826
16870
16925
16926
16927
16972

16987

17012

17013
17019

♦17043

Apl.

25.
15.
15.

3.
23.
22.

3.

June
Apl.
July
June
May 18.
June 28.

5.

5.

5.
June 28.

July

18.
May 16.
July 13.
Mar. 28.
July 30.

22.
8.
May 6.
Aug. 19.
Sept. 9.
3.
Nov. 26.

Nov. 16.

1908.

Jan. 6.

1907.

Dec.
Oct.

14.
18.

1906.
Sept. 20.

James Ennis et ux

Lauchlin McDonald et ux

Mary A. MacNamara

Laura C. Cunard et al

Gerald B. Ternan

Benjamin D. Rogers

Flora McKinnon

Margaret McDonald

Wm. Stairs Son & Morrow, Ltd..

Rachel Kilpatrick

Alexander Boyd

James Toomey

Nova Scotia Steel & Coal Co ... .

Rebecca Matson

Henry Vickers ct ux

Walter U. Jones

Peter Grant et ux

Thomas Flynn

Frances R. Rogers et al. . .

Laura C. Cunard et al

Henry R. Turnbull, et ux.

Levi Hart

Catharine Mahon

Andre Cantin

Bank of Montreal

Daniel L. Hannington — trustee
Chas, Jones, &c.

Henry R. Emmerson

Wm. Schwartz, et al.
Donald Blue, et ux. .

Wm. J. Watts

Land at

Land between.
Land at

Land on west side of Vickers st
Land in and between

Land on E. side of Upper Water st. . . .
Land on S. and E. sides of McKay st. .
Land on E. side line of Campbell road.

Land at

Land on S. side of Upper Water st. . . .
Land on W. " ....
Land at

Land on W. side of Upper Water st

Land at

Part lot 256 _ ; • •

Right of way on parcel of land for purpose of laying pipe

line to supply water to railway tank.
Privilege to enter lands of Chas. Jones of Moncton, N.B,,

and to construct a pipe line for sewer purposes ....

Land at .

Parts of lots 158, 159, 169, 170, 183, 184, 209, 210, 225,
226, 265 and 256.

* Too late for last year's report

PROPERTY CONVEYED

19

SESSIONAL PAPER No. 20

4.

granted during the Twelve months forming the Fiscal Year ended March 31, 1908.

RAILWAY.

District.

Country.

Area.

Account.

Remarks.

$ cts.
1 00

2-47 ac... .
0-38 ac... .

108 00
400 00

1

RAILWAY.

Bedford

N. Sydney & Sydney Mines

Sydney Mines

Halifax, N.S

Bedford

Stellarton

Sydney Mines

North Sydney

Halifax

Sydney Mines

Halifax

Sydney Mines

Halifax

River John

Halifax

North Sydney

Stanley

Halifax

Bedford

St. Jean Chrysostome

Upper Cross Creek. Stan-
ley.

Moncton, N.B

Moncton

Blue's Crossing

Drummondville

Bedford. N.S

Cape Breton, N.S.

Halifax, N.S

Bedford, N.S

Pictou, N.S

Cape Breton, N.S.

Halifax, N.S

Cape Breton, N.S.

Halifax, N.S

Cape Breton, N.S.

Halifax, N.S

Pictou, N.S

Halifax, N.S

Cape Breton, N.S.

York, N.B

Halifax, N.S

Levis, Que.
York, N.B.

Westmoreland .

Inverness, N.S.

Drununond, P.Q. . . .

0

1,350

2,568

357,733

0

0

4,200

392

12,792

7,960

8,151

7,990

140,600

16

2,405

19,460

0

0

2,754

12,382

28,710

1

16,643

0

1

•07 ac.
sq. ft. .
.75 sq. fl.
sq. ft. . .
•038 ac. .
•65 ac. . .
sq. ft... .
sq. ft.. . .
sq. ft. . . .
sq. ft... .
sq. ft. . . .
sq. ft. . . .
sq. ft.. \
•67 ac. J
sq. f t . . . .
sq. ft.. . .
•024 ac.
•017 ac...
sq. ft.. . .
sq. ft. . . .
sq. ft. . . .
•86 ac... .
sq. ft... .
•25 ac. . .
•5 arp... .

1 ^946 ac.

1 ^189 ac.
14,750 sq.ft...

1 -03 ac...

500 00

100 00

100 00

187,366 66

50 00

1,508 55

800 00

200 00

7,963 36

1,000 00

1,500 00

2,000 00

7,166 90

5,000 00

400 00

100 00

30 00

7,000 00

8,494 25

500 00

200 00

148 70

250 00

350 00

100 00

11

389 20

214 00
30 00

1,030 00

20— iv— 2^

20 DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909
Property Conveyed to the Department of Eailways and Canals and Letters

INTERCOLONIAI*

No.

of

Deed.

Date

of

Signature.

Grantor.

Lot.

17044

17045

*17046

*17047
*17048

17054

*1705S
170S0
17110

1907.
Nov. 30.

1908.
Jan. 23.

1907,
Oct. 19.

1906.

Patrick M. Duggan, ct ux.

John F. Miles.

Hector Mclnnis, et ux.

Sept.

William Comette.
Arthur Berard. . .

1908.

Jan. 1 .

1907.

Nov. 1 .
June 6.
Dec. 6.

Hiram W. Yuill, et ux.

17111 'Sept. 21.
1902.
I June 15-
1908.

*17125

17129
17170

George Thompson, et ux.
Allen E. Morrison, et ux..
Daniel Fogarty, et al. . . .
W. F. Humphrey, et ux. ,

Margaret McDonald, et al.

Feb. 27.

Mar. 12.

17171 Jan. 16.

17179 Feb. 29.

17186

17191

17192
17193

17195
17197

*17198
17199
17206
17207

John Mackenzie, et ux. . .
Sarah Lockhart, et al. . . .
Jno. A. Thompson, et ux.
Alf. J. Nicholson, etux..

1907.
Aug. 17.

1908.
Mar. 27.

1907.

Wm. McLean, et ux.

Edgar Dixon, et ux.

Nov.

Silaa W. Copp, et ux. .
Henry C. Read, et ux.

1908.

Feb. 26.

Mar. 31 .

1905.
May 1.

1908.
Mar. 11.

1907.
Sept. 21 .

1908.
Mar. 23.

Wm. A. Hendry

Lucretia O. Ross Nicolle.

George Routhier

Catharine A. Stephenson. . . .
J. A. Humphrey & Son, Ltd.
Wm. F. Humphrey, etux... .

Land at

Land on W. side of Upper Water st.
Part Ipt No. 153, range 3rd

Land at

Land at James River Ballast Pit. . . .

Land at Harris Mill Stream

Land on W. side of Upper Water st.
Land on Kempt Road

Land at

Land on E. side of Kempt Road

Parcel of land at

* Too late for last year's report.

iv PROPERTY CONVEYED

SESSIONAL PAPER No. 20
Patent granted during the Fiscal Tear ended March 31, 1908 — Continued.

RAILWAY — Continued.

21

District.

Country.

Area.

Amount.

Remarks.

Lakeview

Gibson

Halifax. ...
Drummondville

Truro

Pugwash

East Mines. ...

Moncton

Humphreys. . . .

Stellarton

Antigonish

Moncton

Halifax

Halifax

Springhill Jet..

Sackville

Sackville

Sackville

Halifax

Mulgrave

Chaudiere Jet. .
Portland, N.B..
Humphreys

Halifax. N.S.

York, N.B

Halifax, N.S

Drummond, P.Q.

Truro, N.S.

Cumberland, N.S. .
Colchester, N.S. . . .
Westmorland, N.B.

Stellarton, N.S.

Antigonish, N.S

Westmoreland, N.B.

Halifax, N.S

Halifax, N.S

Cumberland, N.S.

Westmoreland, N.B.

Westmoreland, N.B.
Westmoreland, N.B.

Halifax, N.S..
Guysborough .

Levis, P.Q. . . .
St. John, N.B.

Westmorland, N.B.

0-83 ac

218-5 sq. ft..
9,413 sq. ft

0-23 ac

0-172 ac...

0-46 ac...

2 ac

1 ac

1 -21 ac.
0 -09 ac.

3,749 sq. ft.

1 ac. . . .

1 01 ac.

6,846 sq. ft.

11,150 sq.ft.

0-282 ac.
0 115 ac.
0-115 ac,

2-77 acres.

0-1 acre. . .
0 -58 acre. .

/ 3,600 sq. ft

12.250 sq. ft

11,832 sq. ft

2,960 sq. ft

/ 1 -23 ac. \

\ 0-21 ac. J

$ cts.
228 25

5 00

5,800 00

230 00
129 00

700 00

200 00

275 00

121 00

25 00

75 00

75 00

101 00

5,839 79

2,278 96

175 00

700 00

100 00
116 00

500 00
1,200 00

3,000 00

500 00

1 00

22 DEPARTMENT OF RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 1909
Property Conveyed to the Department of Railways and Canals and Letters

INTERCOLONIAL

No.

of

Deed.

Date

of

Signature.

Grantor.

Lot.

1906.

*1 7251 June 11.
*17252: " 11.
*17276Mar. 31.

Desir^ Poulin

F. X. Guilbert

Wm. N. Gray, et ux.

Part of Cad. lot No. 172.
Land at

PRINCE EDWARD

1900.
♦17218 Mar. 1..

CORNWALL

1908.

. 17098 Feb 22. .

*
P N Tait, et ux

Part lot No. 1 Sheik's Island. . .

RIDEAU

*16853

* 16854

1905.
Dec. 26. .

1906.
Feb. 2.

*1 6855 Feb. 3.
♦16956 Mar. 2.

♦16857

♦16858

July 27.

Feb. 10.

Nicholas C. Sparks, et al

The Toronto General Trusts Cor-
poration.

Quebec Bank

Hudsons Bay Co

Eleanor Heney

Release of all claims in parcel of land and land covered
with water in Ottawa City, Ont., being part of lot
"C" con. "C," Rideau Front.

Release of all claims in parcel of land and land covered
with water in Ottawa city, Ont., being part of lot
"C," con. "C," Rideau front.

TRENT

1906.

♦16700

Dec. 4. .

Wm. G. Folliot, et al

Parts of lots 6, 9, 10, 11, 12, 13, 14 and 15 on N. side of

King St. in.

1907.

16701

May 15 .

.< <<

WELLAND

16961

Parts of lot No. 238.

* Too late for last year's report.

Department of Railways and Canals,

Ottawa, October 23, 1908.

iv PROPERTY CONVEYED

SESSIONAL PAPER No. 20
Patent granted during the Fiscal Year ended March 31, 1908 — Concluded.

RAlLVf AY— Contintied.

23

District,

Country.

Area.

Amount.

Remarks.

Bagot, P.Q

0-063 ac...
3-236ac...
0-05ac... .

$ cts.

25 00

1,341 13

150 00

Halifax, N.S

ISLAND RAILWAY.

•

No. 48

Queen's, P.E.I

2-57ac... .

87 10

Nepean.

Nepean.

Carleton, Ont.

Carleton

CANAL.

1 -98 ac... .

495 00

CANAL.

80,000

00

7,696

61

962

06

3,156 86 1

debts

80

54

costs

13.568

51

debts

43

81

costs

5,264

36

debts

25

26

Costs

Covered bv
No. 16853.

Release

Covered bv Releases
Nos. 16854 & 16855.

CANAL.

Balsover.

Victoria .

0-01 ac.
0-003 ac
0-47 ac.

0 -05 ac

125 00

1 00

CANAL.

Thorold .

0-074ac.
0-819ac.

300 00

H. F. ALWARD,

Law ClerTc.

24

DEPARTMENT OF RAILWAYS AND CANALS iv

8-9 EDWARD VII., A. 1909

ISTo. 5.

Damages released to the Department of Railways and Canals during the Twelve months
forming the Fiscal Year ended March 31, 1908.

INTERCOLONIAL RAILWAY.

No. of
Re-

Date

of

Signature.

Grantor.

Description.

Amount.

16635

16789
16790
16791
16792
16793
16794
16795
16796
16797
16798
16799
16800
16801
16802
16803
16804
16805
16806
16807
16808
16809
16810
16811
16812

17050
17082

1907.
May 31 - .

July 21..
July 26. .

26. .

21..

31..

30. .

30. .

30. .

30..

30..

30..
" 30..
April 29. .

26..

26..

26.

26.

29.

29.

26.

29.

29.

29.

29.
1908.
Mar. 3 .

Feb. 13.

W. O. Cutler.

Janey Thibideau..
Caius McLellan. . .
Chas. LeBreton.. .
Wm. Condren. . . .
Geo. R. Campbell.
James Wright.. . .

Wm. Stewart

Wm. F. Black

Howal Jaffrey. . . .
Andrew P. Cobb. .
Thos. F. Norton..

Wm. Galliah

Ed. E. Benson...,
James Gardner. . .

Elias Astlea

John McDonald.. .
Wm. Allison. . . .

Walter Galley

Wilbur Tushie.. . .
Jno. McCallum . .
James McDonald
Charles Keating. .
William McRae..
Wm. Kitchen

Certain employees of the
I.C.Ry. and Temiscouata
Railway Co

Margaret E. Snowball, et al.

Claim for loss of furniture and personal effects in
burning of I.C.Rj'. station at Mclntyre's lake,
N.S., on or about May 1, 1905.

For damages consequent upon death of husband
through an accident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for infuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver krook.

From damages for injuries sus ained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

From damages for injuries sustained through an ac-
cident at or near Beaver brook.

Acquitting His Majesty and said company of all
claims and demands consequent upon the use
of a bridge over Riviere du Loup.

All claims in a certain parcel of land at Chatham,

N.B.

5 cts.

250

00

800

00

460

00

375

00

140

00

145

00

150

00

120

00

400

00

120

00

120

00

124

00

124

00

191

25

139

10

140

00

136

00

136

00

100

00

118

10

152

80

142

00

147

90

123

60

144

80

19,000 00

DAMAGES RELEASED

25

SESSIONAL PAPER No. 20

Damages released to the Department of Eailways and Canals during the Twelve months
forming the Fiscal Year ended March 31, 1908 — Continued.

CHAMBLY CANAL.

No. of
Re-
lease.

Date

of

Signatxire.

Grantor.

Description.

Amount.

16708
*17049

1907.
Aug. 5- ■

1906,
Aug. 4. .

Town of St. Johns

Cecile Briggs and Arsene
God in.

For all claims, &c., arising out of or incidental to
any extra or additional expense in connection
with constructiou, &c., of conduit of pipe under
canal by reason of canal being located between
Richelieu river and St. Johns.

For damages by flooding to lot No. 217, parish of
St. Luc, county of St. Johns, Que.

S cts.
8,000 00

2,000 00

CORNWALL CANAL.

16638

1907.
May 31 -

Re claims arising out of damages by flooding to|
parts of lots 1 and 2, on Sheiks island, Corn-
wall, Ont.

200 00

GALOPS CANAL.

16901

1907.
Nov. 15.

Mahlon Ford Beach.

.For damages caused by the cutting off of water-
I power granted under lease 3,447, dated Decem-

! ber 16, 1871, consequent upon improvements

I to the Galops Canal.

23,959 00

RIDEAU CANAL.

16679

16853

16854
16855
16856

1907.
June 27.

1905.
Dec. 26.

1906.

Feb. 2.

3.

Mar. 2.

Jno. Carmichael.

16857 July 27.

16858

Feb. 10.

Nicholas C. Sparks, et al. . .

Toronto Gen. Trusts Corp'n
Quebec Bank

Hudson's Bay Co

Eleanor Heney

For claims arising out of damages to E. ^ of lot 3, con.
6, township of Storrington, county of Frontenac,
Ont., caused by raising of waters of canal.

Of all claims in parcel of land and land covered with
water in Ottawa, being parts of lot letter "C"
concession "C", Rideau front, township of
Nepean, county of Carleton, Ont.

Of all claims in parce" of land and land covered with
water in Ottawa, being parts of lot letter "C"
concession "C," Rideau front, township of
Nepean, county of Carleton, Ont.

22 10

80,000 00

7,696 51
5 62 06
f Debts,
J 3,156 86
1 Costs,
I 80 54
Debts,

13,568 51
Costs,

43 81
Debts,

5,264 36
Costs,

25 25

* Too late for last year's report.

26 DEPARTMENT OP RAILWAYS AND CANALS Iv

8-9 EDWARD VII., A. 190a

Damages released to the Department of Railways and Canals during the Twelve months
forming the Fiscal Year ended March 31, 1908 — Concluded.

RIDEAU CAi<AL— Continued.

No. of
Re-
lease.

Date

of

SignatUK

Grantor.

Description.

Amount.

16904

16905
16906
16907
16908
16909
16910
16911
16912

16913
16914

16915
16916
16917
16918
16919

1907.

June 20

20
20
19
20
1
20
20
20

19
19

20
21
20
21
20
20
20
20
20

22

. Jno. R. Curry

For damages to property, &c., caused by the break-
ing of the Poonamalie dam, in April, 1904.

"

u u u

950 00
1,000 00

450 00

. Johnston & McGregor

. Fred. A. Crate

205 00
410 00
575 00

. R. J. Brodie (Wood estate).
. The Gould Mfg. Co., Ltd.. .
. The Citizens' Electric Co.,

Ltd.

. James H. Gould

. The Smith's Falls Electric

Power Co., Ltd.

1,757 00

150 00

50 00

131 80
800 00

235 00

. Jno. J. Smith

. Geo. Steele & W. J. Steele
. Andrew W. Bell

670 00

60 00

3,754 00

150 00

16920
16921
16922
16923

16924

. Bertha A. Chester

. Vil age of Merrickville

. Geo. B. Magee.. .
. United Coimties of Leeds
and Grenville.

175 00
325 00
225 00
500 00

500 00

TRENT CANAL.

16615
16670

16680
16704

1907.

May 18.

June 22.

28.

16705

"

26

16709

July

16

16898

Oct.

25

17149

Dec.

23

Hugh Burnet

Joseph Clarke

Wm. J. Hanbridge et al.

Claims arising out of contract and construction of
Otonabee river dam.

Claims arising out of damages to Si. of lot No. 3,
con. 3, tp. of South Monaghan, coimty of North-
imiberland, Ont.

Claims arising out of damages by water to parts of
lots 18 and 19, con. 16, and to broken lot 18,
con. 17, tp. of Otonabee, county of Peter-
borough, Ont.

Claims arising out of damages by flooding and soak-

I age to several parcels of land in city of Peter-
boro', Ont.

Joseph Ball, et ux |Claims arising out of damage by soakage to lot 30,

east of Rogers street, Peterboro', Ont

6. ■ Zaccheus Burnham ,et al.-

Hon. Jas. R. Stratton, et zix

Alice J. Hubbs

Henry H. Turnbull

For damages to island 19 A, County of Peterborough,

Ont., due to high water in Stoney lake.
For damage to property in City of Peterboro', Ont,

consequent upon construction of Trent canal.
For damages to crops on N. i of lot 7, con. 10, tp.

of Thorah, county of Ontario, Ont., caused by

seepage from canal.

19,

016 00
500 00

1,500 00

1 , 500100

300 00

500 00

1,000 00

75 00

H. F. ALWARD,

Law Cleric.

Department of Railways akd Canals,

Ottawa, October 23, 1908.

8-3 EDWARD VII. SESSIONAL PAPER No. 20 A. 1909

A

Part. Page.
Accidents and casualties: —

Intercolonial II 138

Prince Edward II 131

Annapolis and Digby Railway, expenditure on construction I 41

Accountant and Auditor of P.E.I. Ry., Statements of the II 122

Accountant of Department, Statements of the I 3

Collectors of Canal Tolls in account with Revenue I 30

Exi)enditure during fiscal i)eriod ended March 31, 1907 I 3

" on construction, maintenance, &c., of canals I 5

" on construction and enlargement of canals I 27

" on canals, also revenue received I 28

Bale Verte Canal I 6

Beauharnois Canal I 8

Carillon and Grenville Canal I 17

Chambly Canal I 21

Cornwall Canal I 12

Culbute Lock and Dam I 18

Farran's Point Canal I 13

Galops Canal I 13

Lachine Canal I 7

Lake St. Francis I 11

Lake St. Louis I 10

Murray Canal I 22

Rapide Plat Canal I 13

Rideau Canal I 19

Sault Ste. Marie Canal I 25

Soulanges Canal I 26

Ste. Anne's Lock and Canal I 16

St. Lawrence River and Canals, Surveys, &c I 9

St. Ours Lock I 20

St. Peter's Canal I 5

Tay Canal I 24

Trent Canal I 23

Welland Canal I 15

Williamsburg Canals I 13

Hydraulic and other rents I 29

Miscellaneous expenditure I 48

Railway expenditure and revenue I 46

Annapolis and Digby I 41

Canada Eastern I 45

Canadian Pacific I 40

Cape Breton I 37

Carleton Branch I 35

Drummond County I 42

20— Index— 1

2 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Part. Page.
Accountant of Department — Railway expenditure and revenue — Continued.

Eastern Extension I 34

Intercolonial I 32

Montreal and European Short Line I 38

ISTational Transcontinental I 44

Oxford and New Glasgow I 36

Prince Edward Island I 39

Yukon Territory Works I 43

Railway expenditure on Capital Account I 46

Recapitulation — Railways I 47

" Railways and Canals I 49

ps

Revenue received from canals I -^30

[49

Subsidies voted for railways I 50

Alward, Mr. H. E. See ' Miscellaneous Statements ' IV 2

B

Bale Verte Canal, expenditure on surveys I 6

Beauharnois Canal: —

Description of canal II 57

Expenditure • I 8

Operation and maintenance II 38

Sketch showing section of lock II 25

Superintending Engineer, Report of the II 149

Water on mitre sill II 153

Board of Railway Commissioners xix

Burpee, Mr. T. C, Engineer of Maintenance, Windsor Branch II 113

" I. C. Ry II 73

Butler, Mr. M. J. See ' Deputy Minister ' and ' Chief Engineer.'

c

Canada Eastern Railway — Expenditure I 45

Canadian Pacific Railway Co.- — Expenditure on construction I 40

Canal navigation routes, descriptions of II 45

[28

Canals Revenue I -i 30

[49

Cape Breton Ry., expenditure on construction I 37

Carillon Canal: —

Description of canal II 52

Expenditure I 17

Operation and maintenance II 38

Sketch showing section of lock II 24

Superintending Engineer Report of the II 151

Water on mitre sill II 155

Carleton Branch Ry. expenditure on construction I 35

Chambly Canal: —

Description of route II 55

Expenditure I 21

INDEX 3

SESSIONAL PAPER No. 20

Part. Page.

Chambly Canal — Concluded.

Operation and maintenance II 37

Sketch showing section of lock II 25

Superintending Engineer, Report of the II 149

Water on mitre sill II 153

Chief Engineer, Report of the: —

Beauharnois Canal, operation and maintenance II 38

Canals, description of II 45

Canal Statistics II 42

Carillon and Grenville Canal, operation and maintenance II 38

Chambly Canal, operation and maintenance II 37

Cornwall Canal, enlargement H 29,

Operation and maintenance II 35

Reducing shoals west of Canal II 32

Culbute Canal II 40

Dates of closing and opening of canals II 41

Expenditure on construction and enlargement of canals II 33

Farran's Point Canal, enlargement II 29

Freight branches, I. C. R II 6

Freight passed through each canal II 42

Galops Canal, enlargement II 30

Galops Rapids, improvements II 31

Inclosures H 5

f5

Intercolonial Railway II jg

Lachine Canal, enlargement II 29

Operation and maintenance H 35

5
44

Length of Government Railways II

Murray Canal, operation and maintenance II 39

North Channel Improvements II 31

Operations on Government Railways II 7

Plans and sections of locks on canals II 24

Prince Edward Island Railway H 22

Railway Subsidies II 41

Railways under Government control H 7

Railway through communication between the Atlantic and Pacific . . II 44

Rapide Plat Canal, enlargement II 30

Rideau Canal, operation and maintenance II 39

Sault Ste. Marie, construction II 27

Operation and maintenance II -37

Sketches showing Sections of Canals II 24

Soulanges Canal, construction II 27

Operation and maintenance II 35

St. Ann's Lock, operation and maintenance II 38

St. Lawrence River and Canals H 32

St. Lawrence River and Lake Improvements II 31

St. Ours Lock and Dam, operation and maintenance II 37

St. Peter's Canal, operation and maintenance II 40

Summary of cost of maintenance and operation of Canals II 40

Trent Valley Canal, construction II 28

Operation and maintenance II 39

4 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A.
Part.
Chief Engineer, Report of the — Continued.

Welland Canal, operation and maintenance II

Deepening portions of long level II

Improvements at Port Colborne II

Removal of obstructions II

Williamsburg Canals, operation and maintenance II

Windsor Branch Railway II

Chief Engineer of the Intercolonial Railway, Report of the II

Chief Engineer, P.E.I. Railway, Report of the II

Comptroller of the Government Railways II

Cornwall Canal: —

Construction and enlargement II

Description of works II

Enlargement II

Expenditure I

Fines and damages II

Operation and maintenance II

Reducing shoals II

Superintendent of Operation, Report of II

Water on mitre sills II

Culbute Canal, expenditure I

1909i
Page.

36
31
30
30
36
21

6-1

138
\ 92
]112

^ 35

|l56

48

29

12

162

35

32

158

161

18

Deputy Minister, Report of the

Board of Railway Commissioners

Canals •

Expnditure on Railways

Canals

General Summary

General Observations

Government action as to subsidized railways.
Government Railways in operation

Intercolonial

Prince Edward Island

Windsor Branch

Land Subsidies

Maps to accompany same (in separate pocket)

National Transcontinental Railway

Revenue from Government works

Railway Subsidies ,

Subsidy contracts from March, 1907, to March, 1908

Subsidy payments during fiscal year ended March 31, 1908

Devereux, Mr. J. H. See 'St. Peter's Canal' II

Drummond County Railway: —

Capital account H

Expenditure I

XIX

liv
ix

X

ix
Ixi

xxiv
xi
jxi

I XV

xviii

xvii

liii

xix

X

xxi
xxii
xxiii

179

20

42

INDEX 5
SESSIONAL PAPER No. 20

E

Part. Page.

Eastern Extension Railway, exp^iditure on construction 1 34

Engineer of Maintenance, Windsor Branch, Report of the II 113

" " Intercolonial Railway, Report of the II 73

Expenditure on canal works generally I

F

is

]27

Farran's Point Canal: —

Construction and enlargement II 29

Expenditure on capital account I 13

Description of canal ._ II 48

Water on mitre sills II 161

Fripp, Mr. F. B. See ' Sault Ste. Marie ' II 166

G

Galops Canal: —

Construction II 31

Description of route II 49

Expenditure on capital account I 13

Improvements II 158

Maintenance II 156

C 31

North Channel, improvement works II ^iky

Superintending Engineer, Report of the II 156

Water on mitre sills H 161

General Manager of Government Railways. Reports of the : —

r 59

Intercolonial II -j 107

[137

Prince Edward Island II IM

Windsor Branch II 111

Government Railways in operation xi

Grand River Feeder II 50

Grant, Mr. A. J. See ' Trent Canal' II 170

Grand Trunk Pacific, Report of Consulting Engineer II 186

Grenville Canal: —

Description of works II 52

Expenditure I 17

Operation and maintenance II 38

Sketch showing section of canal II 24

Superintending Engineer, Report of the II 151

Water on mitre sills II 155

« Gut Dam ' II 158

H

Halifax to Montreal, distance from II 44

Hodgson, Mr. S. F. See ' Mechanical Accountant P. E. I. Ry.' II 129

6 DEPARTMENT OF RAILWAT8 AND' CANALS

8-9 EDWARD VII., A. 1909'
Part. Page.
Hllgg'an, Mr. See ' Accountant and Auditor of Prince Edward Island

Eailway ' 11 122

Hydraulic and other rents I 29

Intercolonial : —

Accidents and casualties II 138

Capital account II

^20
|59

Deputy Minister, reference to xii

Chief Engineer^ Report of the II 64

Comptroller, Statements of the II 92

Description of route II 44

Engineer of Maintenance, Report of the II V3

Expenditure, Statement by Accountant of Department I 32

Freight carried II 108

General Manager, Report of II 59

Length of road H ^

Mechanical Accountant, Statements of the II 82

Passenger Statement II 108

Receipts H 107

Revenue account II 61

Deputy Minister, reference to xii

Rolling stock II 10

Stores accoiint II 63

Superintendent of motive power — report II 81

TraiSc, Statistics relating to II 9

Working expenses II 62

Iroquois Section of Williamsburg Canals II 156

J

Joughins, Mr. G. R., Supt. Motive Power, Intercolonial Railway. ... II 81

Ii

Lachine Canal —

ConGtruction II 29

Description of route II 47

Expenditure I 7

Enlargement of works II 29

Operation and maintenance II 34

Sketch showing section of canal II 24

Siiperintending Engineer, Report of the II 144

Water on mitre sills II 152

Lake St. Francis, expenditure I H

Lake St. Louis, channel, expenditure I 10

Land grants made by governments to Railway Companies liii

Little, Mr. W .C. See 'Accountant of Department' I 3

INDEX 7

SESSIONAL PAPER No. 20

M

Part. Page.

Mackenzie, Mr. W. B. /See ' Chief Engineer, I.C.E.' II 64

Set' ' Chief Engineer, P.E.I.' II 133

Maps to accomiDany report of Deputy Minister (in pocket)

Marceau, Mr. E. See ' Quebec Canals ' II 144

McClellan, Mr. J. H., Supt. of Trent Canal II 180

Mechanical Accountant of the Intercolonial, Statements of the II 83

Mechanical Accountant of Prince Edward Island Ey II 129

Mechanical Superintendent P.E.I. Ey., Eeport of the II 135

Miscellaneous Statements : —

Subsidy agreements for construction of railways IV 2

Contracts entered into IV 6

Damages released IV 24

Property conveyed IV 18

Water power and other property leased IV 10

Montreal and European Short Line Eailway, expenditutre on con-
struction I 38

Montreal, Ottawa and Kingston Canals Division, description of routes. II 51

Montreal to Port Arthur, route, cost, &c II 33

Murray Canal: —

Description of works II 49

Expenditure I 22

Operation and maintenance II 39

Superintendent of Operation, Eeport of the II 160

Water on mitre sills II 161

N

National Transcontinental Eailway xix

Expenditure I 44

Western Division, Eeport of Chief Engineer II 186

North Channel, St. Lawrence Eiver, straightening, &c., and building

dam II 57

o

Oxford and New Glasgow Eailway, expenditure on construction I 36

Ottawa Eiver Canals II 51

P

Pacific Coast to Montreal by C.P.E., distance II 44

Perth Branch of Eideau Navigation H 53

Peterborough Lift Lock, sketch 11 26

Phillips, Mr. A. T. See ' Eideau ' II 172

Poole, Mr. W. L. See ' Mechanical Superintendent ' II 135

Port Colborne Harbour, Eeport of Engineer II 163

, r 59

Pottinger, Mr. D. /See ' General Manager ' IE J|j^

137
20— iv— 3

8 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vll., A. 1909

Part. Page.

Prince Edward Island Railway: —

Accidents II 131

Accountant and Auditor. Statements of the II 132

Capital Account II 22

Chief Engineer, Eeport of the II 138

Description and length of road II 45

Expenditure on construction I 39

Freight earnings II 128

General Manager, Report of the II 114

Length of line II 23

Mechanical Accountant, Statement of the II 129

Rolling Stock II 22

Superintendent, Report of the II 115

Working expenses II 23

Q

Quebec Canals, Report of the Superintending Engineer II 144

Beauharnois Canal II 149

Carillon and Grenville Canals II 151

Chambly Canal II 149

Closing and opening dates of. , • • • II 152

Depth of water on the several mitre sills II 152

Lachine Canal II 144

Soulanges Canal II 147

St. Anne's Lock II 151

St. Ours Lock n 150

R

Railway Subsidies: —

Cash subsidies paid. . .' HI 3

" of fixed amounts HI 5

Chief Engineer's report, reference to II 41

Grant of loans HI 6

" used iron rails IH 6

Loan of " IH 6

Subsidies voted for railways I 50

Subsidy Acts passed: —

Cash grants IH 7

Rapide Plat Canal: —

Description of route H 49

Expenditure on Capital Account I 13

Enlargement and construction II 30

Superintending Engineer, Report of the II 158

Water on mitre sills II 161

Rheaume, Mr. L. N. See ' St. Lawrence District'. II 156

Richelieu and Lake Champlain system of navigatioon II 54

Rideau Canal: —

Expenditure on canal I 19

Description of route H 52

Operation and maintenance H 39

INDEX 9

SESSIONAL PAPER No. 20

Part. Page.
Rideau Canal — Continued.

Perth Branch II 53

Sketch showing section of lock. . . » II 24

Superintending Engineer, Report of the II 172

Water on mitre sills H 179

River St. Lawrence and Lakes : —

Description of route II 46

Expenditure on surveys . . , I 9

North Channel, improvement II 157

Ross, Mr. J. W. LeB. See ' Sault Ste. Marie ' II 167

s

Sault Ste. Marie Canal: —

Comparative statement since opening of lock II 169

Construction II 27

Description of works II 51

Expenditure I 25

Maintenance and operation II 37

Superintendent, Report of the II 167

Improvement work, Report of the Engineer in charge II 166

Sketch showing section of lock II 24

Schreiber, C, Report on Western Division of National Transconti-
nental Railway II 186

( 92
]112

Sharp, Mr. G. A. See ' Superintendent of P. E. I. Ry.' II 115

Soulanges Canal: —

Construction II 27

Description of works II 47

Engineer, Report of the II 147

Expenditure I 26

Operation and maintenance II 35

Sketch showing section of lock. II 24

Water on mitre sills II 152

Stewart, Mr. W. A. See ' St. Lawrence Canals' II 158

Subsidies. See ' Railway Subsidies ' Ill 3

Superintendent of Motive Power, I.C.R., Report of the II 81

Superintendent of P. E. I. Ry., Report of the II 115

Ste. Anne's Canal: —

Description of works II • 52

Expenditure I i(j

Operation and maintenance II 38

Superintending Engineer, Report of the II 151

Water on mitre sills H 154

Sketch showing section of canal II 24

St, Lawrence Canals — Construction : —

Cornwall Canal II 158

Galops Canal II 156

' Gut Dam ' 11 158

Shannon, Mr. S. L. See ' Comptroller' II

10 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII.. A. 1909

Part. Page.
St. Lawrence Canals — Construction — Continued.

Lift Lock, -water on mitre sills II 161

Murray Canal H 160

Superintendent of operation, Keport of II 158

Water on mitre sills II 161

Williamsburg Canals II 1^9

St. Lawrence District: —

Superintending Engineer, Report of the, on enlargement II 15G

Sui>erintendent of operation and maintenance. Report of II 13G

Water on mitre sills II 161

St. Lawrence River and Lakes : —

Description of routes II 31

Expenditure on surveys I 9

North Channel, construction II 31

St. Ours Lock and Dam: —

Description of lock II 54

Expenditure I 20

Operation and maintenance II 37

Sketch showing section of lock II 24

Superintending Engineer, Report of the II 150

Water on mitre sills II 154

St. Peter's Canal:—

Description of works II 57

Expenditure on construction I 5

Operation and maintenance II 40

Report of Mr. Devereaux II 179

Sketch showing section of lock II 25

T

Tay Canal, expenditure. 5ee also ' Rideau ' I 24

Transcontinental railway communication II 44

Report of Engineer of Western Division II 186

Trent Canal: —

TT i 27

Construction ii ^^70

TT I 28

Description of works 11 ) 55

Engineer in charge of surveys. Report of . . . '. II 185

Expenditure I 23

Operation and maintenance II 39

Sketch showing lift lock at Peterborough II 26

Superintendent, Report of the II 180

Superintending Engineer, Report of the II 170

w

Walker, Mr. J. J. -See ' Mechanical Accountant ' II 82

Walsh, Mr. E. J. See ' Trent Canal Surveys ' H 185

INDEX 11

SESSIONAL PAPER No. 20

Part. Page.
Welland Canal:—

Damages to proi)erty II 165

Description of canal and branches II 50

Engineer in charge of improvements at Port Colborne II 163

Expenditure I 15

Fines collected II 165

Grand Kiver Feeder II 50

Improvements at Port Colborne II 163

Long Level, deepening portions IT 31

Operation and maintenance II 36

Port Maitland branch II 50

Removal of obstructions II 31

Sketch showing section of lock II 24

Superintending Engineer, Report of the II 163

Water on mitre sills II 163

Welland River branches II 50

Weller, 'Mr. J. L. See 'Welland Canal' II 163

Williamsburg Canals:^

Description of works II 48

Expenditure I 13

Fines and damages II 162

Operation and maintenance II 36

Superintendent of Operation, Report of II 159

Water on mitre sills II 161

Windsor Branch: —

Comptroller, Statement of the II 112

Engineer of Maintenance, Report of the II 113

Description of the road II 41

Earnings II 23

General Manager, Report of the II 111

Length of route II

]44

V

Yukon Railway- — Expenditure I 4:3

8-9 EDWARD VII. SESSIONAL PAPER No. 20a A. 1909

DEPARTiMENT OF RAILWAYS AND CANALS

CANAL STATISTICS

FOR THE

SEASON" OF NAVIGATION

1907

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST

EXCELLENT MAJESTY

1908

[No. 20a— 1908.]

8-9 EDWARD VII. SESSIONAL PAPER No. 20a - A. 1909

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Viscount
Hotvick, Baron Grey of Howick, in the County of Northumberland, in the Peerage
of the United Kingdom^ and a Baronet ; Knight Grand Cross of the Most Distin-
guished Order of Saint Michael and Saint George, c&c, &c., &c.. Governor General
of Canada.

May it Please Your Excellency :

The undersigned has the honour to present to Your Excellency the report,
on Canal Statistics for the year ended December 31, 1907.

GEO. P. GRAHAM,

Minister of Railivays and Canals.

20fl— U

8-9 EDWARD VII. SESSIONAL PAPER No. 20a A. 1909

To the Honourable George P. Graham,

Minister of Railways and Canals.

Sir, — I have the honour to submit the annual report of the Comptroller of Railway
Statistics in relation to the operations of the Canals of the Dominion for the year ended
December 31, 1907.

I have the honour to be, Sir,

Your obedient servant,

M. J. BUTLER,

Deputy Minister of Railways and Canals.

8-9 EDWARD VII. SESSIONAL PAPER No. 20a A. 1909

Office of the Comptroller of Railwait Statistics,
Ottawa, 23rd May, ISOS.

M. J. Butler, Esq.,

Deputy Minister of Railwa3'S and Canals.

Sir, — I have the honour to submit herewith Canal statistics for the year ended
31st December, 1907.

The water-borne traffic of the Dominion for the year 1907 was the largest on
record. The total volume aggregated 20,543,639 tons, as compared with 10,523,185 tons
for the preceding year. This represented an increase of 10,020,454 tons, or 95-2 per cent.
For the ten year period the betterment was 13,925,164 tons, or 210-4 per cent— which
must be regarded as an exceedingly satisfactory result.

The results for the past five years are as follow : —

1903 9,203,917

1904 8,256,236

1905 9,371,744

1906 10,523,185

1907. = 20,543,639

It may be helpful for comparitive purposes, to observe the extent to which the
traffic of Canadian railways has grown during the same period : —

1903 47,373,417 tons.

1904.... 48,097,957 -,

1905 50,893,957 ..

1906 57,966,713 „

1907 63,866,135 ,.

The principal expansion during the last year was in the business of the Sault Ste.
Marie Canal, which showed an increase of 5,601,943 tons over 1906. As illustrating
the growth of traffic through the Canadian canal at Sault Ste. Marie the following
figures for the past decade are instructive : —

1898. 1907.

Canadian registered tonnage 403,331 2,288,349

United States registered tonnage 2,354,606 9,887,633

Total tonnage , 2,757,937 12,175,982

Lockages 2,520 4,596

Vessel passages 3,712 6,153

These results are exceedingly encouraging. They show that while the increase of
United States tonnage through the so-called " Soo " canal was 315-6 per cent for the
ten-year period, the increase of Canadian tonnage was 467-3 per cent. The betterment

8 DEPARTMENT OF RAILWAT8 AND CANALS

8-9 EDWARD VII., A. 1909

in total traffic for the decade was 341.4 per cent ; and, since the number of passages
grew by but 65-7 per cent, it is obvious that the carrying business of the upper lakes
is rapidly developing a much larger type of steam vessel than has hitherto been in use.
In this respect Canadian forwarders appear to be abreast with their American compe-
titors.

A word or two of explanation may not be out of place at this point : At Sault Ste.
Marie there are two canals of nearly equal capacity — one on the United States side of
the St. Mary's river, and the other on the Canadian side. Both are free. It is optional
with the captain of a vessel to take either canal. Hence, United States steamers pass
through the Canadian canal, and Canadian vessels pass through the American canal.
The total volume of traffic at that point may, therefore, only be measured by combining
the returns of the two canals.

For 1907 the figures are as follow : —

Tonnage, Canadian canal , . 12,175,982

United States canal 58,217,214

Total 70,393,196

A change in the method of recording statistics will go into effect this year, whereby
a discrimination will be made as to the products of either countrv passing through
the canals at Sault St. Marie. Hitherto regard has only been had to the nationality of
the vessels. In future a record will be kept of distinctly Canadian cargoes carried by
water, and the information ought to be of considerable value. The new rule applies to
all canals in the Dominion, although the difficulty of keeping a separate account arises
chiefly at Sault St. Marie. This has been overcome by securing the co operation of the
United States authorities at that point. Under this system it will be possible there-
after to show the tonnage of Canadian grain brought down from the west by water, and
to follow its course into the interior or to the seaboard.

The following tables in relation to traffic enable comparisons to be made over a
period of 21 years : —

CANAL STATISTICS

SESSIONAL PAPER No. 20a

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14

DEPARTMENT OF RAILWAYS AND CANALS

8-9 HOWARD VII., A. 1909

It is gratifying to observe that not only has there been a very large increase in the
aggregate volume of freight carried through the canals of Canada, but that a growing
proportion of the traffic is in Canadian vessels, and from Canadian ports to Canadian
ports. When the plan which is to be inaugurated this year — with respect to the
country of origin — has been made effective, it will be possible to give an accurate
analysis of the international character of our canal business.

The capital expenditure on the canals of Canada up to 31st March, 1907, aggre-
gated $91,734,718. 21. This is apart from the outlay by the Imperial Government,
the records relating to which were lost in the destruction by fire of the Ordnance
Office, Montreal, in 1852. The details are as follows : —

Canal.

St. Peter's

Lachine

Beauharnois

St. Lawrence River and Canals.

Lake St. Louis

Lake St. Francis

Cornwall . . .

[Farran's Point.

Williamsburg. I g^J^P^^p-;;;

[Williamsburg. .

Welland

Ste. Anne's

*Carillon and Grenville ,

Culbute

Rideau . .

St. Ours

Chambly

Murray

Trent

Tay

Sault Ste. Marie . . .■

Soulanges

Total.

Construction.

cts.

648,547

589.532

636,690

18,442

Enlargement.

cts.

1,945,624 73

320,655
693,821
134,456
63,053
382,776
085,889
121,537
637,056
248,820
430,488
489,599
639,180
904,683

39,990,859 98

9,008,217 93

3,293,397 95

298,176 11

75,906 71

5,278,6.59 97

877,000 57

6,006,626 92

2,158,242 00

10,696 26

19,582,045 37

1,035,759 12

4,119,039 32

Total.

S cts.

648,.547 14

11,597,7.50 78

1,636 690 26

3,311,840 80

298,176 U

75,906 71

7,224,284 70

10,373,311 29

51,743,858 23

27,275,
1,170
4,182.

382.
4,085.

121,

637.
1,248.
5,430.

489,
4,639
6,904,

869 40
215 63
092 96
776 46
889 21
537 65
056 76
820 26
488 66
599 23
180 62
683 58

91,734,718 iJl

Through the much appreciated courtesy of Mr. Collingwood Schreiber, C.M.G.,
and Mr. Ernest Marceau, C.E., I have been able to present in an appendix certain
important historical facts in relation to the canals of Canada which have not hereto-
fore been available.

I have the honour to be. Sir,

Your obedient servant.

J. L. PAYNE,

Compt r

8-9 EDWARD VII. SESSIONAL PAPER No. 20a A. 1909

CANAL STATISTICS FOR SEASON OF NAVIGATION, 1907

For the season of navigation of 1906 and 1907, all the canals were declared free,
consequently no tolls were collected for the present year. The statistics as compiled
shows the revenue as it would appear if tolls had been collected.

Both the revenue and tonnage show a large increase on all the canals for the pre-
sent year, as per statement herewith presented.

REVENUE.

The total revenue, exclusive of hydraulic rents for two years, is as follows :

For 1906 $ 379,549 70

For 1907 456,781 86

By comparing the statistics of 1906 with 1907, it will be seen that the gross reve-
nue has increased $77,232.16.

The increases and decreases are as follows : —

Increase. Decrease.

On the Welland Canal ' $ 52,376 23 $

II St. Lawrence Canals 23,428 21

n Chambly Canal 5,713 86

II Ottawa Canals 5 409 76

II Rideau Canals 389 94

II St. Peter's Canal 96 40

I, Trent Valley Canals 252 36

II Murray Canal 357 60

M Sault Ste. Marie Canal

Total $83,128 26 .$ 5,896 10

Total increase 77,232 16 ....

Statement of the Revenue, together with the increases and decreases of all the Canals,

for the seasons of Navigation from 1891 to 1907, inclusive.

Years. Revenue. Increase. Decrease.

1891 $350,35197 $ 2,292 46 ,..

1892 358,71104 8,359 07 ... .

1893 348,012 00 $10,699 04

1894 307,824 67 40,187 33

1895 283,21141 24,613 26

1896 3.50,061 03 66,849 62 . .

1897 346,758 87 3,.302 i6

1898 341,679 23 5,079 64

1899 291,652 37 50,026 86

1900 269,116 25 22,536 12

1901 2.50,949 57 18,166 68

1902 227,577 93 23,37164

1903 333,086 86 105,518 93

1904 291,676 97 41,419 89

1905 356,405 68 64,728 71

1906 379,549 70 23,144 02

1907 456,78186 77,232 16

16 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

GRAIN PASSED DOWN WELLAND.

The quantity of barley, corn, oats, pease, rye and wheat passed down the "Welland
Canal, from ports west of Port Colborne for a period of twenty-six years is as follows : —

:al.

Quantity on which full toll.s were

PAID.

(Free for 1904.)

Quantity passed down ro Montri

To ports in
Ontaiio.

Quantity

from U.S. Ports

to U.S. Ports.

1882 :

1883......

1884

1885

1886

Tons.

180,694
186,814
142.194
96,569
203,940
185,034
160,358
267,769
288,513

^295,509
261,954
501,806
273,651
231,491
461,049
560,254
519,532
332,746
244,601
151,.506
208,215
351,936

.198,246
341,431
404,935
635,573

Tons.

10,650

12,153
, 11,909

9,881
11,838
25,599
19,075
16,899

6,805

8,942
25,555
16,699

Tons.

63,881
121,876
104,537
117,346
151,551

1887 ■-

1888

1889

134,868
169,664
213,760

1890

1891

1892

1893

1894

245,932
202,710
201,540
222,958
203.979

1895

32,096 133.823

1896

73,386
53,257
31,279
40,197
17,525
13,732
22,787
29.062

2?.jn

42,061
33,351
42,032

160,372

1897 *j

1898 '

1899

1900

1901

157,750

144.612

68,011

84,589

83,370

1902

1903

1904

1905

81,104
111,828
102,523
129,270

1906

1907

176,119
163,295

*0f thequantity of grain passed down to Montreal there were transhippd at Ogdensburg, in 1891, 17,817
tons; in 1892. 4,341 tons; in 1893, 71,445 tons; in 1894, 23,030 tons; in 1895, 18,987 tons; in 1896,
77,355 tons; in 1897, 89,659 tons, in 1893, 4>,257 tons; in 1899, 48,828 tons; in 190O, 38,403 tons; in
1901, 17,387 tons ; in 19)2, 31,030 tons ; in 1903, 40,611 toas ; none in 1904, 1905 nor 1906.

The tolls on grain for passage through the Welland Canal prior to 1884 were 20
cents a ton ; since that date, however, reductions have been made by Orders in Council
from year to year as follows : — -Upon the urg-nt request of forwarders and otheis inte
rested in the grain trade, a reduction was made of one-half the usual rate of tolls on
grain passing down the Welland Canal and the St. Lawrence Canals to Montreal ; and
in 1885 tolls were reduced to 2 cents a ton, and thereafter from year to year, including
1891.

In 1892 the tolls were reduced to 2 cents a ton on grain passed down the Welland
and St. Lawrence Canals and exported, and in such cases only.

In 1893 by Order in Council of February 13, the tolls w'ere reduced to 10 cents a
ton on grain passing eastward through the Welland Canal, irrespective of its destina-
tion, and the same nte of tolls for 1894 were allowed b}' O.C., April 16, 1894.

For the year 1895 (O.C., April 1, 1895), the same rate of tolls was allowed as was
granted for the year 1894.

For the year 1896 (O.C., Aj^ril 23, 1897), the same rate of tolh was allowed as was
granted for the year 1895.

For the year 1897 (O.C, April 17, 1897), the same rate of tolls was allowed as was
granted for the year 1896.

For the year 1898 (O.C, June 1, 1898), the same rate of tolls was allowed as was
granted for the year 1897.

CANAL STATISTICS 17

SESSIONAL PAPER No. 20a

For the year 1899 (O.C, April 10, 1899), the same rate of tolls was allowed as was
granted for the year 1898.

For the year 1900 (O C, February 20, 1900), the same rate of tolls was allowed as
was granted for the year 1899.

For the year 1901 (O.C, May 3, 1901), the same rate of tolls was allowed as was
granted for the year 1900.

For the year 1902 (O.C, April 1, 1902), the same rate of tolls was allowed as was
granted for the year 1901.

For the year 1903, the canals were declared free of tolls. O.C , April 27, 1903.

For the year 1904, the canals were declared free of tolls. O.C, April 27, 1903.

For the year 1905, the canals were declared free of tolls. O.C, April 27, 1903.

For the year 1906, the canals were declared free of tolls. O.C, April 27, 1903.

For the year 1907, the canals were declared free of tolls. O.C, April 27, 1903.

The rate through the St. Lawrence Canals only was 10 cents a ton.

It may be remarked that goods having paid full tolls on the Welland Canal are
allowed to pass down the St. Lawrence Canals to Montreal free from payment of any
further tolls.

During the last decade the quantity of agricultural products as above, passed down
the Welland and St. Lawrence Canals to Montreal, has increased from 519, .53-5 tons in
1898 to 635,573 tons in 1907, and the quantity passed down the Welland Canal from
L^nited States ports to United States, has increased from 144,612 to 163,295 tons for
the same years.

The quantity of barley, buckwheat, corn, oats, pease, rye and wheat, arrived at
Montreal via Grand Trunk and Canadian Pacific Railways for a period of 13 years, is
reported as follows : —

Tons.

For 1895 51,114

1896 153,717

1897 228,611

1898 293,391

1899 209,170

1900 , 229,624

1901 227,700

1902 26.3,861

1903 253,959

1904 154,625

1905 148,377

1906 386,963

1907 383,735

The quantity of the same articles passed down the whole length of the St. Law-
rence canals to Montreal for the same period was : —

Tons.

For 1895. 247,550

1896 495,898

1897 604,200

1898 575.097

1899 372,291

1900 295,928

1901 203,316

1902 242,225

1903 400,057

1904 220,076

1905 375,6.30

1906 449,673

1907 684,697

20a— 2

18 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Comparative shipments of grain by the St. Lawrence route, and rail and water via
the State of New York, are as follows : —

QUANTITY OF GRAIN TO SEA BOARD BY COMPETING ROUTES.

The quantity of grain and pease passed down the whole length of the St. Lawrence
canal to Montreal, is as follows : —

Tons.

For 1906 404,935

1907 635,573

Showing an increase of .

230,638

The quantity of grain and pease carried to Montreal via Canadian Pacific and
Grand Trunk Railways, is reported as follows : —

Tons.

For 1906 386,963

1907 - 383,735

Showing a decrease of.

3.228

The quantity of grain arrived at the tide-water by New York canals, is reported
as follows : —

Tons.

For 1906 294,467

1907 239,844

Showing a decrease of

54,623

The quantity of grain carried to tide- water by the New York railways, is reported

as follows : —

Tons.

For 1906 3,942.771

1907 3,845,845

Showing a decrease of

96,926

The increases and decreases for 1907 as compared with 1906 on the several routes
competing for the carrying trade to the sea board are as follows : —

Increase.

Decrease.

Increase.

Decrease.

Tons.
230,638

Tons.

Per cent.
56-94

Per cent.

M Canadian Pacific and Grand Trunk Railways.

3,228
54,623
96,926

•84

11 New York Canals

18-55

2-47

By reference to Appendix U, it will be seen that the quantity of freight from ports
west of Port Colborne to the United States ports, Oswego, Ogdensburg, <k.c., has
decreased from 312,319 tons in 1896 to 256,422 tons in 1907, and the quantity to
Ontario ports between Port Dalhousie and Cornwall, and a decrease from 172,950 tons
in 1896 to 168,455 tons in 1907. The quantity passed down to Montreal shows an
increase from 479,442 tons in 1896 to 789,167 tons in 1907.

CANAL STATISTICS

19

SESSIONAL PAPER No. 20a

TRANSHIPMENT OP GRAIN.

The quantity of grain passed down the Welland Canal in Canadian and United
States vessels to Kingston and Prescott for fifteen years, is as follows : —
In Canadian vessels there were in —

1893, 146 cargoes, with an aggregate quantity of

1894, 125

1895,

123

1896,

196

1897,

180

1898,

166

1899,

162

1900,

325

1901,

112

1902,

131

1903,

170

1904,

115

1905,

167

1906,

205

1907,

255

In the United States vessels there were is —

1893, 257 cargoes, with an aggregate quantity of

1894, 84 M .,

1895, 56 II ti

1896, 158 M H

1897, 197 ti M

1898, 339 „ .1

1899, 167 II

1900, 259

1901, 135 „ M

1902, 135

1903, 219 M .1

1904, 118 „ If

1905, 235 « M

1906, 178 II II

1907, 263

Tons.
148,962
159,145
136,617
227,912
229,265
224,021
221,306
183,200
132,558
175,514
218,840
174,121
239,418
344,605
427,813

Tons.
328,269
106,236
73,987
217,978
285,847
464,852
205,571
163,575
123,229
136,652
273,986
150,359
273,344
269,800
413,087

One hundred and two Canadian and 14 American vessels took cargoes of 168,796
tons through to Montreal intact in 1907 ; 74 Canadian and 10 American of 108,734
tons in 1906 ; 96 Canadian and 18 American of 180,206 in 1905 ; 56 Canadian and 16
American of 116,095 tons in 1904; 56 Canadian and 18 American of 99,582 tons in
1903; 19 Canadian and 17 American of 34,804 tons in 1902; 23 Canadian and 2
American of 17,303 tons in 1901, 15 of 7,924 tons in 1900, 2 of 558 tons in 1899, 7 of
2,426 in 1898, 7 of 2,324 in 1997, 3 of 1,176 in 1896, 4 of 1,344 tons in 1805, 2 cargoes
of 810 tons in 1894, none in 1893, 2 in 1892 of 924 tons, and 3 in 1891 of 1,441 tons.
Three vessels lightened a portion of their cargoes in 1901, 9 in 1900, 11 in 1899, 25 in
1898, 11 in 1897, 16 in 1896, 6 in 1895, 19 in 1894, 34 in 1893, 25 in 1892, and 44 in
1891 ; 222 vessels discharged the whole of their cargoes at Kingston in 1901, 540 in
1900, 316 in 1899, 473 in 1898, 359 in 1897, 335 in 1896, 169 in 1895, 188 in 1894,
369 in 1893, 220 in 1892, and 293 in 1891.

The quantity of grain transhipped at Port Colborne in 1907 and the four previous
years is given below.

The total number of grain-laden vessels lightened at this port in 1907 was 93,
against 72 the previous year.

20a— 2h

20 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
The quantity of grain lightened was as follows : —

Articles.

1903.

1904.

1905.

1906.

1907.

Wheat

Com

Bush.

670,302
834,718

13,768
2,76.5

13,242

Bush.

175,117
408,976

Bush.

679,840
104,027

Bush.

1,009,474
110,629

Bush,

1,428,300
112,036

Rye

Oats

15,353
9,686

29,118
2,103

30,824

Barley

Flax Seed

39,040

The quantity of wheat discharged at Port Colborne in 1907 and two previous years
from vessels which did not enter the canal, is as follows : —

1905.

Bush.
108,459

1906.

Bush.
383,437

1907.

Bush.
74,014

WELLAND CANAL.

The total quantity of freight passed on the Welland Canal during the season of
1907 was 1,614,132 tons ; of this quantity 9,811 tons were way or local freight.

There were 1,223,968 tons of freight passed eastwards, And 390,164 passed west-
wards.

Uast and tvest hound Through Freight.

The total quantity of through freight passed through the whole length of the
Welland Canal during the season of 1907 was 1,604,321 tons.

Of this quantity 1,214,544 tons were ea.st bound and 389,777 westbound freight.
Of the east bound through freight, Canadian vessels carried 593,384 tons and
United States vessels carried 621,160 tons; and of the west bound through freight
Canadian vessels carried 143,456 tons and United States vessels carried 246,32 I tons, or
a total of 736,840 tons for Canadian and 867,481 tons for American vessels.

ST. LAWRENCE CANALS.

The total quantity of freight passed through these canals during 1907 was
2,100,466 tons ; of this quantity 1,316,354 tons passed eastward and 784,112 passed
westward.

East and west hou7id Through Freight.

The total quantity of through freight was 1,607,257 tons ; of this quantity 1,206,824
tons were east bound and 400,433 tons were west bound.

Way Freight.

Of the total quantity of (way) or local freight 109,530 tons were east bound and
383,679 tons west bound freight.

CANAL STATISTICS

21

SESSIONAL PAPER No. 20a

THROUGH TRAFFIC BETWEEN MONTREAL AND PORTS ON LAKE ERIE, MICHIGAN, ETC.

The total quantity of through freights passed eastward and westward through the
Welland and St. Lawrence canals, from Lake Erie to Montreal during fifteen years, is

as follows : —

Eastward Westward

to Montreal. from Montreal.

Tons. Tons.

1893 508,016 16,545

1894 ■ 292,191 9,439

1895 ' " 266,659 10,5o5

1896 480.077 10,050

1897..*. 584,246 4,542

1898 538,108 4,436

^ 1899" 354,933 5,991

1900.'.!.! 288,251 6,217

1901 184,420 13,714

1902" 250,475 25,289

1903 390,786 100,699

1904*' 278,328 71,512

1905* 448,704 72,482

1906- 554,231 96,791

1907' .".".."" 789,167 1,281

THROUGH FREIGHT FROM UNITED STATES PORTS TO UNITED STATES PORTS.

The total quantity of through freight passed eastward and westward through the
Welland Canal, from United States ports to United States ports, for a period of fifteen

years, is as follows : —

Eastward. Westward. Total.

Tons. Tons. Tons.

1893 384,559 247,108 631,667

1894 361,319 230,948 592,267

1895 255,259 214,520 469,779

1896 385,695 267,518 653,213

1897 353,863 210,831 564,694

1898" 277,023 210,516 487,539

1899 ... 225,491 135,038 360,529

IQOO'"' 218,969 99,560 318,529

1901 190,476 83,543 274,019

1902 224,110 44,919 269,029

1903 221,074 149,151 370,225

1904 165,337 87,144 252,481

1905' 190,547 112,549 303,096

1906 237,226 84,205 321,431

1907 218,997 177,660 396,657

The total quantity of freight passed through the Welland Canal from United
States ports to United States ports shows an increase of 75,226 tons as compared with
the previous year ; and a decrease of 235,010 tons as compared with 1893.

22 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The following statement shows the aggregate number of vessels, and the total
quantity of freight passed through the Welland Canal, and the quantity passed between
United States ports during the years 1867 to 1907 inclusive : —

Fiscal Year.

Aggregate

number

of

Vessels.

rotal quantity

transported

an the Welland

Canal.

Quantity

passed from

United States

ports to

Unitbd States

ports.

1867 r.

Number.

5,405
6,157
6,069
7,356
7,729

6,063
6,425
5,814
4,242
4,789
5,129
4,429
3,960
4,104
3,332
3,334
3,267
3,138
2,738
3,589
2,785
2,647
2,975
2,883
2,594
2,615
2,843
2,412
2,222
2,766
2,725
2,384
2,202
2,399
1,547
1,568
1,787
1,433
1,595
1,536
1,982

Tons.

933,260
1,161,821
1,231,903
1,311,956

1,478,122

1,333,104

1,506,484

1,389,173

l,038,u50

1,099,810

1,175,398

968,758

865,664

819,934

686,. 506

790,643

1,005,156

837,811

784,928

980,135

777,918

878,800

1,085,273

1,016,105

975,013

955,554

1,294,823

1,008,221

869,595

1,279,987

1,274,292

1,140,077

789,770

719,360

620,209

665,387

1,002,919

811,371

1,092,050

1,201,967

1,614,132

Tons.
458,386

1868

1869

1870

1871..

Season of navi(/ation.

1872

1873.. .

641,711
688,700
747,567
772,756

606,627
656,208

1874

1875

1876

748,557
477,809
488,815

1877

1878

493,841
373,738

1879

284,043

1880

179,605

1881

194,173

1882

282,806

1883

432,611

1884

407,079

1885

1886

1888

384,509
464,478
340. .501
434,753

1 QQA

563,584
533,957

1892

1894

5.53,800
541,065
631,667
592,267

1896

1897

469,779
653,213
564,694

1898

487,539

1899

360,529

1900

318,-529

1901

1902

274,019
269,029

1904

370,225
252,481

1906

305,096
321,431
396,743

CAl^AL STATISTICS

23

SESSIONAL PAPER No. 20a

The total quantity of freight passed through the several divisions of the canals
durins: the season of 1907 is as follows : —

Welland

St. Lawrence. . .

Chambly

Ottawa

Rideau

St. Peters

Murray

Trent Vallley.. .
Sault Ste. Marie.

Farm
Stock.

Tons.

1

766

182

766

8

4

23

445

51

Forest |
Produce Manufac-

o£ tures.

Wood.

Tons.

170,097
359,833

482,025

271,257

30,018

8,527

2,926

63,128

97,989

Tons.

124,035

174,268
7,578
2,333
7,618
3,188
6,073
909

223,956

Merchan-
dise.

Tons.

372,690

741,404

123,645

56,015

37,807

48,330

38,618

4,447

12,933,101

Agrricultural
Products.

Tons.

947,303

824,195

11,852

7,479

6,918

13,118

4,762

877

2,333,068

Total.

Tons.

1,614,132

2,100,466

625,282

337,850

82,369

73,167

52,402

69.806

15,588,165

The total quantity of freight moved on the Welland Canal was 1,614,132 tons, of
which 947,303 tons were agricultural products.

On the St. Lawrence canals the total quantity of freight moved was 2,100,466
tons, of which 824,195 were agricultural products, and 741,404 tons were merchandise.

On the Ottawa canals the total quantity of freight moved was 337,850 tons ; of
this quantity 271,257 tons were the produce of the forest.

STATISTISCAL COMPARISON OF VARIOUS UNITED STATES ROUTES.

The statistical comparisons heretofore given in respect to the quantities of the
principal articles carried through the Welland Canal, and those carried over routes in
the United States, in competition with that work, have been continued to date.

By reference to statement H, as to the quantity of vegetable food carried to tide-
water it will be observed that that the quantity carried by the New York Canals was
521,111 tons in 1907, 572,080 tons in 1906, 346,200 tons in 1905, 361,333 tons in 1904,
512,601 tons in 1903. 489,053 in 1902, 557,099 in 1901, 472,857 in 1900, 577,486 in
1899, 653,027 in 1898, 744,575 in 1897, 957,182 in 1896, 606,.505 in 1895, 1,400,129
in 1894, 1,450,116 in 1893, 937,999 in 1892, and 1,092,385 in 1891.

The quantities Df vegetable food carried by the New York""Central, Erie and New
York, West Shore and Buffalo Railways being : —

Tons.

In 1907 f 5,349,284

5,350,042
4,475,888
4,632,082
5,-548,603
6,532,263
3,33^,001
6,053,005
6,211,827
7,060,542
5,673,638
5,183,540

189.5 *^ 3,798,574

1894 I 4,281,056

Flour and grain only.

1907,
1906.
1905.
1904.
190.3.
1902.
1901.
1900.
1899.
1898.
1897.
1896.

Tons.

In 189.3 5,107,426

1892 5,913,013

1891 5,565,381

1890 4,336,199

1889. 3,654,984

1888 3,197,734

1887..... *3,847,766

1886 *3,802,262

1885 4,105,594

1884 3,639,805

1883 4,422,461

1882 3,88.5,557

1880 4,732,-385

1869 1,087,809

24 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The following figures are an abstract of the quantities of vegetable food carried to
tide water by the canals and railways of the State of New- York during thirty-eight
years : —

1869.

1870.

1871.

1872.

1873

1874.

1875

1876.

1877.

1878.

1879

1880

1881.

1882.

1883

1884

1885

1886.

1887.

1888

1889.

1890

1891.

1892.

1893

1894

1895.

1896.

1897.

1898.

1899.

1900.

1901

1902.

1903.

3904.

1905.

1906.

1907.

Tons.

1,302,613

1,295,010

1,850,198

1,674,320

1,745,171

1,767,598

1,305,550

1,064,293

1,498,984

1,912,734

1,833,399

2,371,090

1,116,561

1,118,776

1,379,000

1,236,986

1,063,310

1,489,886

1,539,403

1,166,958

1,296,896

1,167,901

1,092,355

937,999

1,452,563

1,400,129

602,505

957,182

744,575

653,027

577,486

472,857

557,099

489,053

512,601

361,333

346,200

572,080

521,111

Proportionii
Railways. [ Total. by

Canals.

Tons.

1,087,809
1,766,467
2,205,589
1,870,614
2,036,992
2, 791,. 517
2,34.'5,241
2,875,803
2,493,683
3,695,764
4,.353,617
4,732,385
4,983,722
3,885,557
4,422,461
3,639,805
4,105,594
3,800,262
3,847,766
3,197,734
3,654,984
4,336,199
3,565,381
5,913.013
5,107,426
4,281,056
3,798,574
5,183,540
5,673,638
7,060,542
6,211,827
6,053,005
6,334,001
6,532,263
5,548,603
4,632,082
4,475,888
5,350,042
3,845,845

Tons.

2,390,342
3,061,467
4,055,787
3,544,934
3,782,163
4,.559,115
3,648,791
3,940.096
3,992,667
5,608,498
6,187,016
7,103,475
6,100,283
5,004,3.33
5,801,461
4,876,791
5,168,904
5,292,148
5,387,169
4,304,692
4,951,880
5,504,100
4,657,736
6,851,012
6,599,989
5,681,185
4,401,079
6,140,722
6,418,213
7,713,569
6,789,313
6,525,862
6,891,100
7,021,316
6,061,204
4,993,415
4,822,088
5,992,122
4,366,956

Tons.

545
•423
•456
■472
•461
•387
•357
•270
•375
•341
•296
•33»

183
•223
•237
•253
•205-
•281
•285
•267
•262
•212
•234

137
•284
•327
•ISO'

156
•116
•085
•086

07»
•081
•069

081

073
•072
•097
•119

CAVAL STATISTICS

25

SESSIONAL PAPER No. 20a

COMPARATIVE STATEMENT OF TRAFFIC BY RAILWAYS AND CANALS VIA THE STATE

OF NEW YORK.

On reference to the returns made by the railways to the state authorities of New
York, and to the canal statistics submitted to the state legislature, I find that of the
total tonnage of freight carried by the canals and railways, the state canals carried : —

In 1850.
1869.
1870.
1871.

1872.

1873.

1874.

1875.

1876.

1877.

1878.

1879

1880

1881.

1882.

1883.

1884.

1885.

1886.

1887.

?r cent. (

68

9

47

0

38

9

38

9

40

1

34

9

31

7

28

4

24

6

28

3

27

1

23

7

25

1

18

5

19

0

18

7

19

0

17

1

16

9

16

3

In 1888.
1889,
1890.
1891
1892
1893.
1894.
1895.
1896.
1897.
1898.
1899.
1900.
1901,
1902
1903,
1904,
1905
1906
1907

Per cent.
. 18-8
. 151
. 13-9

13'

9-

10'

10-2
9-7
8-5
3
9
2
2
1
5
6
6
5
5
•4

The quantity of freight carried by the canals and railways was more in 1907 by
5,332,563 tons than the quantity carried in 1906, and an increase of 75,123,611 tons
over 1869.

The quantities carried were as follows : —

Proportion
Total Tonnage. by

canals.

In 1859 5,485,076 -6890

1869 12,453,174 -4705

1870 15,148,174 -3895

1871 15,844,152 -3896

1872 16,631,609 4012

1873 18,200,208 -3497

1874 18,283,547 -3174

1875 17,101,758 -2841

1876 16,948,627 -2462

1877 17,489,770 -2833

1878 . 19,017,301 -2719

1879 22,590,766 -2373

1880 25,706,586 -2512

1881 27,857,394 -1859

1882 28,693,054 -1905

1883 30,167,119 -1877

1884 26,293,844 -1905

1885 27,543,948 -1718

1886 31,168,744 -1698

1887 34,029,791 -1632

1888 -. 26,244,610 -1883

1889 35,466,042 -1514

26

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Quantity of freight carried — Concluded.

Proix)rtion
Total Tonnage. by

Canals.

1890 -. 37,624,199 -1394

1891 38,524,179 -1343

1892 43,618,569 -0982

1893 42,953,233 -1009

1894 37,916,412 -1024

1895.. 36,170,339 -0967

1896 43,756,051 -0849

1897 43,711,512 -0828

1898 49,311,030 -0682

1899 51,702,761 -0713

1900 65,433,541 -0512

1901 65,640,837 -0506

1902 72,075,774 -0549

1903 72,283,508 -0559

1904 68,510,495 -0459

1905 73,753,141 -0458

1906 82,244,222 -0458

1907 - 87,576,785 -0405

Average freight rates, grain, Chicago to Buffalo : — (as reported by the Secretary
Merchants' Exchange, Buffalo) : —

Year.
1881.

1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889,
1890,
1891.
1892.
1893.
1894.

Wheat.

Year.

1895,

1896

1897.

1898,

1899

1900.

1901,

1902

1903

1904

1905

1906

1907,

Wheat.

Average twenty-seven years 2 • 2

CANAL STATISTICS

27

SESSIONAL PAPER No. 20a

Comparative Statement of the Commerce through the United States, St. Mary's Falls
Canals and Canadian Sault Ste. Marie Canal, for the seasons of 1906 and 1907.

Vessels Number

Lockages n

Tonnage registered Net tons

II freight n

Passengers Nuni ber

Coal (hard) Net tons

(soft)

Flour Barrels

Wheat Bushels

Grain (excluding wheat). . "
Manufactured & pig iron. Net tons

Salt Barrels

Copper Net tons

Iron ore «

Lumber ft. B. M.

Silver ore Net tons

Building stone m

Unclassified freight .i

Traffic of 1906.

United Canadian
States canal. Canal.

14,091

9,424

32,001,110

42,6.S1,846

32,875

1,261,428

7,6.36,668

3,406,322

48,842,276

21,040,692

203,398

389,843

74,302

29,521,033

600,714,000

6,349

4,596

12,115,969

15,588,165

30,660

260,590

2,273,237

3,109,113

49,397,984

16,806,490!

127,245'

71,029

19,384

10,066,079

37,601,546

23,674
590,632

Total Traffic for Increase. Decrease

Season of
1907.

20,440

14,020

44,117,079

58,220,011

63,535

1,522,018

9,909,905

6,515,435

98,240,260

37.847,182

330,643

460,872

93,686

39,-587,112

638,315,546

Season of
1906.

Amount.

24,352
1,115,529

22,155

14,523

41,148,917

51,754,331

63,209

1,016,580

7,727,820

6,539,537

84,366,,309

54,364,759

451,948

468,343

108,548

35,401,261

887,519,198

Amount.

2,968,162

6,4e5,680

326

605,438

2,182,085J

i

13,873,951

1,715
503

24,102

7,567
947,635

4,186,851

16,785
167,894

16,517,577

121,305

7,471

14,862

249,203,652

The United States canal was open to navigation during the season of —

1889 234 days

1890 228 "

1891 225 "

1892 233 "

1893 219 "

1^94 234 "

1895 231 "

1896 232 "

1897 234 "

1898 241 "

1899 231 days

1900 238 "

1901 230 "

1902 256 "

1903 249 "

1904 223 "

1905 ; 245 "

1906 249 "

1907 233 "

The Canadian canal was open to navigation during the season of —

1895 87 days

1896 218 "

1897 238 "

1898 . , 243 "

1899 239 "

1900 238 "

1901 , 246 "

1902. 264 days

1903 256 "

1904 241 "

1905 255 "

1906 253 "

1907 23S "

The average number of vessels passing per day through the two canals for the
season of 1907 was eighty-seven.

Ottawa, May 8, 1908.

R. DEVLIN,

Compiler of Caiial Statistics.

28

DEPARTMENT OF RAILWAYS AND CANALS

C-

8-9 EDWARD VII., A. 1909
-Table showing the Tonnage of the undermentioned Articles moved

Vegetable Food.

Years.

Flour.

Wheat.

Corn.

Barley.

Oats.

Rye.

Other

Vegetable

Food.*

1869

Tons.

71,051

54,978

41,211

20,534

19,307

29,134

17,635

9,290

8,923

5,904

7,164

8,266

6,926

9,372

9,047

7,251
6,869
9,005
4,089
3,287
4,429
3,489
3,126
4,879
2,367
2,909
2,240
7,963
3,206
1,854
1,247
1,171
747
1,328
1,075
1,297
230
300
179

Tons.

670,534

658,524

748,549

403,903

803,064

772,163

744,293'

416,376

448,043

844,555

949,466

966,052

444,832

642,215

573,740

790,409
565,922
993,129
936,840
491,419
484,141
353,738
756,101
620,768
1,093,927
903,361
280,550
408,872
180,035
69,986
282,422
138,302
214,854
291,938
143,832
101,260
110,085
19f>,663
251,777

Tons.

256,475

193,129

672,057

902,753

637,296

519,203

282,031

365,254

723,458

734,993

621,180

1,156,619

475,823

251,687

522,978

198,216
359,982
354,765
446,617
499,218
592,550
616,702
142,141
150,269
252,283
275,377

94,403
100,227
312,776
364,248

92,670
189,013

87,392

33,001
191,351

68,381

26,223
134,413

89,623

Tons.

99,012

12.3,191

113,992

120,061

70,586

98,654

104,475

96,494

139,453

89,5.34

96,144

106,247

81,587

96,650

58,787

65,008
64,587
62,854
75,458
41,100
66,110
90,754
71,903
51,596
49,651
89,700
77,868
109,967
100,337
89,906
78,627
63,204
55,502
75,314
71,837
88,626
96,847
120 497
92,102

Tons.

92,309

117,941

129,891

92,959

70,023

59,408

62,717

52,147

66,045

85,029

23,164

20,893

30,321

22,180

51,607

. 52,696
8,234
7,278
35,365
70,315
63,674
48,438
16,362
72,444
24,714

100,874
87,839

197,713
50,345
76,244
93,733
36,435
88,521
44,678
62,326
82,824
94,437

104,726
64,001

Tons.

13,489

19,520

34,563

13,357

30,160

8,215

8,309

19,949

35,948

64,613

59,210

26,340

15,484

43,372

95,246

71,462

10,211

3,073

6,717

12,532

36,329

21,657

68,771

4,236

6,518

5,288

205

77.210

66,387

7,745

5,931

10,478

10,326

18,503

12,027

2,631

3,717

3,992

2,155

Tons.
99,743

1870

127,727

1871

109,935

1872

120,753

1873

114.735

1874

1875

280,821
86,090

1876

104,783

1877

77,114

1878

88,106

1879

77,071

1880

86,673

1881

61,588

1882

53,300

1883

67,595

1884

51,944

1885

47,505

59,782

1887

1888

47,678
49,087

1889

49,663

1890

33,123

1891

33,951

1892

33,807

1893

20,656

1894

22,620

1895

1896

59,400
55,230

1897

31,489

1898

1899

43,044
22,856

1900

34,254

1901

99,757

1902

1903

24,291
30,153

1904

1905

16,584
14,661

1906

1907

17,489
21,274

Apples, meal of all kinds, potatoes.

CANAL STATISTICS

29

SESSIONAL PAPER No. 20a
on all Canals in the State of New York, during a series of thiity-nina years.

Heavy Goods.

Total.

Railway Iron.

Other Iron.

Salt.

Coal.

Ores.

Total.

Tons.

Tons.

Tons.

Tons.

Tons.

Tons.

Tuns.

1,302,613

137,677

79,652

263,333

1,324,408

183,992

1,989,062

1,295,010

135,930

89,708

266,740

1,.558,1&5

238,802

2,289,365

1,850,198

178,269

100,310

248,709

1,194,037

289,952

2,011,277

1,674,320

161,667

96,996

248,558

1,462,590

377,592

2,347 403

1,745,171

53,363

62,581

216,706

1,625,859

415,968

2,374,477

1,767,598

24,511

82,955

173,590

1,413,162

232,544

1,926,762

1,305,550

36,603

95,305

186,785

1,217,091

283,219

1,819,003

1,064,293

11,691

69,450

114,070

1,036,698

173,530

1,405,4.39

1,498,984

10,341

58,828

156,918

1,286,881

250,573

1,763,541

1,912,734

8,385

65,642

139,927

889,873

210,078

1,313,905

1,833,399

27,634

99,568

136,021

971,074

314,411

1,548,708

2,371,090

93,613

139,993

144,487

959,342

370,884

1,709,319

1,116,.561

78,650

205,005

113,756

1,092,003

337,873

1,827,287

1,118,776

58,921

122,786

108,040

1,228,435

364,361

1,882,543

1,379,000

46,553

47,412

190,392

1,152,849

293,892

1,731,098

1,236,986

28,513

54,471

161,788

954,288

210,610

1,400,670

1,063,310

12,215

38,726

161,272

1,025,941

195,750

1,433,904

1,489,886

10,878

152,030

112,002

857,884

269,914

1,402,708

1, .552, 764

21,368

224,979

124,054

905,424

243,578

1,539,403

1,166,958

2,-596

43,881

106,344

1,219,680

259,269

1,631,770

1,296,896

3,278

78,135

112,100

1,094,897

234,948

1,52.", 358

1,167,901

5,800

26,804

93,181

830,154

202,072

1,157,291

1,092,355

1,960

36,770

81,232

881,502

215,686

1,217,150

937,999

524

40,073

93,216

832,397

136,612

1,102,822

1,450,116

536

25,204

52,094

741,934

1C2,275

922,043

1,400,129

267

22,614

70,353

609,368

37,641

740,243

602,505

4,263

59,402

71,334

766,723

144,076

1,045,798

957,182

1,568

74,651

83,309

682,167

89,998

931,693

744,575

5,080

71,117

66,879

646,803

76,311

866,190

653,027

6,288

101,216

85,525

626,616

73,199

892,844

577,486

2,725

69,106

91,068

777,743

205,234

1,145,876

472,857

833

49,036

88,635

809,187

103,514

1,051,205

557,099

709

30,110

100,030

774 538

90,656

996,093

489,053

15

24,077

111,430

567,911

115,983

819,416

512,601

181

21,577

111,955

733,369

101,752

968,834

361,333

40

25,321

109,711

707,310

80,191

922,603

346,200

1,030

26,409

108,801

646,440

02,574

845,254

572,080

18,162

154,580

545,941

31,446

750,129

521,111

7,779

90,077

593,056

29,5S5

720,497

20 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
D -Table showing the total Tonnage of the undermentioned Articles moved Up and Down

Vegetable roon.

Flour.

Tons.
45,674

26,651

30,665

24,019

13,964

15,778

13,558

9,121
10,710
12,679

9,959
12,261
13,471
13,683
13,334
19,474
23,949
16,983

7,931

14,461

13,517

17,046
15,235
33,628
44,044
42,425
9,065
5,578
11,625
10,968
18,978
22,282
25,998
35,049
38,512
18,294
22,739

Wheat.

Tons.
313,825

239,998

355,847

413,212

253,835

201,906

253,953

191,982

274,570

242,020

127,832

215,056

152,794

144,851

124,206

154,169

221,927

160,963

126,664

118,002

198,658

232,019
258,392
270,993
203,088
320,563
324,743
207,647
197.732
137,800
151,586
225,171
259,031
165,138
254,458
326,798
488,565

Corn.

Tons.
120,599

254,902

180,169

181,151

103,749

144,501

169,196

185,931

144,506

163,738

101,075

54,799

182,269

118,811

117,536

219,442

114,938

194,886

353,595

327,394

185,180

192,548
441,092
169,233
164,894
320,444
390,615
437,861
204,004
163,509
67,756
67,647
210,758
116,444
180,921
211,805
271,693

Barley.

Tons.
20,951

6,035

8,225

18,871

35,751

18,455

19,870

10,979

4,655

17,772

24,509

20,126

10,436

7,155

15,801

1,595

9,574

5,906

4,272

10,830

8,113

6,433

18,599

28,353

8,689

11,368

14,173

12,286

2,907

4,035

7,119

7,418

14,656

27,171

55,432

31,446

13,240

Oats.

Tons.

7,752
1,194
5,954
3,383
24,496
2,810
3,088
1,239
477

611

731

10,746

1,116

4,911

12,050

26,629

28,356

27,728

52,959

37,173
31,283
27,962
18,2.36
28,178
25,161
17,502
24,037
41,055
28,485
11,232
7,911
16,582
36,072
49,306
73,369

Rye.

Tons.

904

64

3

513

917

1,454

2,439

440
1,016
1,844
3,226
1,642
1,320

564

811
2,673
1,549

65,888

9,392

3,671

567

1,007

9,405

8,483

16,127

923

3,538

2,961

4,079

4,904

Other

Articles.

t

1,711
1,784
2,270

Tons.
1,937

2,745

3,777

8,677

6,337

3,198

2,355

2,302

2,444

1,480

2,086

403

10,983

9,168

1,912

14,657

12,533

13,608

18,552

20,876

28,042

32,815
36,981
60,673
46,463
56,591
44,674
23,182
18,460
14,815
14,024
12,963
13,994
13,184
9,883
10,739
22,683

Fiscal, t Apples, meal all kinds, pease, potatoes.

CANAL STATISTICS

31

SESSIONAL PAPER No. 20a
through the Welland Canal, during a period of thirty-seven years, ended Dec. 31, 1907

Heavy Goods.

Total.

Railway-
Iron.

Other Iron.

Salt.

Iron and Salt
having paid
full tolls on
St. Lawrence
Canals.

Coal.

Ores.

Total.

Tons.
503,860

Tons.
468,06

Tons.
16,924

Tons.
91,575

Tons.
37,153

Tons.
103,126

Tons.
58,781

Tons.
275,623

538,147

26,217

17,141

50,540

44,243

186,932

98,605

3,678

579,880

6,923

20,754

40,850

17,157

339,016

118,685

43,387

647,397

6,032

12,068

23,309

9,579

323,503

56,825

431,316

417,936

1,517

7,588

13,509

9,962

321,306

43,683

397,565

409,788

51

7,997

30,300

20,327

288,211

81,654

378,540

464,181

9,630

9,696

9,173

3,983

323,869

42,758

399,109

403,403

10

11,518

3,980

12,686

295,318

15,229

338,741

438,564

2,782

5,797

7,174

17,796

192,957

19,164

245,670

442,182

5,360

4,812

413

22,273

109,986

.34,139

176,983

269,395

4,585

7,013

10

30,682

128,113

18,785

189,188

306,482

5,348

50

17,327

237,559

23,700

283,984

373,326

1,237

7,922

66

17,037

307,058

31,785

365,105

. 305,734

698

652

461

3,242

274,471

53,205

332,729

273,905

78

2,055

597

14,243

248,272

26,728

291,973

414,812

166

6,123

48

12,324

271,356

27,447

317,464

394,971
419,786

1,351

5,636

6,715

145,193

13,866

172,761

93

3,220

.316

13,617

223,871

16,872

257,989

542,043

47

2,479

1,254

20,269

268,305

2,435

294,789

519,291

753

1,027

28,047

202,384

8,138

240,349

367,177

127

1,610

2,567

7,953

224,644

3,415

240,316

527,426

163

1,567

878

3,666

211,616

355

218,245

805,253

6

2,075

374

8,139

233,096

243,690

591,409
486,421

3,072

159

977

203,608

207,816

185

6,245

54

2,819

158,866

1,140

169,309

788,974

1,192

6,332

82

3,264

223,445

1,158

235,473

816,914

7,206

17,012

227

590

176,226

201,261

720,183

1,414

11,722

799

734

162,336

13,433

190,468

459,688

567

6,361

1,282

1,318

97,732

26,125

133,385

375,720

8,190
6,094

533
327

4,800
8,773

47,392
49,480

58,400
99,487

119,315

290,909

83

164,244

350,792

64

7,488

15,201

64,014

22,480

109,247

537,252

488

5,407

2,554

45,846

147,884

18,323

220,502

373.568

11,381

9,957

1,093

4,164

113,525

39,683

179,803

576,989

2,651

10,912

226

4,221

172,642

22,381

213,033

650.172

3,747

8,493

100

16,204

147,587

5,862

181,993

894,559

961

4,923

246

18,761

267.212

25,040

317,143

32 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

E. — Table showing the tonnage of the undermentioned Articles cleared at Buffalo and
Tonawanda, for transit through the Erie Canal, for a series of thirty-nine years .

VEGETABLE FOOD.

Flour.

Wheat. ! Corn.

Tons. Tons.

5,609: 490,904

8,258' 502,158

5,G07l 570,849

330.0.32

6 737,167

... 6.50,161

5,859 695,315

Barley.

231
1,710

987
1,239
2,743
1,491

1,123

538

520

323

488

334

534

845

195

1,071

2,485

424

327

98

6,971

1,665

62'
3

377,317
398,416
775,953
892,404
897,603
386,605

586,019

535,150

767,784

540,533

955,851

914,152

469,965

457,922

329,531

733,967

611,177

1,086,834

887,908

271,957

402,114

168,870

64,760

271,848

129,683

211,317

289,207

140,508

47,318

107,281

189,038

248,409

Tons

219,874

165,577

579,709

866,169

611,675

459,728

273,006

356,064

709,723

718,714

602,171

131,857

458,318

241,406

517,219

194,368

356,737

351,272

438,069

494.110

579,526

498,641

137,679

141,506

240,767

265,947

83,611

89,726

303,761

354,917

84,370

184,996

86,240

30,293

183,856

57,277

24,917

125,172

75,243

Oats.

Tons.

1,978

19,944

19,810

41,515

8,636

3,192

1,156

6,334

26,351

21,665

7,193

434

86

1,858

6,816

4,91o

3,317

6,799

15,207

6,.589

16,380

58,563

43,779

37,570

38,986

69,707

71,185

101,154

88,293

85,359

72,892

53,472

45,624

50,500

47,857

31,507

78,780

70,071

55,614

Rye.

Tons.
63,728]
89, 156 1

106,. S91
73,572
51,615
44,079
.36,609
24,488
52,559
69,256
14,537
16,154
24,751

9,046

47,190

47,060

5,610

5,180

32,907

68,922

61,175'

45,202

14,803

70,363

21,981

99,898

85,507

194,442

48,591

74,336

92,919

33,564

87,357

43,162

61,060

78,430

91,418

104,33 7

63,970

Other
Articles

Toni?.

2,150:

10,593

27,622!

5,900

22,441

112

2,242

12,205

27,365

51,064

40,471

12,137

107

19,158

79,010

57,856

6,405

4,612

10,997

34,167

16,903

66,278

3,997

6,156

5,191

205

77,162

65,490

7,367

5,839

10,478

10,326

18,503

12,027

1,413

3,572

3,992

2,155

Tons.
2,193
6,906
5,705

88
634
237
3,372
4,691
4,976
6,662
7,528
4,2.56
7,484

6,216

6,051

4,411

5,427

4,001

44,693

1,717

5,160

4,362

2,594

3,472

243

2,123

15

5,575

11,965

20,818

25,621

32,862

5,278

510

Total.

1,653

175

7,961

Tons.

786,436

802,592
1,315,693
1,317,276
1,432,174
1,1.57,509
1,017,559

783,331
1,223,100
1,644,301
1,565,543
2,065,184

878,842

864,826

1,191,974

1,078,909

918,352

1,353,591

1,449,984

1,052,834

1,155,175

953,397

1,000,171

870.570

1,395,391

1.331,101

508,596

877,144

688,635

607,557

527,868

438,434

473,729

436,943

445,818

215,945

307,621

498,785

4.53,352

205
67 -59
67-50
82 10
47 18
29-381

I

55-52

109 08!
99 07
11-75I

162 06i

9-96
5106
37 18
14-36
72 11
85-64
38-87
46-88
21-23
27-18
10-69
77-43
69-26

0-39

11-53

35-32

12 44
22-74
32 89
44 11
39-76
44-44
43-31
72-54
60-88
35-31
40,83

' Apples, meal all kinds, pease, potatoes.

CANAL STATISTICS

33

SESSIONAL PAPER No. 20a

Statement to Table E, showing the shipment at Oswego during the same period.

VEGETABLE FOOD.

Yeah

1869. .
1870. .

1871 .

1872 .
1873. ,
1874..
1875..
1876. .
1877..
1878..
1879.
1880.
1881..

1882 . ,

1883 .
1884. .
1885 .
1886. .
1887.
1888..
1889..
1890. .
1891..

1892.

1893.
1894
1895.
1896.

1897.
1898.
1899
1900.
1901.
1902
1903
1904.
1905
1906
1907

Flour.

Tons.
7,361

11,440

10,043

4,773

4,061

1,728
967
855

1,394
734
951
758
813
432
404
519
737
790
38 J
473
545
292

273

119

8

66

160
216
214
245
159

Wheat .

Tons.
141,360

115,732

123,173

57,865

53,361

108,288

32,690

21,890

28,955

24,171

25,740

17,466

25,352

20,274

22,634

5,932:

6,484|

9,579

675

2,206

8,002

10,783

4,298

4,806

2.036

10,293

3,073

1,825

6,588

2,111

3,106

485

526

438

Corn.

Tons.
28,585

10,120

70,218

27,148

10,578

46,127

3,034

1,324

3,308

1,383

9,268

15,656

8,064

4,401

535

413

22,

154

2

168

8,950

10,408

1,652

5,657

3,968

10,514

7,352

7,778

5,550

5,886

4,478

1,404

Barley.

Tons.
66,794

77,906

72,675

62,172

46,337

77,007

75,083

63,336

80,306

50,381

71,693

82,743

62,793

70,862

32,557

48,391

45,264

42.261

44,580

6,237

40,096

26,639

27,418

5,283^

8,476

17,160

1,900

7,552

7,349

1,450

2,400

2,400

5,375

3,678

8,239

8.477

1,107
494

Oat.

Tons.
1,113

3,953

1,800

684

070

1,103

3,308

117

316

200
416

Rye.

Tons.
8,569

7,402

6,250

6,751

6,019

7,053

4,989

5.703

6,603

10,598

16,623

12, .593

14,444

22,265

14,384

12,173

4,613

1,671

716

10

1,816

498
16

3,821

1,405
4,635
2,130

199

237

219

474

Other
Articles

Tons.
14,033

11,628

13,259

10,425

10,739

3,747

5,931

6,638'

0,556

5,222

3,110

5,996|

4,027

7,773

1,967

2,819,

2,9451

4,814

1,370

2,196

'l,003

2,356

3,620

2,340

2,784

2,609

258}

2,468

245

784

2,346

403

120

632

570

436

Total.

Tons.
267,815

238,181

297,424

169,818

131,765

243,325

126,763

99,975

126,899

93,149

127,168

135,410

115,638

126,804

72, .507

70,132

59,847

59,216

48.133

11,191

59,945

54,909

39,410

18,558

17,620

40,584

14,465

19,623

20,449

10,407

12,546

4,906

6,266

4,472

8,809

8,951

4,695

1,107

494

Fiscal, t Apples, meal all kinds, pease, potatoes.
20a— 3

34 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

F. — Table showing the Total Way and Through Tonage of the undermentioned
Articles cleared downward on the Welland Canal during a series of thirty-seven
years, ended December 31, 1907.

VEGETABLE FOOD.

Flour.

Wheat.

Barley.

Oats

Rvf

Tons.

44, no

26,648
30,660
24,017
13,930
15,735
13,588

8,854
10,588
12,467

9,655
12,205
1.3,256
13,626
13,322
19,418
23,940

16,973

7,922

14,461

13,517

17,046

15,232

33,628

43,895

42,159

9,025

5,578

11,625

10,968

18,937

22,282

25,997

35,046

38,512

18,227

22,689

Tons.

310,090

231,0.56

345,720

406,157

248,-555

194,559

248,894

188,106

271,545

240,601

121,393

205,876

146,741

185,804

114,090

146,151

210,755

150,833

120,498

114,924

196,326

229,569

257,203

270,514

202,636

319,388

322,993

206,313

197,732

137,800

151,325

223,499

257,370

164,515

247,599

326,789

488,565

Tons.
119,.541
2.54,534
180,042
181,128
103, t77
144,501
169,185
185,931
114,276
162,891
103,075
54,797
182,143
118,811
117,536
218,897
114,938

194,886

" 353,595

327,394

185,177

192,548

441,092

169,233

164,894

820,444

390,615

437,849

204,004

163,509

67,756

67,647

210,758

116,444

180,921

. 111,243

271,693

Tons.

3,920
093
643
377
813

1,110
10,216

1,217
803

252
537

975
270
618

1,711

555

197

6,519

8,113

6,433

18,461

28,353

8,689

11,368

14,173

12,286

2,424

3,449

7,119

7,418

14,656

27,171

55,432

31,446

13,240

Tons.

7,594
1,188
5,953
3,383
24,496
2,810
3,088
1,196
477

731

10,746

1,116

4,891

12,050

26,629

28,356

27,728

52,959

37,173

31,283

27,962

18,236

28,178

25,127

17,491

23,541

40,256

28,281

11,223

7,911

16,582

36,072

49,306

73,.S09

Tons.
680
04
3

500
1,454
2,405

6

1,954

518

477

811
1,918
1,121
65,071
9,392
3,671

8,970
8,483
16,127
923
3,538
2,961
4,079
4,904

1,711
1,411
2,270

Other
Articles.

t

Tons.

1,541

2,300

3,557

3,301

4,304

2,949

1,833

2,100

2,387

1,418

1,371

225

10,971

9,018

1,628

14,581

12,149

13,358

18,273

20,836

27,895

32,548

36,981

60,587

46,435

54,031

44,651

23,170

18,440

14,802

14,021

12,912

1.3,982

13,157

9,882

10,739

22,083

T.,ta].

Tons:

479,882

524,889

563,813

620,933

374,962

384,807

448,931

389,296

430,795

417,853 '

235,752 '

275,594

355,335

288,752

248,310

403,928

375,543

404,045

530,759

512,983

549,058

524,709-

8t3,y23

590,277

484,785

784,538

815,067

718,814

458,689

374,322

290,400

349,060

.535,578

372,915

.570,129

549,161

894,509

* Fiscal. t Apples, meal all kinds, pease, potatoes.

CAXAL STATISTICS

35

SESSIONAL PAPER No. 20a

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20a— 31

36 DEPARTMENT OF RAILWAYS AXD CAXALS

8-9 EDWARD VII., A. 1909

H. — Table showing the Tonnage of Vegetable Food carried on each of the Lines of
Canals and the two principals railways, competing for the Carrying Trade between
Lake Erie and Tidewater, for a series of thirty-seven years, ended December 31,
1907.

Total

on New York

Canals.

I Total
Total I on New York
on Welland I Central
Canal. and

Erie Railways.

Tons.
1,302,613
1,674,320
li745„171
1,767,598
1,305,550
1,064,293
1,498,984
1,912,734
1,833,399
2,371,090
1,116,561
1,118,776
1,379,000
1,236,986

1,063,310

1,489,886

1,552,764

1,166,958

1,296,896

1,167,901

1,092,3.55

937,999

1,452,563

1,400,129

602,505

957,182

744,575

653,027

.577,486

472,857

557,099

489,o:.3

512,601

361,333

346,200

572,080

522,111

Tons.
503,860
5.38,147
579,880
647,397
417,936
409,788
464,181
403,403
438,564
442,182
269,395
306,482
372,236
305,734

273,905

414,812

394,971

419,786

542,043

519,291

367,177

527,426

805,253

591,409

486,421

788,974

816,914

720,183

4.59,688

375,720

290,909

350,792

537,252

373,568

576,989

650,721

894,559

Tons.
1,087,809
1,870,614
2,036,992
2,791,517
2,34^,241
2,875,803
2,493,683
3,695,764
4,353,617
4,732,385
4,983,722
3,885,557
4,422,461
3,639,805

4, 105, .594

3,802,262

3,847,766

3,197,734

3,654,984

4,-336,199

3,565,381

.5,913,013

5,107,426

4,281,056

3,798,574

5,183,540

5,673.638

7,060,542

6,211,827

6,053,005

6,334,001

6,532,263

5,548,603

4,632,082

4,475,888

5,-350,042

5,349,284

Quantity
cleared at
Buffalo and
Tonawanda

by
Erie Canal, i

Quantity

cleared at

Oswego by

Canal.

Tons.

786,436
1,317,276
1,432,174
1,.5.57,.509
1,017,559

783,331
1,223,100
1,644,301
1,565,543
2,065,184

878.842

864,826
1,191,974
1,078,909

918,352

1,353,591

1,449,984

1,052,834

1,155,175

953,397

1,000,171

870,570

1,395,391

1,331,101

508,596

877,144

688,635

607.557

527,863

438,434

473,729

436,943

445,518

215,945

307,621

498,785

453,352

Tons.
267,815
169,818
131,765
243,325
126,763

99,975
126.899

93,149
127,168
13.5,410
11.5,638
126,801

72,507

70,132

59,847

59.216

■ 48,133

11,191

59,945

54,969

39,410

18,558

17,620

40 584

14,465

19,623

20,449

10,407

12,546

4,906

6,266

4,472

8,8o9

8,9r.i

4,695

1,107

494

Quantity

cleared

through the

Welland Canal

in transit
between ports

in the
United .States.

Tons.

337,530

234,337

243,366

374,226

177,908

102.405

160,-586

128,361

87,826

48,580

6.5,285

64,002

132,496

114,422

118,203

172. 8S8

157,.o30

189,825

236,208

275,619

25.3,444

244,550

311,389

293,148

209,802

300,407

276,242

209,656

141,892

145,787

143,732

142,634

1 65, 725

129,986

102,930

195,133

194,820

* Fiscal.

CANAL STATISTICS

37

SESSIONAL PAPER No. 20a

I. — Statement showing tlie Quantity of Through Freight passed Dowx the WeUand
Canal in Canadian and United States Vessels entering the Canal at Port Colborne,
during the Season of Navigation in 1896, 1897, 1898, 1899, 1900, 1901, 1902,
1903, 190i, 1906, 1907.

Canadian Vessels. American

Vessels.

Total.

Steam. Sail. i Steam.

Sail.

Steam and
Sail.

No. Tonnage.
224! 122,521

No.

Tonnage.

No.

Tonnage.
337,983

No. Tonnage.

No. ( Tonnage.

181

82,543

343

163 96,506

911

639,553

1896.
Wheat

Tons .

113,331

9,360

240

441

1,403

5,035

7

29,820

134

2,123,213

942,923

Tons.

90,979
3,855

1,276'

1,354

644

11,106

1,452

Tons.

78,741

218,315

11,128

24,847

Tons.

34,476

88,914

; Tons.

317,-527

320,440

11,308

28,178

3 030

Corn

Barley

Oats

Peas

1,620
273
454
629

4,374

27,796,146'
246,024

Rye

Coal

Miscellaneous merchandise . .
Shingles, woodenwai-e, &c . . .
Sawed lumber . . . .I't. B.M. .

Square timber Cub. ft.

Staves No.

2,837

1,255

82,319

22

18,259,810

8; 970

11,997

117,965

156

lV649,145

48,179,169
2,838,092

Firewood Cords.

55

■

No.

Tonnage.

No.
163

Tonnage.
76,760

No.
388

Tonnage.
382,231

No. Tonnage.
144 ! 86,675

No. 1 Tonnage.

225

131,907

920! 677,573

. 1897.

Wheat

Corn ... .. ...

Tons.

121,762
33,694

Tons.

55,724
1.f> 5(44

Tons.

106,064

274,855

14,173

23,515

Tons.

37.891
66,822

i,i68'

Tons.

.321,441

390,615

14,173

24,906

Barlev ...

Oats

223 - . - - -

Peas

1,851

2,047

3,873

15,739

1,268

1,573,447

1.327,823

1,851

Rye

919

3,947

.3,290

5

5,517

368

70,968

404

20,284,446

8,483

Coal ....

Miscellaneous merchandise . .
Shingles, woodenware, &c . . .
Sawed lumber Ft. B.M.

1,615
4,174

'"'20,673,202'
616,093

9,803

94,071

1,677

42,531,095

Square lumber Cub. ft.

2.217.629

4,161,545

Staves No.

2,577,160

2,577,160
4

Firewood .

4

No. Tonnage.
216 i 126,398

No. [Tonnage.
104i 59,532

No.
354

Tonnage.
355,702

No. Tonnage.
195 108,720

No. Tonnage.
869 650,352

1898.

Wheat

Corn

Barle3'

Tons.

95,567
56,538

Tons.

36,157
30,455

?ons.

54,934

284,059

9.465

Tons .

18,355

66,761

2,821

\',MS

2,620
8,758

'24,'48'4',283
388,410

Tons.

205,013

437,813

12,286

Oats

17,329

45

9,135

759 !

47,271

'16,220,972'

17,329

Peas

260

3,564

575

305

Rye

Coal

1,480

1,916

4,104

9

1,641,783

1,183,821

16,127
5,870

Miscellaneous merchandise..

Sawed lumber Ft. B.M.

Square timber, .e. . .Cub. ft.
Firewood Cord.

19,385

9

4,910,669
825,545

79,518

11

47,257,707

2,397,776

Staves No.

249

249

38 DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

1. — Statement showing the Quantity of Through Freight passed Down the Welland
Canal in Canadian and United States Vessels, &c. — Continued.

Articles.

1899.

Wheat

Corn

Barley

Oats

Peas

■Rye

Coal

Miscellaneous merchandise . .
Sningle-, wooden ware, &c . .

Sawed lumber Ft. B.M.

Square timber Cub. ft.

Firewood .... Coids,

Staves No.

1900.

Wheat.

Com

Barley

Oats

Peas

Rye

Coal

Miscellaneous merchandise. .
Shingles, wooden ware, &c. . .

Sawed lumber Ft. F.M.

Square timber Cub. ft,

Firewood Cords.

Staves No.

Canadian Vessels.

United States Vessels.

Total.

Steam.

Sail

Steam.

Sail.

Steam
and Sail.

No. I Tonnage.

191 ! 100,242

Tons.

No.

Tonnage.

No.

Tonnage.

No.

Tonnage.

No. Tonnage.

129

75,777 ■ 201

212,027

78

36,962

599 425,008

Tons.

Tons .

Tons.

Tons

91,901
28,015

1,5.57

80,928
l'^,905

435

25,203

485

2,077,748

322,138

6,736

18,651

916

772,739

585,780
9

No.
216

Tonnage.
114,885

No.

109

Tonnage.
67,475

16,250

138,834

2,424

21,646

7,244
18,250

923

49^522

'l4,'855',338
20,802

No. j Tonnage.
168i 182,444

Tons .

67,694
39,597

1901,

115

1,389

723

5.3,649

1,078

6,847,279

439,827

126

1,000

No.
197

Tonnage.
103,802

Tons.

Wheat

Corn

Barley

Oats

Peas

Rye

Coal

Miscellaneous merchandise . .
Shingles, woodenware, &c. . . .

Sawed lumber Ft. B.M.

Square timber Cub. ft.

Firewood Cords.

Staves No .

57,641
7,350

944

2,961

1,960

71,300

18

,533,423

362,441

165

Tons

Tons.

43,157
31,248

637
31,536

5,344,2.58

355,951

255

23.066

78,701

2,402

39,706

4

2,149

433

43,344

14,984,483
11,583

No. Tonnage. No. i Tonnage

114 59,022 163 182,497

Tons.

58,973
4,689

362
32,312

Tons.

31,955

55,717

7,119

27,197

357

12,874

4,060,251

204,682

264

11,089,800
9,384

3,398

1,567

100

19,949,079

32-i,806

196,.323

204,004

2,424

23,203

923

10,569

94,943

1,501

37,6.54,904

1,257,526

9

No. I Tonnage.
71 ' 30,309

Tons.

2,130

13,963

1,047

407

559
3,564

18,770,405
198,420

No.
564

Tonnage.
395,113

No. Tonnage.

Tons.

136,047

163,509

3,449

40,113

119

3, .538

2,352

132,093

1,078

45,946,425

1,005,781

381

1,000

48 22,319

Tons.
1,241

7,469

13,092,940
149,531

No.
522

Tonnage.

367,640

Tons.

149,810

67,756

7,119

28,141

2,961

2,679

123,955

18

34,776,420

72i;,038

429

CAXAL tiTATIiiTICS

39

SESSIONAL PAPER No. 20a

r. — Statemext showing the Quantil,y of Through Freight passed Down the Welland
Canal in Canadian and United States Vessels, itc. — Continued.

Canadian Vessels.

United States Vessels.

ARTICLE.S.

Steam.

Sail.

Steam.

Sail.

No. ' Tonnage. No. f Tonnage. | No. Tonnage.
196 90,791 122! 73,958 19l! 201,339

1902.

Tons

Tons

Tons

Wheat ,

Corn

Barlev

Oats.'

Peas '

Rye

Coal

Merchandise . ,

Shingles, wooden ware, &c. . .

Sawed lumber Ft. B.M.

Square timber Cub. ft.

Firewood Cords.

Staves Xo .

82,954
148

85,973
1,388

1,200

43

.52,889

66,111

7,418

9,963

3,808

3,977

33,111

47

13.218,960

370,718

56

25,732

8,723

28

3,256,187

557,689

40

]4,000

271

13,497

38,351

4

25,437,287

No.' Tonnage.

52| 22,097

TOTAt.

Steam and Sail

No. I Tonnage.
561' 388,185

Tons.

8,332
1,594

Tons.

221,816

67,647

7,418

11,206

19,540,426
115,000

4,079

51,538

81,779

79

61,452,860

1,043,407

96

14,000

1903.

Wheat.

Corn..

Barlev.

Oats.".

Peas .

Rye.

No. Tonnage. | No. I Tonnage. . No. Tonnage.
239 151,850 76; 4.5,918 ' 243 252,094

No. j Tonnage. No. 1 Tonnage.
69! 27,854 I 627i 477,716

Tons.

149,378

21.356

2,580

306

63

Tons.

473
682
667
335

Coal ; 389

Merchandise , 39,563

Shingles, wooden ware, &c I

Sawed lumber Ft. B.M. | 12,841,552

Square timber Cub. ft. , 572,000

Firewood Cords

Staves No

1,625.
660.

641

991
367
54
S55
000
?10
000

Tons.

60,514

174,588

11,409

6,112

Tons.

6,305
10,132

22

4,904

8,133
41,584

8,496
2,000

17,871,652

14,733,677
84,200

9

Tons.

254,670

210.758

14.656

7,753

85

4,904

30,009

86,514

54

47,072,736

1,316,200

219

041,000

No. { Tonnage. No. Tonnage. No. i Tonnage.
2281 157,539 55 39,375 205; 187,748

1904.

Wheat

Corn

Barley

Oats

Peas

Rye

Coal

Iron ore

Merchandise

Shingles, wooden war<^, &:c. . .

Sawed lumber Ft. B.M.

Square timber Cub. ft.

-Firewood Cords.

Staves No .

Tons.

116,794

12.708

2,619

Tons.

Tc

33,302

7,814

824

14,269
95.S62
23,728
16,261
3

1,925
34,907

29, .567

7,187

17,133

1,925

60,548

No. [ Tonnage. ' No. Tonnage.
42 15,918 530 400,-580

Tons.

7,668

15,077,382
944,508

854,811 !
744,000 !

634,000

32,751,541 i
717" ,

9,572,655
149,000

Tons.

104,365

116,444

27,171

16,261

3

33,913

36,832
90,115

58,259.389

1,837,508

717

634,000

40

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

[. — Statement showing the Quantity of Through Freight pas-ed Down the Welland
Canal in Canadian and United States Vessels, &c. — Concluded.

Canadian Vessels. United States Vessels. Total.

Articles.

Steam.

Sail. , Steam. Sail. | Steam and Sail

No. Tonnage.
252 182,373

No.
SI

■
Tonnage.! No. 1 Tonnage

No. Tonnage. No. Tonnage.

48,692

319] 286,656

64 29,120

726i 546,841

- 1905.

Wheat

Corn .

Tons.

188,706
6,385
6,870

8,225

Tons.

1

18,575

6,636

1,451

2,570

Tons.

28,757

163,374

47,111

21,535

76

1,711

28,330

Tons.

2,512
4,526

"3,742'
8,678*

Tons.

238,550

180,921

55,432

36,072

76

Barley

Oats

Peas

Rye

1 711

Coal

IrSn ore

18,756
14,358
29,375

" 2,867,147'
355,000

35,324

8,023

7,485

2,748,941

91,088
22,381

Merchandise

Shingles, woodenware, &c —
Sawed lumber Ft.B. M.

74,975

2,325

38,290,831

3,126
12,479,698'

114,961

2,325

54,589,200

538,000

900

Square timber Cub. ft.

951,524
183,000

Firewood Cords.

900

No. Tonnage.

No. Tonnage.

No.

Tonnage.
310,622

No. I Tonnage.

No. Tonnage.

328 238,690

121 66,355

305

43 15,758

797 631,425

1906.

Wheat

Tons.

250,493

8,177

8,546

21,900

Tons.
34,355

Tons.

35,-578

202,250

17,854

11,323

11

1,406

24,190

Tons.

Tons.
320 436

Corn

1,378

49,306

Barley, .'

5,046
16,083

31,446

49,306
11

Oats . .

Peas

Rye

5
47,242

1,411

Coal

Iron ore

30,455

5,862

35,383

16

3,471,514

375,000

110

^

9,356

111,243

5,S62

152,705

904

40,188,089

575,000

Merchandise

Shingles, wooden ware, &c. . . .

Sawed lumber Ft. BM.

Square timber Cub. ft.

7,009

37

235,624

200,000

18

110,263

851
25,711,196

50
id,769',755'

Firewood Cords.

1,093
300,000

1,221
300,000

No.
375

Tonnage.

No. Tonnage.

No.

Tonnage.
397,616

No. 1 Tonnage.
76 36,921

No.
1,007

Tonnage.

290,509

148 81,070

408

806,116

1907.

Wheat

Tons.

294,298
6,713

8,726
49,689

Tons.

50,808
514
468

16,647

Tons.

130,818

259,895

4,046

7,033

25

2,270

50,183

Tons.

4,429
4,571

Tons.
480,303

Corn

271,693

Barley

13,240

Oats.

73,369

Peas

25

Rye

2,270

Coal

31,506
12,040
21,545

47,373
8,950 .
9,436

14,493

143,555

Iron ore

20,990

Merchandise

Shingles, woodenware, &e.. . .

5,231

2,222

14,395,124

6,235

42,447
2,222

Sawen lumber Ft. B.M.

11,201,446

25, .596, .570

Square timber Cub. ft.

558,090 '

3'>3.00f

881,090

Firewood Cords .

660

660

1

1

CANAL STATISTICS

41

SESSIONAL PAPER No. 20a

WELLAND CANAL THROUGH FREIGHT— RECAPITULATION.

Welland Canal — West Bound FREicnT.

The total quantity of Through Freight passed Up the Welland Canal in Canadian and
United States Vessels during the Season of Navigation in 1907 is as follows : —

Summary.

Tons.

Tons.

In Canadian steam vessels

II sail 11

128,851
14,605

Total quantity in Canadian vessels

In United States steam vessels

H sail 11 . ..

Total in United States vessels

219,160
27,161

143,456
246,321

Grand total freight passed l^p the Welland Canal in Canadian and
United States vessels

389,777

42

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Statement of the qnantity of Through B'reight passed Up and Down the Welland
Canal during the Season of Navigation in 1907.

Summary.

Tons.

Tons.

In Canadian s-team vessels, up

11 11 c3own

Total in Canadian steam vessels

In Canadian sail vessels, up

II 11 down

128,851
452,647

11,605
140,737

581,498

Total in Canadian sail vessels

Total quantity in Canadian vessels .

In United States steam vessels up

219,160
572,755

27.161
48,405

155,342
736,840

11 M down

Total in United States steam vessels

■ 791,915

In United States cjail vessels up

II II down

Total in United States sail vessels

Down or
East Bound

75,566

Total quantity in United States vessels

867,481

Total in Canadian and United States vessels

1,004,321

Up or West
Bound.

In Canadian vessels

In United States vessels

593,384
621,160

143,4.56
246,321

Total

1,214,544

389,777

J— Statement oI' \iua- i'l-is< i.r Vessrls Liglreiied at the Wellanil Riihvay Eleviitor at Port rolbMini.-, sliowiiig the To

Depth or Watei-. Numliei- or Cmg,Ks fMssal through tl.c enlarged Wetland Canal during the

VESSELS.

Season of Navigation in 1007.

42

DEPARTMENT OF RAILWAYS AND CAM AT.fi

Statement o

r i.

^0^^ 3 S^..

In Canadian stean

In Canadian sail v

T
T

In United States s

In United States

T
T
T

5v

In Canadian vesse
In United Stat"S '

CANAL STATISTICS

45

SESSIONAL PAPER No. 20a

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DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

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SESSIONAL PAPER No. 20a

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Ashes, pot and pearl

Crockery and earthenware

Dye woods, &c . ,

48

DEPARTMEXT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

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50

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

CAXAL STATISTICS

51

SESSIONAL PAPER No. 20a

N. — Statement showing the N^umber of Vessels which took their Cargoes of Wheat
through the Welland Cinal from Ports west of Port Colborne, the quantity tran-
shipped at Kingston and the quantity of each through the St. Lawrence Canals to
Montreal durinc: the season of Navioation in 1907.

Name of Vessels.
Steairier Advance

ti A. E. Ames

Original Quantity

through the
Welland Canal.

Quantity

transhipped at

Kingston.

Cargo through the
St. Lawrence

Canals
to Montreal.

Tens.

1,080
1,109
600
. 1,136
1,125
1.129
1,110
1,620
1,560
1,605
1,575
1,560
1.575
1,380
1,440
1,425
1.200
1,184
1,201
1,163
1,195
1,124
1.200
1,390
1,455
1,380
1,364
1,360
1.370
918
900
960
870
900
2,048
1,320
1,301
1,341
706
1,686
2,220
2,220
2,278
2,250
2,297
2,250
2,229
1,350
1,770
750
1,440
1,.380
1,170
1,417
1,290
1,380
1,461
1,290
1,348
1,464
1,398

Tons.

Tons.

1,080

180

929
600

126

1,010
1,125

1,129

1,110
1,620
1,560
1,605
1,575
1,560

1,575

11 Arabian

„ ,, _]

1,380

1,440

1,425
1,200

1,184

1,201

1,163
1,195

■ „ „

1,124

11 Bickerdike

1,200
1,390
1,455

1,380
1,364

1,360

1.370

1. City of Ottawa

Citj- of Montreal

918
900
960
870
900

11 Carleton

1. Carunna

2.048

1,320
1,301

11 Edmonton

1,341

706

1,686

11 Haddington

2,220
2,220

2,278
2,2,-0

11 Neepawah

1. Nevada

H. M. Peiktt . . . . . . ...

2,297
2,250

2,229
1,350
1,770
750
1,440
1,380
1,170
1,417

1,290

M ','i :;:::". .:::::

1,380

1,461
1290
1,348

1,464
1,398

20a— 4

52 DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

N. — Statement showing the Number of Vessels which took their Cargoes of Wheat
thi'ougU the Welland Canal from Ports west of Port Colborne, the Quantity tran-
shippeJ at Kingston and the Quantity of each through the St. Lawrence Canals to
Montreal during the season of Navigation in 1907. — Concluded.

Name of Vessels.

Canadian Steamer J. H. Plummer.

Pollux. .
Rosedale .

Stormount .

Turret Cape .
Turret Chief.
Wahcondah . .

Barge Hamilton . .

United States Steamer Bermuda

II J. S. Keefe. .

" Jno. Lambert

Marshall . .
R. Wallace

Total

Original Quantity

through the
Welland Canal.

Tons.

1,357
1,290
1,260
1,170
1,399
1,350
1,110
1,380

823

510
1,771
2,233
2,118
2,013
2,070
1,630

768
1,593
1,908
1,650
2,310
2,250
1,588

750
1,560
2,280

125,658

Quantity

transhipped at

Kingston.

Tons.

799

83
45

1,233

Cargo through the
St. Lawrence

Canals
to Montreal.

Tons.

1,357
1,290
1,260
1,470
1,399
1,350
1,110
1,380

823

510
1,771
1,434
2,118
2,013
2,070
1,630

768
1,593
1,908
1,650
2,310
2,250
1,588

750
1,477
2,235

124,425

Number of cargoes of Wheat 87

Quantity through Welland Canal to Kingston 125,658 tons.

i< transhipped at Kingston 1,233 «

II taken to Montreal in vesssels in which it arrived at Kingston. . 124,425 m

CANAL STATISTICS

53

SESSIONAL PAPER No. 20a

N. — Statemrxt showing the number of Vessels which took their Cargoes of Corn
through the Welland Canal from Ports west of Port Colborne. the quantity tran-
shipped at Kingston, and the quantity of each cargo through the St. Lawrence
Canals to M »ntreal, daring the Season of N ivigation in 1907.

Names of Vessels.

Original

Quantity through

the

Welland Canal.

Quantity

transhipperl to

Kingston.

Cargo through

the St. Lawrence

Canal

to Montreal.

Canadian Steamer Cataract .

II II City of Ottawa

Tons.

1,114

476

672

353

1,972

2,259

668

1,487

2,156

Tons.

Tons.

1,114

476

672

II M lona

United States Steamer J. H. Devereux—

,1 J. S. Keefe

II II J. Lambert

353
1,972
2,259

668

1,487

II M J. Sharpies

2,156

Total

11,157

11,157

Number of Cargoes of Corn

Quantity through Welland Canal to Kingston

II transhipped at Kingston

II taken to Montreal in vessels in which it arrived at Kingston

Number.
9

Tons.
11,157
11,157

Recapitulation of the Nnmber of Vessels passed Down the Welland Canal with
Cargoes of Grain for Montreal ; the quantity transhipped at Kingston, and the
quantity taken to Montreal, for the season of Navigation in 1907.

Number

of
Cargoes.

Total
Number.

Wheat . .

Corn

87
9

Total

Tons.

125,653
11,157

96

Quantity of wheat through the Welland Canal bound for Montreal

II corn H II

Tons.

Total through the Welland Canal

1,233

136,815

Quantity of the above transhipped at Kingston —

Wheat

Corn

Total transhipped

1,233

Quantity of the above cargoes taken to Montreal in vessels in which it arrived
at Kingston —

Wheat ^

Com

124,425
11,187

Total quantity to Montreal

135,582

Grand total

136,815

20a— 4^

54 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

O.— Statement showing th3 Quantity of Grain passed Down the Welland Canal to
Kingston, Ogdensburg and other Ports ; in Canadian and United States vesssel
entering the Canal at Port Colborne, during the season of Navigation in 1907.

Articles.

Barley
Corn . .
Oats . .
Pease . .
Rye . . .
Wheat.

Total.

Canadi.\n: Vessels.

Steam.

No
216

Tonnage.
225,656

8,726

6,713

49,689

294,248
359,376

Sail.

No.
39

Tonnage.
37,592

468

514

10,647

United States Vessels.

Steam.

No. I Tonnage.
257 1 315,325

.50,808

68,437

216 Cargoes in Canadian Vessels, Steam, total quantity.

33 .. M " Sail H

257 11 United States n Steam h

8 „ 11 n Sail 11

4,046

259,895

7,033

25

2,270
1.30,818

404,087

Sail.

Total.

Steam and
Sail.

No. iTonnage. No. iTonnage.
6! 4,369 I 518i 582,942

4,571

4,429

9,Q00

13,240

271,693

73,369

25

2,270

480,303

840,900

Tons.
359,376

68,4.37

404,087

9,000

P. — Statement of the Quantity of Grain arrived at Kingston, Ogdensburg and Prescott,
in Vessels which passed Down the Welland Canal, during the season of Navigation
in 1907.

Summary .

Canadian Steam— 216 Cargoes of Grain
Sail 39

Total in Canadian Vessels.
United States Steam— 257 Cargoes of Urain
Sail 6

Total m United States Vessels

Total in Canadian and United States Vessels.

Distributed as follows :—

120 Canadian and 14 United States Vessels arrived at Kingston ond dis-
charged part of their cargoes, taking the balance to Montreal

287 Vessels arrived at Kingston and discharged all their cargoes, as fol-
lows : —

171 Cargoes in Canadian Vessels. . 274,855

116 11 United States Vessels 191,922

Quantity transhipped and taken to Montreal

Quantity remaining at Kingston, Ogdensburg, Prescott and American Pcrts.

Total

Tons.

404,087
9,000

427,813

413,087

840,900

168,796

466,777
205,327

840,900

CANAL STATISTICS

55

SESSIONAL PAPER No. 20a

Q.- Comparative Statement of the Quantity of Grain passed Down the Welland
Canal to Kingston and Ogdensburg, during the Seasons of Navigation in 1906
and 1907.

No. of
Cargoes

205
188
393

1906.
Tons.

No. of
Cargoes

1907.

*

Tons.

Quantity arrived at Kingston in Cai^adian vessels .

Quantity arrived at Kingston and Ogdensburg in United
States vessels

344,605
269,800

255
263

427,813
413,087

Total

614 405

M8

840,900

Quantity transhipped at Kingston and Ogdensburg in Cana-
dian vessels for Montreal

269,773

135.162
209,470

*466,777

168,796
205,327

Quantity taken to Montreal in vessels in which it ariived at

Quantity remaining at Kingston, OgdensburJ and Cardinal. .

Total

614,405

840,900

*0f this quantity, 2,994 tons were transhipped from Kingston, being grain of 1906. 134 vessels took
their cargoes through in 1907, against 108 in 1906. 287 vessels discharged all their cargoes in 1907, against
185 in 1907.

56 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

S. — The quantity of Coal passed through the Welland Canal during a acries of yuuis
from 1885 to 1907, inclusive, and the amount of Tolls heretofore collected thereon,
now free, is as follows : —

Years.

From
Canadian

Ports to

Canadian

Ports.

From
Canadian
Ports to
Canadian

Ports.

From
United States Ports

to
United States Ports.

From

United States Ports

to

Canadian Ports.

Total.

Amount

of
Tolls paid.

Rate

Up.

Down.

Up.

Down.

Up.

Down.

20 cents a
ton.

1885

Tons.

Tons.

Tons.

193,442

184,564

81,617

172,381

226,352

116.616

185; 190

183,244

204,704

187,794

148,887

206,093

165,143

156,055

86,638

45,032

46,345

12,410

113,076

62,782

70,118

29,123

110,347

Tons.

4,974
5,400
1,163

878
1,124

615
1,382

651
2,123

727

603
1,255

'759'
2,293
992
3.57
501

Tons.

10,321

22,187

26,775

17,365

12,036

17,280

17,374

12,391

8,325

1,269

1,565

4,127

1,277

986

525

Tons.

31,350

49,724

25,968

27,183

25,931

22,781

20,698

15,330

17,944

13,947

7,807

11,740

9,799

4,536

8,276

1,360

2,322

51,037

30,009

32,813

37,742

106,843

143,555

Tons.

240,08-
261,875
135,52:
217,807
265,443
202,372
224,644
211, 61(;
233, 09G
203,737
158,866
223,445
176,223
162,336
97,732
47,392
49,480
61,013
147,884
L03,3-'5
172,642
147,587
267,212

$ cts.
48,017 40

1886

1887

52,375 00
27,104 60

1888

1889

1890

'so'

43,561 40
53,188 60
38,222 30

1891

1892

44,928 20
42,284 13

1893

! 6,619 20

1894

40,789 93

1895

1896

4
20

2i6'
4

31,773 05
44,668 20

1897

35,244 60

1898

32,467 20

1899

19,546 40

1900

8

9,478 40

1901

456

65

4,796

3,711

11,436

7,161

10,453

9,896 00

1902

12,845 60

1903

3
2,919

*29,576 80

1904

1,100
3,346
4,400

^20,665 00

1905

*34,528 40

1906

1907

60
2,857

*29,517 40
"53,442 40

Note.— Tolls on soft coal passed down the Welland Canal, during the season of 1890, were reduced
from 20 to 10 cents a ton, per O.C. May 11, 1890, for the season of 1890 only ; the rate for 1891, 1892, 1893,
1894, 1895, 1896, 1897, 1898, 1899, 1900, 1901 and 1902, being 20 cents a ton for passage either eastward or
westward. During 1906 all tolls were free. O.C. April 23, 1903.

* These tolls were " free " by O.C. April 27, '03.

CANAL STATISTICS 57

SESSIONAL PAPER No. 20a

T. — Statement showing the quantity of Coal passed through the whole length of the
St. Lawrence Canal during the seasons of 1885 to 1907 inclusive.

Years.

Quantity

passed up

free of

Tolls.

Quantity

passed down

to

Montreal.

Total
Quantity
passed up
and down.

Amount

of Tolls

Quantity

passed down

Montreal.

1885

1886

1887

1888.

Tons.

5,035
3,301
7,579
8,341
5,360
6,538
7,951
7,543
2,285
16,213

689'

40

400

448

10

2,765

9,231

30

9,670

8,518

6,989

1,281

Tons.

122,829
118,802
121,618
123,050
124,290
135,168
141,701
157,134
147,139
169,552
165,151
161,551
164,963
175,609
201,546
280,169
298,245
95,702
290,548
320,973
345,-589
313,080
406,978

Tons.

127,864
122,103
129,197
131,391
129,650
141,706
149,652
164,677
149,424
185,7t5
165,151
162,240
165,0)3
176,009
201,994
280, 179
301,010
104,933
290,578
330,643
354,107
.320,069
408,259

§ cts.

18,424 35
17,820 70
18,242 70
18,423 90

1889

1890

1891

1892

1893

1894.

18,604 90
20,275 20
21,2.55 15
23,570 10
22,070 85
25,432 80

1895 ...

1896

24,772 65
24,232 65

1897

1898

1899

24,722 37
26,341 05
30,231 80

1900. .

42,025 35

1901

1902

1903

1904

1905

1906

1907

44,732 55
11,958 90
*43,555 73
*48,145 95
*51,808 33
*47,905 93
*50,440 20

Note. — Coal is allowed to pass free up the St. Lawrence Canal. Con. O.C. Oct. 26 1889.
•These tolls were 'free ' by O.C. April 27, 1903.

68 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Comparative Statemext of the quaiility of Freight passed duwn the Wellaud
Canal, showing the quantity to Montreal, the quantity to Canadian Ports between
Port Dalhousie and Cornwall, and the quantity to United States Ports, Oswego,
Ogdensburg, &c., on the soutli side of Lake Ontario, for the years 1896 to 1907
inclusive.

Articles.

189G.

All other vegetable.s

Apples.

Ashes

Barley

Cement and water-lime

Coal

Corn

Crockery

Fish

Flour

Furniture

Glass

Hay, pressed

Hides, skins, &c

Horses

Iron, railway

" pig

M all other

Lard and lard oil

Meal, all kinds

Molasses

Oats

Oil, in barrels

Pease

Pork

Rags

Rye

Salt . . ..

Seeds of all kinds

Steel

Sugar

Tobacco

Wheat

Wool

Merchandise not enumerated.

Barrels, empty

Firewood, in vessels

Sawn lumber n ... ...

Shingles

Square timber, in vessels

II in rafts

Woodenware

Total.

Quantity passed

down

to Montreal.

Tons.

Quantity passed

down to
Canadian Ports

between

Port- Dalhousie

and

Cornwall.

29

+1,263

94

240

12

182,330
5

11,964
9'

1

5

2,020

167

12,373

23

3,020

1

4

8,323

20

542

1

'254,763
'"'376'

657
1,260

479,442

Tons.

11,742
19,688

2

13,846

3

3

563

1
1,192
1,559

1,725

500

1,4.54

io'

647
80

11,317

1

51,587

8

54

1,286

94

55,588

172,950

Quantity passed

down to

United States

Ports.

Tons.

11,128

1,255

118,426

16,224

41
3

1,348
46,456

14,351
1,005

390

78
498
165

16,467

900

3,900

10

165

78,397

40

12

311,349

\ 523 tons of this quantity of apples paid full tolls by sections on the Wetland Canal, and consequently
does not appear on the Wetland Through Statement.

* Of this amount 5,290 tons came down to Kingston in 1895, were stored there and transhipped to
Montreal in 1896.

CANAL STATISTICS

59

SESSIONAL PAPER Ho. 20a

U — Comparative Stajement of the Quantity of Through Freight passed down the

Welland Canal, &c. — Continued.

Articles.

Quantity passed

down

to Montreal.

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

1897.

Agricultural products, vegetables.

Ashes

Barley

Bricks

Clay, lime and sand

Coal

Corn

Flaxseed

Flour

Furniture

Glass . . .

Hay, pressed ...

Horses .

Hides and skins, &c

Iron, railway

'■ pig

II all other

Lard and lard oil

Meal, all kinds

Molasses

Oats

Oil, in barrels

Pease

Pork

Rve

Salt

Stone for cutting

Seeds, all kinds

Steel

Sugar

Spirits, beer, &c

Tobacco

Wheat

Wool

Tons.

133

38

^264,396

3,293

1,029

1

53

,564

Merchandise not enumerated.. .

Firewood, in vessels

Hoops

Lumber, sa\vn in vessels

Masts .1 .1

II II rafts

Railway ties, in vessel.?

Split posts II

Timber, square n

Staves and headings, salt barrel .
Woodenware

Total.

9

*6,847

112

*2,078

8,435
216

375

46

51

"278, 498

1,214

257

478

1,207
4,716

581,047

Quantity passed

down to

United States

Ports.

Tons.

739

430

9,803

11,103

169

211

5

9

6,241

2,828
6,143

699

3,046

51

3

48
'336"
4.680'

t.'il',u57

347
12

8
1,158

5

999

4

81,117

169,246

Ton^

32

14,173
845

115,689

"7,237'

301

3

23

965

1,444
41,644

15,233
198

243

299
"31'

12,661

197

3,591

69,710
403

1,040

i"

285,963

* Of this quantity of corn 573 tons came down to Ogdensburg and Prescott in 1896, were stored there
and transhipped to Montreal m 1897.

* Of this quantity of oats 50 tons came down to Prescott in 1899 and passed down to Montreal in 1897,
and 170 tons pa.ssed through on St. Catharines Reports ; 136 tons of which passed down to Montreal.

*0f this quantity of pease 230 tons were transhipped and passed through on St. Catharines Reports.

* Of this quantity of wheat 624 cons were transhipped and passed through on St. Catharines Reports,
and 7,072 tons came down to Kingston and Prescott in 1896 and passed down to Montreal in 1897,

fOf this quantity, 1,079 tons weie transhipped and passed through on St. Catharines Reports.

60 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Comparative Statement of the Quantity of Through Fj-eight pas.sed down the

Welland Canal, &c. — Continued.

Articles.

Quantity passed

down

to Montreal.

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity passed

down to

United Stales

Ports.

1898.
Agricultural products, vegetable

Tons.

56

73

3,960

Tons.

Tons.

Ashes

Barley

Cement and water-lime

1,417

6,909
300

Clay, lime and sand

52

1

4,536

13,338

9

Coal

759

Corn

*310,498

5,687

653

116,317

Flaxseed

Flour

Furniture

4,212

■2

Glass

Horses

75
4

674

4,187

257

13,433

770

" pig

.1 all other

' 6^2i7

324

Lard, and lard oil

3,671
22,626

Meal, all kinds

Molasses

56
3,975
1,141

Oats , c .

Oil, in barrels

625
15

12,729
119

Paint

3

Pease

260

45

Pork

1,271

Rye

Salt

Seeds, all kinds

*16,133
144

39
544

44

Spirits, beer, &c

4
1,351

34

Steel

Stone for cutting

3,122
554

2,951

Tallow

359

Wheat

Wool

*184,706

i 5,860

8,612
89

Firewood, in vessels

866

25

747

2,840

190

11

48,309

3,828

Lumber, sawn, in vessels

3,065

72,897

Shingles

Square timber

329

Total ^

539,305

110,893

258,871

* Of this quantity of corn, 2,349 tons came down to Ogdensburg and Prescott in 1887, were stored
there, and transhipped to Montreal in 1898.

*0f this quantity of rye 45 tons came down to Prescott in 1897, were stored there, and transhipped to
Montreal in 1898. " ".M

* Of this quantity of wheat, 4,165 tons came dcwn to Kingston in 1897, were stored there, and tran-
shipped to Montreal in 1898.

CANAL STATISTICS

61

SESSIONAL PAPER No. 20a

U. — Comparative Statement of the Quantity of Through Freight passed down the

Welland, Canal, &c. — Continued.

Articles.

Quantity passed

down

to Montreal.

1899.

Agricultural products, vegetable.

Ashes

Barley . .

Clay, lime and sand

Coal

Corn

Flaxseed , .

Flour

Furniture

Glass

Horses

IiOQ, ore

I! all kinds

Lard and lard oil

Meal, all kinds

IMolasses

Nails . ,

Oats

Oil, in barrels

Paints

Pork

Rags

Rye

Salt

Seeds, all kinds. . .
Spirits, beer, &c . .

Steel

Stone for cutting .
Tallow , ...

Quantity passed

down to \r\ i-i J

Canadian Ports :*^"^^*\*y ^I^''^^

between

Tons.

32

58

596

15

'150,999

200

4,229

5,063

159

1

"10,250

7,143

923
183

Tobacco

Wheat

Wool

Merchandise not enumerated . .

Barrels, empty

Firewood, in vessels

Hop poles

Lumber, sawn, in vessels

Masts and spars

Railway ties

Shingles

Square timber, in vessels

Total.

74
3,000

96
*269,978

518
1

924

26

354,485

Port Dalhousie

and

Cornwall.

down to

LTnited States

Ports.

26,125

s"

479

71

1,562

429

Tons.

Tons.

1,828

8,276
16,594

2.293
43,854

1,889

2

4,404

7

23:602
'" 126

27

100

4,583

3

74

50

24,959

108,958

194

964

18,198

8

11

13,139

254

2

343

1

""549'

11

168

11,802

201

9,190

130

6,219

57,695
1J273

172,738

* Of this quantity of corn 7,443 tons came down to Ogdensburg and Prescott in 1898, were stored
there, and transhipped to Montreal in 1899.

* Of this quantity of oats 187 tons pa.ssed down from Dunville to Montreal.

* Of this quantity of wheat G,447 tons passed down to Kingston in 1898, were stored there, and tran-
shipped to Montreal in 1899.

62 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vli., A. 1909

U. — Comparative Statement of the Quantity of Through Freight passed down the
Welland Canal, <fec. — Continued.

Articles.

1900.

Agricultural products, vegetable

Ashes

Barley

Ceaient and water-lime , . . ■ . .

Clay, lime and sand

Coal

Corn

Flour

Furniture

Glass, all kinds

Horses •.

Iron, pig

,1 all other.

H ore

Lard and lard oil .
Meal (all kinds)..

Molasses

Oats ,

Oil, in barrels. . . .

Oil-cake

Paint

Pease

Pitch and tar

Pork

Rye

Salt

Sod\. ash

Steel

Sugar

Tallow

Wheat

White lead

Merchandise not enumerated .

Barrel-!, empty

Firewood, in vessels

Lumber, sawn, in vessels

• Shingles

Square timber, in vessels ...
Staves

Total

Quantity

passed down

to

Montreal.

Tons.

25

1,288

15

'109,3.¥J

1,595

1

G

508
4,292

*8,925
15,647

115

3,078

5,420

*121,896

16

103

182

15,760

2S8,2:il

Quantity
passed down

to

LTnited States

Ports.

Quantity passed

down to

Canadian Ports

j between

1 Port Dalhousie

j and

Cornwall.

Tons.

1

15

563

1,360

9,844

990

1,284

1,044

58,400

21
348

4,288

2
'24'

160

467

15

6,610

154

407

1,143

5,701

90

20,267

3

113,205

Tons.

1,598
18

992

44,306

6,371

714

1,588

14,244

57

30,840

17

2,705

36

4

117
300

2,601
154,
631

7,541

7,899
5

55, 128*

177,876

* Of this quantity of corn 751 tons came to Ogdensburg, Kingst;)n'and Prescott in 1889, were stored
there, and transhipped to Montreal in 1900

* Of this quantity of oats 585 tons came down to Ogdensburg, Kingston and Prescott in 1899, were
stored there, and transhipped to Montreal in 1930.

* Of this quantity of wheat 10,835 tons came down to Ogden.sbuig, Kingston and Prescott in 1900,
were stored there, and transhipped to Montreal in 1900.

CAXAL STATISTICS

63

SESSIONAL PAPER No. 20a

U. — Comparative Statement of the Quantity of Through Freight passed dewn the

Welland Canal, i!cc. — Continued

Articles.

Quantity passed
down to
Montreal.

1901.

Agricultural implements

II products, vegetable.

Ashes

Barley ....

^Coal

'Corn

Flaxseed

Flour

Furniture

Glass (all kinds). .
Hay, pressed . . . .
Iron, pig . . .

II all other

II ore

Lard and lard oil
Meal (all kinds) . .
Meats

Molasses

Oats ...

Oil (in barrels)..

Oil-cake

Paint

Pitch and tar. .

Pork

Rye

Salt

Soda ash

Spirits, &c

Sugar . .

Tallow

Tobacco, raw

.Wheat

Wool

Merchandise not enumerated.

Barrels, empty ...

Firewood, in vessels

Lumber, sawn, in vessels

Mast spars, &c. n . . . .

Shingles

Square timber, in vessels ... .

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Tons.
1,78.5

14,319

4,965

1,400

5

1

240

1,178

1,155

35

114

1,584

14,987

1,083

17

34

2,961

50

4

32

112

23
n.32,702

2,420
66

2,635

504

Total.

184,420

Tons.

2,322

4,828

2

218

1,790

589

98,452

827

7

17

853

2,971

113

6

17

970

165

8,051
1,395"

1,287

3,412

13

18

14,023

Quantity passed

down to

United States

Ports.

Tons.

10

7,119

357

48,609

15,768

525
13,fi81

2.5,704

22

219

10
105

448
119

9,6.57

3

966

216

51,931

142,346

175,169

* Of this quantity 9,324 tons came to Ogdensburg in 1900, were stored there, and transhipped to

Montreal in 1901.

64

DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

XJ. — CoMPAKATivE SxATEMRNTT of the Quantity of Through Freight passed down the

Welland Canal, &c. — Continued.

Articles.

1902.

Agricultural implements .
Barley .

Cual..'

Corn

Fish

Flour

Furniture

Iron, railway. ,

,< all other

.1 ore

Lard, and lard oil .

Meal, all kinds

Molasses

Oats

Oil (in barrels)

Oil cake

Paint

Pitch and tar

Pork

Rye ,

Seeds, all kinds

Sugar

Wheat

Wool

Merchandise not enumerated.

Barrels (empty)

Firewood, in vessels

Lumber, sawn, in vessels

Saw logs

Square timber, in vessels . . . .

Staves (barrel)

Wooden ware . . .

Tcrtal

Quantity passed

down to

Montreal.

Tons.

12

15,976
1,719

6,755

50

5,785

54

1,442

12,091

4,079

200,975

419
5

1,085

17

250,475

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Tons.

10,335
1

5,897

3,492

18
'l3i"

Quantity passed

down to

United States

Ports.

20
33

12,452

172

15

288

1,178

28

20,838

35

55,733

Tons.

399

7,418
35,562
55, .593

7,030
17

220

18,988

2,413

12,675

9,764

1,594

110

632

10

280
8,389

752
1.928

97,300

361,078

Of this quantity 6,096 tons were transhipped tc Montreal, being grain of 1901.

CANAL STATISTICS

65

SESSIONAL PAPER No. 20a

U. — Comparative Statement of the Quantity of Through Freight passed down the

Welland Canal, &.c. — Continued.

Articles.

Agricultural implements

I. products

Ashes
Bar lev
Coal
Corn

Flax and hemj
Flaxseed
Flour

Furniture »

Glass, all kinds
Horses
Iron, railway

n all other

If ore. ..---,
Meal, all kinds . .
Molasses
Nails
Oats

Oil

Oil cake
Paint,
Pease
Pork
Rags
Rosin
Rye
Salt

Seeds, all kinds
Spirits
Steel.
Tallow-
Wheat
Wool..

Merchandise not enumerated
Firewood, in vessels
Lumber, sawn, in vessels

Shingles

Timber, square, in vessels,

Total

Quantity

passed down

to

Montreal.

Quantitj' passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Tons.

1,017

30,009

13,846

5

11,433
8a689 '"

10

6,082

Quantity

passed down

to

United States

Ports.

213,449

Of this quantity 2,890 tons were transhipped to Montreal, being grain of 1902.

66

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Comparative Statement of the Quantity of Through Freight passed down the
Welland Canal, Arc. — Continued.

Articles.

Quantity

passed down

to

Montreal.

Quantitj' passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity

passed down

to

United States

Ports.

1904,

Agricultural implements

Ai:)ples

Tons.

17

1

16

9,697

35

55;92i'""

Tons.

Tons.
393

Ashes

3

Barley

853

16,621

Cement and water-lime

Coal

Corn

Dye woods and dye stuffs ....

32,813
3,950
2
n

1,100
57,473

Flaxseed

212

24,662

6

3

10

8,170

1,651

17,362

57

Flour

Furniture

Glass, all kinds

Hides and skins

Iron, railway

M all other

11 ore ...

Meal, all kinds.

Nails

635

12

1" ""

18 ■■■

8,556

1 "'

2,166 ""

1,306
19,460
13,096

Oats

16,497

Oil, in barrels

Oil cake

12,848
7,846

2
10

180 ■ '

1,755

Paint

17

Pease

Pitch and tar

Pork.

3
379

Salt

615

16

766

478

1

458

Steel

Sugar

53

87""'

*133,428

2

28

18,908

Tin

11,929

Wool

134

Merchandise

713

102

1,554

Firewood

717
154

Railway ties

652

Square timber, in vessels .

1,544"""

394

9,743
35,697

86,979

Salt barrels •. .

275,277

103,803

240,998

Of this quantity 4,014 tons were tianshipp:'d to Monti-eal, being grain of 1903.

CANAL STATISTICS

67

SESSIONAL PAPER No. 20a

U.— Comparative Statement of the Quantity of Through Freight passed down the

Welland Canal, lirc. — Continued.

Articles.

1905.

Agricultural ini[)lements .

Barley

Bricks

Clay, lime and sand

Coal

Corn

Crockery and earthenware.

Flax seed..

Flour

Glass, all kinds

Hay, pressed

Hides and skins

Iron, railway

" pig •■

II all other

If ore

Lard and lard oil

Meats, other than pork . . .

INIeal, all kinds

Molasses

Nails

Oats

Oil, in barrels

Oil cake

Paint

Pease

Pitch and tar
Pork

Rye

Salt

Seeds, all kinds

Soda ash

Spirits, &c

Steel

Sugar

Tallow

Tin

Tobacco

Wheal

White lead

Wool

Merchandise

Barrels, empty

Firewood

Railway ties

Sawn lumber, in vessels
Square timber, n

Shingles . .

Split posts, in vessels . . .

Total .

Quantity

passed down

to

Montreal.

Tons.

43,607

22

29,351
84,204

93
15,694
14,571

21

10

384
3,837

2,847

270

820

64

21,404

20,700

9,229

53

1,711
168

59

635

48

2,019

53

53

204

*190,505

851

3,957
1,260

448,704

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Tons.

2,628

15

200

58,391

3,095

14,458

4

200

46

1,531

980

2,160

18,544

200
63

3,776

3,082

662

42

36

8.
104.

32,562
"265'

12.794
9,500

165,286

Quantity
passed down

to^

United States

Ports.

Tons. '

552

9,197

3,346
93,622

\483

87
9,336

IC,

225
"76'

273
4

43

53

15,483

7

21

2,008

3

2,700

2,2^8

74,279

62
12

2.34,017

Of this quantity 2,809 tons were transhipped to Montreal, being grain of 1904.

20a— 5

68 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Comparative Statement of the quantity of Through F ^ ight passed down the

Welland Canal, &c. — Continued.

Articles.

1906.

Agricultural products, vegetables.

Agricultural implements

Ashes.

Barley

Cement and water-lime. ....

Coal

Corn

Flaxseed

Flour

Furniture

Glass, all kinds

Hides, skins, &c. . . .

Iron, all other .... . .

" pig

ir railway

Lard and lard oil

Meal, all kinds

Nails

Oats

Oils..

Ore, iron.

Pease

Pork

Rye

Salt

Seeds, all kinds

Soda ash

Steel

Sugar

Spirits, all kinds

Wheat

Wool

Merchandise

Barrels, empty

Firewood

Lumber sawn, in vessels . .
Railway ties, n

Staves

Shingles ,

Timber, square, in vessels.

Total ,

Quantity

passed down to

Montreal.

Tons.

42
21,196

55,559

80,570

9,174

6

11

2

269

4,810
60

37,164
18,995

1,405
75

30

614
"^289,611

466

100
1,566'
i,506'

523,159

Quantity
passed down to
Canadian Ports

between

Port Dalhousie

and

Corn^vall.

Tons.

984

1

106,843

15,688

3,392

70

1,070

1,691

1,091

2

... ^^.

819

5,134

5,862

11

268

6

19

3

370
15,834

337

54

39,207

849

10,000

209,628

Quantity

passed down to

United States

Ports.

Tons

1
494

9,266

4,400

140,558

756

8,916

1

27

10,668
11.323'

840

14,972

89

2,324

2

3,609

27,701

53

236,003

Of this quantity 4,191 tons were transhipped to Montreal, being grain of 1905.

CANAL STATISTICS

SESSIONAL PAPER No. 20a

XJ. — CoMPARATivK STATEMENT o£ the Quantity of Through Freight passed down the

Welland Canal, &c.^ Concluded.

Articles.

Quantity passed
down to
Montreal.

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity passed
down to i
United States
Ports. 5

•1 1 :.i

1907.
Barley-

Tons.
9,936

Tons.

492

58

73,066

31,901

61

Tons..
2,812

Coal

70,489

106,299

3,730

4

Corn

Flour...

133,493

18,898

Hav, pressed

81

1

3,360

lf>6

20,990

86

682

1,303
30

II all other

124

Lard and lard oil

21,976
3

Nails

Oats

Oil

Oil cake

67,063
22,111

1,535
10,995

4,741

7-
114

Pease

25

Pork

429

Paint

lOl'

2,266

49,159

143

20

15

11

30

2

1,6.S5

103

J

Rye . . .

2

Flaxseed

Salt

Seeds, all kinds

17

Soda, ash

SuEjar . . ...

5

561

8,072

1,250

Spirits, all kinds

1,224
*450,009

Wheat

White lead . . . ....

22,222
4

Wool

30

Merchandise, not enumerated

2,294

15

3,7761
1

1,980

41,087

2,151

L_70

1,595

Railway ties n

Square timber

4,180
789,167

13,442

Total

168,455

256,422 ;

Of thi.s qu.intity. 2,9.14 tons were transhipped to Montreal, being grain of 1906.

2!>t-5i

70 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Statement showing the Quantity of Through Freight passed down the Welland

Canal, &c. — Continued.

RECAPITULATION— Con<mucd!.

Articles.

1896.

Barley .
Corn . .
Oats . . .
Rye...
Wheat

Quantity passed

down

to Montreal.

Tons

Total grain .
Other articles

Total .

240

181,330

12,373

3,020

8,323

254,763

Quantity passed Quantity passed

down to down to

Canadian Ports United States.

between Ports on

Port Dalhousie the south side
and of

Cornwall. Lake Ontario.

Tons.

19,688

1,454

10

647

51,564

Tons.

11,128

118,426

14,351

16,467

t461,049
18,393

73,386
99,564

160,372
150,977

1897.

Barley .
Corn . . .
Oats . .
Pease . .
Rye....
Wheat

Total grain.
Other articles

Total . .

1898.

Barley .
Corn . . .
Oats .
Pease . .
Rye....
Wheat.

749,442

264,396
6,774

2,078

8,435

278,498

*500,254
2U,793

581,0-17

Total grain
Other articles

Total.

3,960

310,498

3.975

260

16,133

184,706

*519,532
19,773

539,305

172,959

311,349

11,103

3,046

3

48

39,057

5.3,257
114,989

166,246

1,417

13,338

625

39
15,860

31,279
79,614

110,893

14,173

115,689

15,233

12,661

157,756
122,207

285,963

6,909

116,317

12,729

45

8,612

144,612
114,259

258,871

t Of this amount, 5, 290 tons came down to Kingston in 1895, was stored there, and transhipped to
Montreal in 1906.

* Of this quantity, 7,695 tons came down in 1896 and were transhipped to Montreal in 1897.
**0f this quantity, 6,550 tons came down in 1897 and were transhipped in 1898.

CAISIAL STATISTICS

71

SESSIONAL PAPER No. 20a

U. — Statement showing the Quantity of Through Freight passed down the Welland

Canal, &c. — Continued.

RECAPITULATION— Co»i«tnuec^.

Articles.

Quantity passed

down

to ]\[ontreal.

Quantiiy passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity passed

down to

United States

Ports on
the .south side

of
Lake Ontario.

1899.

Barley

Corn

Oats

Pease

Rye

Wheat ...

Tons.

568

150,999

10,250

923'

169,978

Ton.s.

ifi,.594'

1

24,602'

Tons.

1,828
43,854
13,139

9,190

::: 332,736
21,739

40,197
68,671

68,011

Other articles

104,727

Total

354,485

108,958

172,732

1900.

Barley

Corn

Oats

1,288
109,358

8,925
115

3,078
121,896

563

9,844
348

160 "
6,610

1,598
44,406

30,840

4

Rye

Wheat

300
7,541

Total grain.

**244,661
43,670

17,525
95,680

84.589
93,287

Total

288,231

113,205

177,876

1901.

Barley

Corn

Oats

H3i9

1,584

4,828

853

49^609 "

25,704

Rye

Wheat

2,961
132,702

8,051

9,057

Total grain

tl51,566
32,854

13,732
128,614

83,370
91,799

Total

184,420

142,346

175,169

1902.
Barley . .

7,418

Corn

1,719
1,412

10,335

55,583
9,764

Rye

Wheat

4,079

200,975

12,452

8,389

Total grain

Other articles

+208,215
42,260

22,787
32,946

81,165
179,914

Total

250,475

55,733

261,078

t Of this quantity, 14,077 tons came down in 1898 and were transhipped to Montreal in 1899.
** Of this quantity, 12,171 tons came down in 1899 and were transhipped to Montreal in 1900.
t Of this quantity, 9,324 tons came down in 1900 and were transhipped to Montreal in 1901.
:;:0f this quantity, 6,096 tons came down in 1901 and were transhipped to Montreal in 1902.

72

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

U. — Statement showing the Quantity of Through Freight passed down the Welland

Canal, &c. — Continued.

nEGAFITVljATION-Continued.

Articles.

Quantity pas.sed

down

to Montreal.

Quantity passed

down to
Canadian Ports

between

Port Dalhousie

and

Cornwall.

Quantity ijassed

down to

United States

Ports on
the south side

of
Lake Ontario.

1903.

Barley

Corn . . _

Oats

Pease

Rye

Tons.

2,206
116,223

2,438
63

4,200
226,746

Tons.

1,017
13,846

Tons.

11,433

80,689

5.315

22

644

Wheat

14,199

13,725

Total grain

§351,936

38,850

29,062

82,298

111,828
101,621

Other articles ...

Total

390,786

111,360

213,449

1904.

Barley

Corn

Oats

9,697
55,021

853
3,950

16,621
57,473
16,497

Pease

3

Rye

Wheat

*133,528

18,908

11,929

Total grain

Other articles

198,246
77,031

23,711
80,092

102,523
138,475

Total

375,277

103,803

240,998

1905.
Barley

43,607
84,204
21,404

2,628
3,095
3,776

9,197
93,622

Oats....

10,892
76

Rye

1,711
190,505

Wheat

32,562

15,483

**341,431
107,273

42,061

123,225

129,270

Other articles

104,747

Total

448,704

165,286

234,017

1906.

Barley

Oats

Pease

21,196
55,559
37,164

1,405"

***289,611

984

15,688

819

11

6

15,843

9,266

140,5.58

11,323

Rye

Wheat

14,972

Total grain

404,935
118,224

33,351

176,277

176,119

Other articles

59,884

Total

523,159

209,628

236,003

i Of this quantity, 2,890 tons came down in 1902 and were transhipped in 1903.
■Of this quantity, 4,014 tons were transhipped to Montreal, being grain of 1903.
■* Of this quantity, 2,809 tons were transhipped to Montreal, being grain of 1904.
'** Of this quantity, 4,191 tons were transhipped to Montreal, being grain of 1905.

CAXAL STATISTICS

73r

SESSIONAL PAPER No. 20a

[7. — Statement showing the Quantity of Through Freight passed down the Welland

Canal &c. — Conclvded.

RECAPITULATION— Conc^Mrf€«Z.

Articles.

1907.

Barley .
Corn. . .
Oats . . .
Pease . .
Rye....
Wheat.

Total grain.
Other articles

Total.

Quantity passed
I down to
Quantity passed Canadian Ports
down between

to Montreal.

Port Dalhousie

and

Cornwall.

Tons

9,936

106,299

67,063

2,266
t4o0,009

635,573
153,594

789,167

Tons.

492

31,901

1,565

2

8,072

42,032
126,423

168,455

Quantity passed

down to

United States

Ports on
the south side

of
Lake Ontario.

Tons.

2,812

133,493

4,741

22,222

163,295
93,127

2.50,422

t Of this quantity, 2,994 tons were transhipped to Montreal, being grain of 1906.

74

D E PART M EST OF RAILWAYS AND CANALS

S-9 EDWARD VII., A. 1909

S ®

fd

CI \>~

C ! H

50 0*

(N >-l I

Ci CO I

CCCl

*^

00 r:__
ci" o"

■■O r

h5a

*:5a

o I— ll— 1

^Q

O

CAyAL STATISTICS

75

SESSIONAL PAPER No. 20a

r o

co't--r

00 c^

© n

^ -1" ^5

to O

©_C0

S =

0)
CLi

1^

« t>.

O iC

oo'in"

<* M'Q ^ r h5

Is

^a .s^

e

^

;?;

?

h- 1

*;

>

p

^.

151

p
P5

1^

<

0

w

•o

CJ

P5

00

-, o

33 C30

< >

is

o t,
E-i

<
a.

76 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VU., A. 1909

CANAL

CoiiPAUATivE Statement for years

I
January.

February.

March.

Avril.

May.

Welland canal, 1906

S cts. [

$ cts.

$ cts.

8 cts.
8,433 33
9,532 60

S cts.
21,269 06

1907

29,034 40

1,099 29

7,765 34

St. Lawrence canals, 1906

„ 1907

115 26
2.56 18

140 92

183 61
45 50

306 30

1,343 02
238 52

14,056 89
18,227 97

138 11

4,171 08

306 30

1,104 50

Chambly canal 1906 .

27 55
5 47

2,757 49

1907

4,422,86

1,665 37

1

22 08

Ottawa canals, 1906

737 27

4,695 15

1907 . .

3,652 26

737 27

1,042 89

59 64

820 93

1907

777 97

59 64

42 96

St. Peter's canal, 1906

12 60

21 77

66 69

293 33

„ 1907

256 83

9 17

. .

66 69

36 50

•

Trent Valley canals 1906.

2 45

7 30

129 13

„ 1907

81 55

4 85

Decrease

47 58

Murray canal, 1906

67 20
3 23

71 79

„ 1907

187 97

6397'

116 18

Sault Ste Marie canal 1906

1907

150 09

12,548 04

Total, Decrease

138 11

306 30

950 01

Department of Railways and Canals,
Ottawa, May 8, 1908.

CAXAL STATISTICS

77

SESSIONAL PAPER No. 20a

REVENUE.

ending December 31, 1906 and 1901

June.

July.

August.

September.

October.

November.

December.

Total.

S cts.
19,379 35 i
29,001 85 1

8 cts.
20,870 82
29,975 41

9,104 59

•S cts.
2.3, .532 03 '
33,013 06

S cts.
20,561 70
28,476 86

S cts.
23,716 09
33,134 15

S cts.
21,329 33
21,398 84

$ cts.
4,282 76
3,183 51

.? cts.
163,374 45
216,750 68

9,622 50

9,481 03

7,915 16

9,418 06

69 51

"1,699 '25'

53,376 23

i '

»

21,383 27
22,280 09

23,149 03
26,787 14

21,725 20
24,103 17

22,051 88
25,124 30

18,878 04
23,988 87

18,758 11
21,632 02

1,071 06
3,466 12

143,021 67
166,449 88

896 82

3,638 11

2,677 97

3,072 42

;5,110 83

2,873 91

2,395 06

23,428 21

1 1

4 534 66

5,461 24
6,159 84

5,156 43
5,880 94

4,187 80
5,288 88

1,101 08

5,438 83
6,218 77

779 94

2,625 18
2,839 19

214 01

30,189 18

5,007 81

79 28

35,903 04

473 15

698 60

724 51

79 28

5,713 86

4,662 76
3,524 54

5,359 49
3,726 43

5,359 07
4,246 26

4,039 69
3,737 76

3,817 99
4,083 54

2,067 78
2,358 65

30,739 20
25,329 44

36i"93

265 55

290 87

1,138 22

1,633 06

1,112 81

5,409 76

931 80

1,058 24
1,293 63

1,516 15
1,3') 3 62

1,179 91
946 65

847 82
833 56

693 42
590 45

7,107 91

032 09

6,717 97

235 39

29

172 53

233 26

14 26

102 97

389 94

324 20
286 69

328 45
319 57

377 93
340 68

377 88
376 60

375 75

376 57

82

329 84
348 05

172 03
235 54

2,658 70
2,562 30

.

18 21

63 51

37 51

8 88

37 25

1 28

96 40

266 24
347 23

279 32
346 95

130 00
211 34

119 44
168 61

58 95
68 24

1,175 57

196 71

1,427 93

6 67

80 99

67 63

81 34

49 17

9 29

252 36

166 44
194 43

241 95
349 14

329 00

381 28

163 53
216 39

123 85
234 62

118 10
73 56

1 10

1,283 02
1,640 62

27 99

107 19

52 22

52 86

110 77

357 60

44 54

1 10

9,851 69

12,222 93

11,680 77

11,686 39

15,720 88

3,328 29

1,437 50

77,232 16

Total, Revenue for 1905 . .
1906..

S379,549 70

456,781 86

RICHARD DEVLIN, Compiler of Canal Statistics.

78

DEPARTMENT OF 1{AILWAY8 AND CANALS

8-9 EDWARD VII., A. 1909

c o <

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C O c

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^ =■

^te

^ s *

= ^S5S

CANAL STATISTICS

79

SESSIONAL PAPER No. 20a

•^ -^ TZ ^ a ^ :

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X 5<I rc e

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?^P4 3-;

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80

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Total

Amount of

Tolls.

J •• •© • • i-
" : . :t^ : : 'co
^ : : :gg : : :^

■ • • •O

• . ■ . t,

i : • :*

. (M

•i

: : g

• • CO

CO

Amount

of

Tools

Down.

. . . .o ■ • -IM •

K . . .© . . -i^ .
":::£■ : -^ :

^ • ' . ® ■ • -co •

. ■ :t>r : : : :

. . : ■ '^

• • • • CO

:^ : :

•CO - •

.CD

8

(M

Oi

•>*

Amoimt
of

Tolls, Up.

• to

CO

■«-:■:

: : *

CO

CO

i

©'

Total,
Tons.

. . ■(£ ■ -.O CC-.--t-

. . -lO • . ._! CO ■ • • •

. 1 ■ co" ■ ', ' s^ . '.'.'.'.

...•*!. .

■ ^,-

' i^ ! .

1,454,681

556

13

100

39

4,119

o

... 00 . • -in • •
... to ■ • -^ •

: ■ icf : : :n :

. . . . o

. . . . !>.

•IM • •
•■M • •
;» • •

OO
CO

©

r-T

. . . Ol • • -

. . . ^. .

i. : : -."^ : : :
^ ::::::

.1^ ....

. CO ■ • - •
■ CO

- • CO

230,713

556
13

100

39

4,119

From

United States

to Canadian

Ports.

Down.
1,595

.o • •

:g : :

. IM . .

d 1 : : : : : : :
D : ; : : : : :

CO

o
©■"

From

United States

to United States

Ports.

1 . . . -j< . ..,-(,
1 1 • : :^„ : : •'^„ :

5 . .•* . .IN .

. . . . o
• . • • t^

CO

1 '^'

t* : : : : ; : :

©

CO

From

Canadian

to United States

Ports.

Down.
26J73

i ^'

1 • . ■© •

. . . t^ . . .

d 1 : : :=^ . • :

P ::.:::

•CO

•CO

•1-1

I-H coco •© •

CO "^ :^ :

From

Canadian

to Canadian

Ports.

$ : : : : • : :

o

G : : : : ■ : :

• C-1

, in . ;

'S

■ -r

• o

■ (N

.... CO

© o •© ■©

©" i .' -^

CO

Articles.

II rafts..

Hoops

Hop poles

Lumber sawn in vessels. . . .

II II rafts

Masts, spars, and telegraph

poles, in vesselss

M II rafts.

V}.a.ilwn.v ties, in ve.tsels

'I

Staves and headings, barrel

pipe .

,1 W.India

Staves, salt barrel

Shingles

Split posts and fence rails,

in VRRSfils

GO 0

>

a
s-
a

E

£
'f

II II rafts • . .

Traverses

Wodenware and wood

Total freight heretofore
paying tolls, now free . . .

Articlcshavingpasscdthcfvl/
length of the St. Lawrenct
Canals, free : —

Krifilcs

Cement and water-lime.. . .

Clay, lime and sand

Fish ...

Iron, railway

CA^AL STATISTICS

81

SESSIONAL PAPER No. 20a

iO :c -X ro

: CO o 00 c; t~
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, e :r " c

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S 5t s

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P5

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<!

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S?:

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c

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-c

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s

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a

^-^ <J

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L^ H

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c

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si

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82

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

o

EH

o 3 o

CC CC '^ ^

o la -in ©

IM O

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00 IM

c

cJ

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4^

eg

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G

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o

cS

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t>-.

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4->

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o

cS

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r-i

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;h

ri

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C/J

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c; c^. — I C5
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£ £

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t:-'

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cS

s-s £'

a; a:

■e >>

^ g S

^ it o

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■'ii § = 5 3 o g"^ g gj E

'.<< <

5 £3-!

CA-NAL STATISTICS

83

SESSIONAL PAPER No. 20a

lO .

o o o o c i~ c ui o in o IS o o

•V T so 1-1 ^ T^ r: xM-<j<(M

o c o

X c) r; s

Tl 5i -T

CI o c; 5-1 SO

■ i-H • CO r^

SO 5<1 ~ ■ t^ 1-1

.— ■^

o o o o o

to Si ;0 CO iO

O --T! I<) CO Kl
CO 50 N

«_»

NO

■M O 'f

» <M CO O

•<1< SiCO CO
lO ^ O

C5 t-X CO

) t-H !0 05 IM •* O

( X O t^i-i <M
XCO !M i-i

■«• <M O t^
t~ CO ^_^

T-TuTcf

■0?0 XCO 00

eo o o --r X

<N o"

r-1 CO i-t X

CO X c: t^
coco TJ- X

c ^ o

CO w w ■ -.r CO

CO -o
im'co'

CO I-

T-Tc-f

^0 1-1 [^ •* ir;

CO c ■<»• t>.

co 1-1 s^ m

o t! 2

^ — t: ^ O T.

2^

^^

!ST3

ii

o o

hoc

■^"3

^-^ c-5

JlC x

20a— 6

■43 -^ be

Mill-.

84

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vll., A. 1909

c

c8

<^

O

ij

<

O

o

Total

Amount of

Tolls.

i

a
^

•o • I- 1- •

•t- 2 • • ■ ■ ;£ ■

:« : ;?:::;:;:'':
. t>; . .....

•CO •

. ^ .

CO

CO

00

1-1

Amount

of

Tolls,

Down.

o ?i ■;: •

■ a • CO ■■•■■■■ X '•

b- •^ -^ ■

• -,£ CO

:^ :

•CO •

:S :

x"

Amount

of

Tolls, Up.

■ t^ • • • ....
• o

§

•^

o 3

■ "4:3^561
2,151

70

• IM •

■A :
'. t>r

. 1-1

X

1,444,870

556
13

100
39

Tons.

0

■ rt ■ ^ o

• X .o t- •

! rT ■ n" '.■■.!: .'
. -^ . ....

• tM •

• t>J •

■ to .

^ . . .

! ^. . • ; :

; w '- '. '. '.

5

• t- •

;co ; .::::■:■ :

CO lO r-H

From

United States

to

Canadian

Ports.

1

tc ■ '

• iH •

o •

• 5 :
. ?f .

. 1 w
. 1 o

6

CO

From
United States

to
[Jnited States

Ports.

a

o
Q

•:S : S :::::: :g :

• CO • t-H

! -*" ; e4" ! . ; . ; 1 ; ;

5

: 8

CO

From

Canadian

to

United States

Ports.

o

• t~ ; I ;

:^ : ::::::::::

f5

'S

• t^ •

■ X

• 1 X -si CO ■ ri

• 1 ^^ 1— ■ M
■ 1 -^

From
Canadian

to
Canadian

Ports.

■ 1 "^

. 1 -^l

1

5

* J2 9 •= •

Articles .

Hop pol<!S

II II rafts....
Mast, spars, and telegraph

poles, in vessels

H II in rafts..
Railway ties, in vessels. . . .

It II rafts

Saw logs ...

Staves and headings, barrel

It liipe. .

W. India

Stavf^s, salt ban-el

Shingles

Split posts and fence rails,
in vessels

II II in rafts
Timber, square, in vessels..
■1 rafts. . .
Tr;i verses. .

T3 • :
o : c

Hi

so"

Cj C .;

|ii

|)aying tolls, now free. .

Articles having passed the
full length of the St. Law-
rence Canals, free .—

Bricks

Cement and water lime ....

Clay, lime and sand .

Fish

CA^AL STATISTICS

85

SESSIONAL PAPER No. 20a

■^ o •

o

Clio •

•*

c: o •

C5

■* X ■

C-l

o^ •

©

to :

lO

iM

— lO •

to

— 1 C5 •

o

Ci ^ •

C5

g* :

^

wT !

^a

■-H

C<5 W

lO

X--C •

f

© CO ■

Ci

X ^ •

^

lO

o

N

«2

1-1

o

C50t~i-IOi-llft;0(MO-t"lOO'-tlOlO©»ffll-tC>OC<5i-ICOXOX«t>.
.-iiOXtOCC t-Hin C<5C<5i-^»nM>r5C:OiMeiJ'ti t^ Xi-I-*C5XC<3

•r t~:o 'M

T-i lO 1-1 (N

-Hiax-^cc -HO e<5«i-iiocoioc:inNc<5'*i t^ Xi-i-«<c:x?r

■* t~;c c^

I-IIC --H C^l

-H O M O «

: -r X o
J M o f-

=s.?S

• u X

•= ce cs -

» eS £ S "
03 ^^

r ®

^ Si

i^ to o ~ t^

rH m ■M X cc

cc to ~ CO

XmeOrlCOrH'^CO
■«< t-- X X t^

Ci_ rH (M to X^

a

— : e8

^^

20a— 6J

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e

^

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f*

1— 1

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1— 1

rt

^o

w

V

M

o'

fi

•^
r

a

12;

P3 ^"

86

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Total

Amount of

Tolls.

»5

Amount

of

Tolls.

Down .

^ ^ "

1

0

•P

From

United States

to

Canadian

Ports.

'P

From
United States

to
ITnited States

Down .

_

P

From

Canadian

to

United States

Ports.

1

!

a, 1

Fron
Canadian

to
Canadian

Ports.

Down.

P

1

Apples

Agricultural products not

enumerated, vegetables. .
Agricultural products not

enumerated, animal

Agricultural implements . .
Barlev

Bricks

Brimstone

Cement and water lime

Coal

Cattle

Cotton (raw)

Crockery and earthenware.
Dve wood and dve stuffs . .

Fish

Flour

Furniture

Gypsum

Hay (pressed)

Hogs

Horses

hoofs

Ice

CANAL STATISTICS

87

SESSIONAL PAPER No. 20a

-c-O'S:

•s to--

s _

)5 3

!h bo

O 3

5 "^ ^.-S'a

^ s

cs c3 i- S-Sr:;

;-- s

l^^ObOPnf

o J3 o ^ s CO .-e .
V/ 02 02 CE 02 CC r- :- :

3^ n>

5 a

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

■^

Is

O
c

o

i=L|
OS

CIS

PI

■^
o

H

H
B
<!
H
C«

iJ
-«)
K
pi]

iz;

o

Total

Amount of

Tolls.

^; ^ : ; ' . :

■S : : : : : : : ■ . -^ : : : : : : : . : :
.^ : : : : ' ; : : " :

!»;;•; ; ; : ! : . ; : : . : : ; :

00

Amount of
Tolls.

Down.

i '■'■'■''■ "■ ■■■]:::[: : . : : : :

o ; ; ; ; ; ; '. '.

^ : : : : ; : :;;:.!:::: . : : : :

Amount of
Tolls.

Up.

^ : : : : : : • ; • ^ : : : : . : . : : : :
o : ; ■ : ,- : ! ; : ! : : i ■ ' :

■ : . ■ ■ : • : .=^ . : : : . : : : : :

m '• : : . . : : : : : : • . : : . : : :

00

•J

3g

t^

.::::: ;:;:*:;;;; : ; ; ; : ;

l-H

GO

Oi

Tons.

c

o

O

p, ... . ....

P ::;::: : : : : : : : : : : : : ! : :

From

United States

to

Canadian

Ports.

c ::.::: :::::..::■ : : : : : :
• 1 :::.:: : : : : ■ : • : : : : : : • : :

& ■:•:•: ::':::::::.:::: ' :

^ • ; ■ • • ::::::::;: ; . : : . :

From
United States

to
United States

Ports.

. 1 ::;::: .::.;:;::: : • : : : :
c 1 :::•:: ::::;::::: : : : : • :

\

! :::::: •:::::;::: : : : : : :

From
Canadian

to

United States

Ports.

t

O

HHH \\\\\\\\\\ \\\\\ \

d
1

CO

CO

• • • ■ T-H • • • • • • ■ ■ •

00

CO

From
Canadian

to
Canadian

Ports.

0

cf

t^

1 :::.:: : ; ■ :S : : ; : : : : : : : :
•■■•■• : ■ : i"^ ■ : : : ■- ::;:'. :

i

<

Firewood, in rafts

Pulpwood

Hoops

Hoop poles

Lumber, sawn, in vessels.

Masts, spar.s and telegraph

,1 II rafts.

,1 rafts

Saw logs. . .

Staves and headings, barrel

pipe. .

1, W. Tndia

Staves, salt barrel

Shingles

Split posts and fence rails,

in vessels

1, 1, rafts.

Timber, square, in vessels..

,. 11 rafts. . .

Traverses

Wooden ware and wood

nnrf-.lv Tiia.niifaRtured ....

0/ ■

O 0)
o >*<

II

1 c
-2 5

£^

CANAL STATISTICS

89

SESSIONAL PAPER No. 11

IGCO

§

t>.?o

00

lOiM

i-l

«D t^

0^

05rH

rH

TCM

00

05 r-l

-^

^ = o

o

a 5S

90

DEPARTMENT OF RAILWAYS AND CANALS

-^3

ce
O

c o

I.S

. o

§^

1? o

+3 —

2' "^

IS tc
'-3 .n

o 'o
•r o

(35

a
O

8-9 EDWARD VII., A. 1909

^ Q

G * 3 Ph

• - 5 =3

O"

CO Jg
"O o

?:^ ■ O

^ I
^ I

"Tf>iriooo •?"i;r'io-<j«r:cc.-i©c'::':
> -t"M iC i-H X c-i ^ 1-1 n o o i'l c". -^ ^: T-^ cc

?0 1^ CI :£ 'M ^ -^ r-l (MO

^ t^T c: C-1

;£ ^ (M ^ -f I

CO -* « ~ o

ICNOOlCOOS-f
l~ ?) » -r C<5 CC O 50 in

t- Oj C-. © 1-1 CJ
Cl XO IC

O © • — l~ ® iC

© t^ ■■■£ -r

XXCO'^OiHr-IX

■^ .-1 5<) -^ «

M -f CC iS

X -tr (M © rH

— X -^ • ;c 2t --H
i-ii-i • c; CO

■s -^-^

xiaxi-ir-i^t- n Xi-i

• « l^ X 00
■ X t^ in N
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lia*©'

t^© ©in b-

X O t^lft
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cv ~r x-*comci^x;o©©©^;ac^»xci:»-t' -xxt^w
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CANAL STATISTICS

91

SESSIONAL PAPER No. 20a

) O — r-l 5S .-. .
C<1 <-l 3C t^05

io.-ii-iom?D:siooxot-oc;

loomos© lo-fooiooooor-io
o -^ c". o CO • C-. X o --r w o -^ o X ic o

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t^?? -r ir: th

35 N 1" o N

X O 1-H b- © ti X X O —I -^ (M t- © ^ :r: ©

X X t^ © 50 C^l -O C<5 ir; t>. © 1

i X CO X CO X

C — I C<1 X t^ -r ©

© "S* I-. © .-1 1

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iH C<I ?T .-I — 1 O T-H O iS O n ri © CO 'M -^ X ri o t^

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92

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Total

Amount of

Tolls.

CO I-

• 00
CO'

106 60

19 37

4800
6 20

160 09

ir. o

l-H CO

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©

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Amount

of

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^ O -IM

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■ © ■^ -cc • ■ " -co •

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T-

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Amount
of

Tolls.

Vp.

$ cts.

291 00

10,738 25

•lO

. co'

^

©

©

©
r-(
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Total
Tons.

m •©

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IM CO • U- ■ • !M

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520

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Masts, spars and telegraph

poles, in vessels

Masts, spiirs and telegraph

nnlps. in rn.ft.s

i
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II » pipe..

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Staves, salt barrel

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CANAL STATISTICS

93

SESSIONAL PAPER No. 20a

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DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

HgE^

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CAHIAL STATISTICS

95

SESSIONAL PAPER No. 20a

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96

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Total

Amount of

Tolls.

201 00

' 16,611 50

'2,068 00

•§ : -g . : : S :

■-»"•• 00 •••' t^
■ ■ ■ ■ • ■ iH

®

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• • 1—1

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rH

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Amount
of Tolls.

Down.

O

48 00

" 4940

§ :

i :

Amount
of Tolls.

Up.

05

o

M • «! ©

; ©■ . 5<r

14 05
"157 04

: • ;^

• • '■©
• • h-

. .(M

5

3'i

4,365

247,567

22,471

© • © ■ • 1-1

1-1

S CD

■ c

o

:::§:::
. . . 10 ■ • ■

K>

417,657
9,936

'S

4,365

' 247,567

22,471

1 ■ '.

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1 •
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United States

to

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1

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1

00

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to
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to

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l^ •»« • -lO -00 •
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s

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to
Canadian

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a
o

:::§:::.

•m . . . .

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118,648
9,936

a
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Firewood, in vessels

II rafts

Pulnwood

Hoops

Lumber, sawn, in vessels . .

II II rafts

Railway ties, in vessels

11 II rafts

Saw loss

Staves and headings, barrel

II .1 pipe .

1- W. India

Staves, salt barrel

Shingles

Split posts and fence rails,

in vessels

Split posts and fence rails.

a.

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Traverses

partly manufactured ....

%6

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Articles having passed the
full length of the Wetland
Canal, free :—

Barley

CANAL STATISTICS

97

SESSIONAL PAPER No. 20a

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98

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

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" =1 Tf x-r©N©>-
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$ Cts.
1848

8 62

38 06

5 95

24 54

9 59
0 42

166 21

886 22

1,1.55 45

71C 40

5 35

0 30

2 55

0 04

" " ' 47 61
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77 20

0 04

18 75

0 no

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0 •

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o : :

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172

619
119

981
255

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S5ir;i-i(N«o-t<^ i-( •«>■>*> .005^35 CO •

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3,199

492

74

()93

11,972

2

2,301

48

3,319

45,414

639

3,606

41

1

41

166

2,006
145

306

8,243

57

159

3

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Ashes, pot and pearl

Apples

Agricultural products, not
enumerated. v«^S(>tables. .

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CANAL STATISTICS

99

SESSIONAL PAPER No. 20a

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DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 190»

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101

SESSIONAL PAPER No. 20a

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102

DEPARTMENT OF RAILWAYS AND CANALS

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103

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0

o

iz;

1 ^

17 53
28 44
20 93
1 16
12 69

00

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i«

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— UO

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05

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CO

t-

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00

Total
Tons.

t^-* in coo

IN

0

55

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iNOi'*

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CO

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coc

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c

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Ports.

a
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0

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From
United States

to
United States

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0
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0.

From

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to

United States

Ports.

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From
Canadian

to
Canadian

Ports.

0
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CO
lO

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IN CO

10 ■*

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Articles.

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a

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15

CANAL STATISTICS ll9,

SESSIONAL PAPER No. 20a

ID ■ ■O'O -C • r-< ■ ■ — COiO ■ ■ ■ r" OXO ■ -O • -CC • • >0 -O

t-H ■ -COS — -H . .-l-CO . . O ^OOm • -O ■ -IN • -O -—I

•©•OOS • ■ lO

■ c<5«o •— -o • -cmio ■ ■ -c O'^i'N ■ -to

. ^to -o (D ■ -m — ■ ■ -to w*N • -r^

t~ ■ -cot- -O • • ■ -cox • • ■ CC O — t^ . . O • • O • • lO

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mm o

■ O -^ .

M3.= • : ■ • eg ■ ■ : : : ■ ■ 5 ■ a : ■ c : • : >

.= : =3 : : ^ ; £ S :_^

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C X

K.S ft:

^i^

^.s=

wco

wt/:M

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vll., A. 1909

CANAL STATISTICS

121

SESSIONAL PAPER No. 20a

02

c

Q

GO

c8
00

O
3 -—I

t- .2

=:^

Z/1

O

o

Amount

of

Tolls.

Total
Tons.

OU5U3

osr-o

CON

lOCO'*

coco"c<r

(N

63,782

2,751

2,533,827

2,604

11

'o

. .575

923

148,158

345,457

5

00 OS-* CO 00

33 «

90,515
22,002
14,128
10,066,074
19,384

wco

<N

Tons.

a
%

a

OCOO
OOSCJ

CO
IN

820

2,750

106,098

2,604

3

575

913

148,158

344,172

5

OONINOO

26.039

5.704

143

9,995,242

19,384

CO

d.

OSt>-lO

CO

lf3 -4"
•* O
CO 00

<Nh-0>
CO C^
03 t^

i %

00

:2

o

oo

OSCD

64,476
16,898
13,985
70.837

OO
(N03

From

United States

to

Canadian

Ports.

a
&

Q

r» •

oo

COt1<
CO

ooo

lOM

•O'lt

lOCO

oco
o

6.

C3

00

o
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IN(N

Oi-O

Si

CO

From
United States

to
United States

Ports.

o

03

00

CCif

coco

CO

o

,-H

— 00
iMCO

CD.-H

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iNrH

moo

3.412
1,528

9,763 563
18,829

o

S

o

CO

CO

CO

CD

00

-HOI

coco

From

Canadian

to

United States

Ports.

a

1
P

CD
IN

-

IN 03

D,

§

CO

Ol

P'rom
Canadian

to
Canadian

Pgrts.

- o
O

•*

N

0(M
OU5
COCO

0<N

CO

465

913

20,987

111,606

5

O

00

22,627

4,176

93

104,684

555

03
CO

CO

D.

c*t

lO

03 C-J

03-HlC
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Articles.

s
a
0

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o

s

s
a

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a

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5

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a

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IS

1

122

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

1

Total
Tons.

30

6.623

189.307

1.250

X -t^ -Ol • -co .[--lO -OS
O -(N -co ■ -IN .TfOJ .t^
05.-H- ..CO.— iiO-O

.H • • ■ -X • OlO . X

• ■ -OXTf -Cl-H -o -c
. . .^-^lO -coo -05 ••r

• • -t^CDt^ ■ CD -O! •

. . . ^ M . -. .
■ ■ .^ . X ■

... .-J. .

1 , 604

276,664

244

120

CO ■ ■
CO • •

o

o
Q

. . . .lO ■

: : : :g :

X co-.co.x

C CJ..r-.-*

05 CD--.-(.CD

^ '.'.'.'.'. '.QC '■ '■ -O

. . .CO . . -CI ■ •■* •
...Tj<...C0.-X-

• • -c >C ■

. . Z^ . . .^~ .
...... . ."^^ ■

1,604
10,967

120

d

30

6,623

622

1,250

. . t^ .05 ■ ■ • .t^CI .-H

. .CI -co • • ■ -Ttx -co

■ ■ ••*X'* ■ --H -"O -c

■ . -cDTt-iO • -O ■•-1 •«
. . .cOCDt^ . .CO ••^ ■

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5 .t,Tj( . . .

I;;

From

United States

to

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Ports.

a

o
Q

. . . .lO •
... .CO ■
. . . .lO ■

: : : ico' ■

o

CD

X •

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■••■•■ ••■■|> •
• •■ t- ■

■ coo . . . .

■ coco • ■ • •
. ..^ . . . .

d

: : ; : :S

O

«

03

• -CO -o

■t~ CO

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From
United States

to
United States

Ports.

o
Q

. . . .ifi .

. . . .rH •
... .CO •

. . . .(M •

X co.-.-x

X (M . . . .•<H

(^ ;C--CO

^ '■ '■ '■ '■ ■ '-Oi '■ • • -o

. . .r, . . .IN • .^-

X •

; : : : ; : ; ;g ;

CO .

.CDCD • ■ •
.iO>C • • •

.^"co • •

d

O

: : ; ; :S

'7^995
5,482

5,501

• ■ -co

. . -iCO

. . INK

. -t^ . . .

: :g8 : : :
: :{5 : : :

From

Canadian

to

United States

Ports.

o
Q

... .CO

....■*

. . . . o

• ■ • -co"

• ■ .ffl •* •

. ■ .la •* •

■ ■ -M t> ■

'.'. '.ui '.'.'.'.'. -t^ '.

CO •

d

• -OS-* ■ .
. .CO-* • •
. ...JiiN • •

From
Canadian

to
Canadian

Pgrts.

o
Q

■ • ■ -o

■ . • -IM
. . . . t~

! ; '. .' o

... .CD

o co-
co -H •

■•■<N...^-.CO-
■ • -t* CO ■

I ; : lo • • • '. '-c '.

o ■

03 .

■CO • c •
.--CD .C^ ■

. a. ■-> ■

: co' ■ ■

■* . -

d

. ■ c CO N cc

■ • CO C^ CI CN

cocDr-
co"

. -b- -OS • • ■ -(N ■ •
..MC0----O--

241

2,348

724

601

2^415

o ■— • ■ .

^ :o : ; :

■ x' ■ ■ ■
•X • ■ ■

LO • •

o . .
CI . .

<

Marble

Molasses

Oats

Oil rake

Potatoes

Paint

Rags...

Ro^in

Stone intended for cutting

Seeds, all kinds

Soda Ash

Steel

Sugar

Tobacco (raw)

Tallow

Tin. . .

Wheat

Whiting

Wool.. ..

All other goods and merchandi.se not enumerated.. . .

Bark

Barrels, empty

Boat knees

a'a -
> £ ;

c ;

% g

CANAL STATISTICS

123

SESSIONAL PAPER No. 20a

s

CO

CO

•**

00

COCO
00

CO

00

C^iO

CO

05

h-CO

CO

00

2

CO

00

CO

c

to

<N

c

00

Ceo

00

o
CO

o

CO

CT
■*

"5

CO

CO

2

X

r^

s

00

to

o

ly-
es
O

00

i

CO

OS

CO

co'

CO

?5

o

c

o;

o
oc

CO

O

CO

CO

50

CO

c^

CO

—

0

c

a.

s

J

"c

>

_a

c

0

1

c

c

53
0

C

"5

:

"a
c

>

3S

's

1

T

t
■i

a:

1

b

i.

t
u5

1

1

0)

o

s

72

0

1

e

i

"c

S

H

5
S
>

e

c

33

0!

•s

c

i

0

e
s
e

>

O

Q

GO

o

05

< 00

b

a.

124 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

APPENDIX

No. (A) 14. — Statement of Traffic on the undermentioned Canals, and the Amount

Class No. 1.

Canadian vessels, steam. . . .
United States vessels, steam

Canadian vessels, sail

United States vessels, sail. . .

Total, class No. 1

Class No. 2.

Passengers

Class No. 3.

Bricks

Brimstone

Cement and water lime.
Clay, lime and sand . . . .

Fish

Gypsum

Iron, railway

" pig

" all other

Steel

Salt

Stone for cutting.

Apples

Barley

Buckwheat

Corn

Cotton (raw)

Flax and hemp. . .

Flour

Hay (pressed). . .
Meals (all kinds).

Oil cake

Oats

Pease

Potatoes

Rye.

593,628 10,059 28

766,252 11,634 07

160,085 3,580 29

63,748 1,433 86

1,084,735 8,590 36

304,301 2,581 29'

1,277,944 13,462 10;

129,147, 1,770 981

$ cts.

73,793 215 02

217I 6 18

24, 845 i 284 09

352,4101 4,751 83

1,583,713 26,707 50 2,796,127 26,404 73; 451,265 5,257 12

No.
3,213

Tons.
600

206 89

1,899
239

20

90 00

287 76

35 85

3 00

No.
102,597 5,823 54

961
4,716
6,802
1,728

246

144 15

940 55

1,033 30

259 20

49 20

13,240
'271^693

Flaxseed

Seeds (all kinds)

Tobacco (raw)

Wheat

All other agricultural products, vege-

3 tables

Bones

Cattle

Hogs

Hides and skins, horns and hoofs

Horses

Lard and lard oil

Meats (other than pork)

Pork

Sheep

Tallow

Wool

Alljother agricultural products, animal.

Total, class No. 3.

22,739

1,177

22,658

114

73,369

25

1,324 00

27,169 30

Tons.

14,840
2,301
6,892

80,535
269

2,270

50,794

37

488,565
59

4,545 30

180 60

4,531 60

22 80

7,336 90

2 50

227 001

5,079 40

7 40

48,552 31
8 85

98

15

439

0 20
0 15

19 00
2 25

87 30

30

6 OOi

11,933

12,091

39,307

6,624

4,540

740

5,186

4,463

48

29,182

110

42

3,855

10,277

353

1

6,514

573

265

463

829

6,640

23

51 , 442

7,923

9

117

58

16

528

267

162

219

63

2

754 25

211 10

615 24

3,236 16

22 61

No.
3,333

Tons.
1,522

631

18,017
1

1,675 401

1,S06 41

3,195 05

867 05 I

437 84

30 75'

729 35i

329 44'

1 801
1,471 95

16 09

6 30
291 13
479 19

24 24

0 06

376 85

52 27

14 91

46 30

82 75i

268 11

3 45

4,224 87

817 52
0 50

7 04

2 29
0 62

29 65
38 46
22 00
21 00
2 61
0 30

793

429

10

255

952

6,735

901 82

964,535 101,945 86 316,437 23,114 73

95

33,697

58 69

133 83

56 49

1,787 47

0 04

76 61

26 80

0 34

10 25

49 54

2

0 07

113

3 87

904

30 40

7,417

335 21

284

9 66

0

0 18

1,938

64 81

6

0 22

55

1 91-

34

1 16

0 32

2 74

0 84
0 04
0 86

1 52

2 33

3 19

2,600 54

CANAL STATISTICS 125

SESSIONAL PAPER No. 20a

A — Continued.

of Tolls heretofore collected, now free, during the Season of Navigation in 1907.

Murray

Canal.

Ottawa

Canals.

Rideau

Canal.

St. Peter

's Canal.

Trent Valley
Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

212,243
360

$ cts.

310 89

2 75

43 75

6 00

133,526

S cts.
1,007 39

154,305

576

29,750

3,365

$ cts.

2,007 21

19 74

460 05

58 78

24,488

$ cts.
489 77

203,204
4,132

$ cts.

693 35

9 90

2,048,142
9,746,717

17 653

113,264
12,455

1,342 59
507 57

66,628
355

1,333 76

7 10

106 546

367

214,564

230,623

363 39

269,245

2,857 55

187,996

2,545 78

91,471

1,830 63

207,336

703 25

12,115,969

No.
20 751

254 32

No.
18,777

192 50

No.
22,445

613 03

No.

No.
77,423

343 75

30,660

Tons.

Tons.

Tons.
838

19 72

Tons.
384

3 84

Tons.
189

1 78

2,024

1,809
62,930

175 39
2,939 58

1,436
19,165

7

51 88

450 36

0 17

1,285

425

1,794

12 85

4 25

17 94

600
112

0 60

63 , 782

2,751

575

20

0 38

20

31

1,578

32

2,431

111

5

6 47

0 73
39 32

1 34
62 26

2 60
0 13

3

3

56

25

1

965

10

10

90,515

4

72

6 04

0 72

22 , 602

1,617

30 76

1 01

10 13

108

7 87

14 128

50

■■■'oio

0 10

11 710

533

739

10

183

4

7 39

0 10

1 83
0 04

lO' 147

5,595

947

840

17 53
12 69

600

34 17

375
126 493

3
5

0 IS
0 22

729

17 40

23

0 23

23

0 23

2 604

20

0 37

j

1

923

75

70

5

1 40
0 62
0 10

57

1,731

165

5 11

161 47

9 56

426

1,847

110

10 99

47 95

2 69

1,384
917
595

13 84
9 17
5 95

17
16
11

0 12

o'is

345,457

1,639

25,431

1 908

1.429

131 24

1,185

1

10

13

48*00
0 03
0 25
0 31

3,156

31 56

23

157
348

" " 1 ' 57
2 72

189 307

60

1 13

702

41 16

5,028

50 28

127

8 626

... 1 ■ - -

148' 158

'

5

0 49

3

3

957

55

0 09
, 0 09

22 34

1 47

:::::::::!::::::::

221

2 21

1 481 999

1,504

28 44

287
10

339
59
12

165
2

17 49

0 68
25 48

4 62

1 11
9 86
0 20

885

190

4

8 85
1 90
0 04

265

1

0 03

2
441

0 01
6 40

11

4

12

7

74

45

106

0 33

0 19

2 54

1 70

3 02

g

23

6 49

0 77

1 60

2

0 01

36

41

20

85

379
354

3 79
3 54

25
203

1 48
17 66

1

32

[

1
1,322

0 03
40 95

1 604

1,115

20 93

2,443

227 14

2

0 02

41

7,005

128 35

63,089

3,812 16

32,561

829 38

17,817

178 17

3,276

15,98

2,558,856

126 DEPARTMENT OF RAILWAYS AXD CANALS

8-9 EDWARD VII., A. 1909

APPENDIX
No. (A) 14, — Statement of Traffic on tlie undermentioned Canals and the amount

Articles.

Welland Canal.

St. I.awrence Canals.

Chamb

y Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Class No. 4.

$ cts.

1
S cts.i

$ cts.

Agricultural implements

3,890
140

583 50
21 00

234

788

34

3,186

5,286

6

115

934

7,167

1,609

1,649

1,344

289

1,215

682

25,813

5

2,331

35

685

719

3,820

60,893

23 04

147 26

5 90

541 83

1,029 97

0 60
20 59

116 33

1,381 33

291 11

313 31

86 51

51 30

64 75

128 95

5,031 56

1 00
434 28

3 80

132 06

137 69

716 56

9,962 64

95
69
12
66

4

3 21
6 37

1 20

3

283

2

33

11

1,886

33,272

134

217

0 45
42 65

0 30
4 95

1 65
283 05

6,646 45
20 70
39 10

2 30

Glass (all kinds)

0 14

66

40

143

72

1,152

5

1,872

lib

220

287

85

5,650

2 29

Nails

1 44

Oil (in barrels)

Paint

6 32

2 57
168 05

0 17

194 08

47
26,204

7 80
3,993 35

5 91

22 00

Tin

132

19 80

28 70

64

81

2,472

62,305

9 80

12 15

460 05

9,638 93

2 93

365 88

Total, class No. 4

131,176

21,785 68

118,839

20,622 31

10,008

813 56

Class No. 5.
Bark

1

0 20

i,i24

64 53

67

2 34

Floats

400
5,295

7 00
306 50

1,980

132 GO

251,740
85,794

16,742 50
3,778 44

398,962

82,816

2

13,337 20

43,561

.7,837 07

4,893 81

0 07

': ■■::•• :::::;:::;

2,151

343 72

364

19 37

" (in rafts)

Masts, spars and telegraph poles (in ves-

_ . .

rafts)

*

4,264
1,071
5,972

380
231

106 60

52 15

151 35

46 90
160 09

122

4 08

17,622

2,643 27

" (in rafts)

45

8 00

Woodenware and wood partly manu-

8
70

3 20
48 75

78

11 28

1

387

35 36

520

48 00

2

0 20

" (\Vest India). . .

j

!

Total, class No. 5

65,780

11,043 57

357,157

21,483 63

482,092

18,256 78

CAXAL STATISTICS

SESSIONAL PAPER No. 20a

A — Continued.

of Tolls heretofore collected, now free, during the Season of Navigation in 1907.

127

Murray

Canal.

Ottawa Canals.

Rideau

Canal.

St. Pete

r's Canal.

Trent Valley
Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls. 0

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

$ cts.

8 cts.

1
S cts.

S cts.

$ cts.

90

46
190

1 16

4 78

1 18

15 84

13 91

28

5 14

262

41

25 73
3 69

3

18

0 03

0 IS

5

1

0 01

3,945
101

47

636
553

105
40

15 76
7 60

94
249

8 92
23 11

! 12

9

2,398

18

457

37

319

8

14

0 12

0 09

23 98

0 18
4 57
0 37
3 19
0 08
0 14

23

0 13

5
1,028

3

0 57

14
212
530
601
106

59
108

14

2

613

4

1 40

18 44

58 49

54 56

10 43

5 15

9 45

1 24

0 18

67 29

0 36

21

0 53
19 52
11 01
4 19
0 38
0 57

30

782

1

0 10

6,623

441

2

1 ''oO

170

39

15

99
195

18 81
35 78

23

755

18 82

385

3 85

2 648

165

25

0 61

11

2 09

58

0 58

601

93

2 33

106

9 88

50

599

is 09
200 55

• 9
2,840

1 44
391 75

655
5,603

59 57
526 57

24

848

0 24

8 48

7.34

7,991

1,049| 9 03

276,664

12,387

310 47

3,331

479 04

9,273

884 46

4,608

46 08

1,245 9 17

293,828

9

1 01

0 69
6 74

24

■■■ ■6'24

61

0 58

244

60

1 50

123

20 65

120

32,160
17,790

,. .

270 66
691 64

6,990 29.26
26,686 129 34

2,160

18 00

5,504

96 70

215

2 15

369

766

8 61

220,837

134

17

116

16,972 26

6 40

1 50

20 01

22,567

77

1,058 43
2 92

7,331

73 31

4,351
30

13 81

62,691

55

0 55

28 0 37
282 s 7S

375

1

0 01

46

. ■

9 ric\

42

425

4 25

1,093

3,050 23 75

2

1 823

200

2 10

1,600

38
168

29 88

2 83
48 68

43

75

225

■ 90

0 75
2 25
0 90^

3
18,199

3

0 47

1

93

2 10

183

1 83

20,242

145 99

14,203

2

0 02

2,986

28 11

271,380

17,985 69

30,157

1,248,97

8,626

86 26

63,130

352 53

98,112

128 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

APPENDIX

No. (A) 14. — Statement of Traffic on the undermentioned Canals and the amount

Articles.

Welland Canal.

St. Lawrence Canals.

Chambly Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Special Class.
Coal

267.212
2,734

$ cts.

53.442 40
136 70

359,876

$ cts.
51.627 12

80,736
1,446

S -cts.
7,903 82

150 1 88

72 30

22,306
938

1,115
46

30

88

1,170 45 75

i6,63i
672

831 55

Stone (unwrought, not suitable for cut-
ting

30 18

1

.. 293,190

54,741

08

361,196 51.674 75

99,485

8,837 85

Total freight and tolls

1.454.681
104,326

55,125

216,430
7,000

9,119

78
20

70

1,153.629 149,123 69
4,180; 289 00

942,657 93.671 68

625.282

35,824 54

Wheat, corn, flour, iron, salt, coal. &c.,

Grand total (passengers and tonnage
of vessels not included)

1,614,132

232,550

68

2,100,461243,084 37

625,282

35,824 54

Department of Railways and Canals,
Ottawa, April 15, 1907.

CANAL STATISTICS
SESSIONAL PAPER No. 20a

A — Concluded.

of Tolls heretofore collected, now fr- e, during the Season of Navigation of 1907.

129

Murray Canal.

Ottawa Canals.

Rideau Canal.

St. Peter's Canal.

Trent Valley
Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls. 0

Tons. Tolls.

Tons.

Tolls.

Tons. Tolls.

1

Tons.

Tolls.

Tons.

30,024

$ cts.
555 98

50

S cts.
2 50

9,993
384

% cts.

343 71

7 02

36,629

175

S cts.
366 29

1 7K

177

$ cts.

0 15 2,533,827

1

19,384
10,066,079

IS n7Q

:::::::: ::::::::i:::::::'i

5,312 53 12

1,978

3 10

1

0 02

I

30,024

555 98

50 2 50

10,378

350 75

42,116 421 16

2,155

3 25|12,637,369

52,402

1,640 62

337,850

25,329 44

82,369

6,472 37|

73,167 2.562 30

69,806

1,427 93

15. 588; 165

I

1

52, 402j 1,640 62

1
337,850 25,329 44

82.369

6,472 37

73,1672,562 30

69,806

1,427 93

15,588,165

RICHARD DEVLIN,

Compiler of Railway Statistics.

130

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

SUPPLEMENTARY

No. (A) 15. — Summary Statement of Traffic on the undermentioned Canals during the

description of property passed through and

Articles.

Welland Canal.

St. Lawrence Canals.

Chambly Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Vessel? of all kinds

1,583,713

$ cts.
26,707 50

2,796,127

$ cts.
26,404 73

451.265

J cts.
5,257 12

No.
3,213

206 89

No.
102,597

5,823 54

No.
3,333

58 69

Forest — Produce of Wood.
Bark

Tons.

Tons.

Tons.

1

Boat knees

Floats

400
5,295

251,740

7 00

306 50

16,742 50

Firewood

1,980

132 00

398,962

13,337 20

. Free.

101,989

Hoops and Hop Poles

43,561
2,337

7,837 07

85,794

3,778 44

82,818

4,893 88

. Free.

Masts, spars, &c

4,264

364

520

2

231

106 60

19 37

48 00

0 20

160 09

122

4 08

Railway ties ■

2,i5i
387

343 72
35 36

Saw logs

Shingles

70

48 75

78

11 28

Split posts and rails ' . . . .

17,622

2,643 27

7,043
4,180

203 50

45

8 00

. Free.

Total

170,097

11,040 17

359,833

21,372 20

482,025

18,254 44

Farm Stock.
Cattle

117
58

528
63

7 04

2 29

29 65

2 61

78
16
22
66

2 74

Hogs

0 68

Horses

1

0 15

0 86

Sheep -

2 33

Toial

1

0 15

766

41 59

182

6 61

Produce of Animals.
Bones

9

16

267

0 50

0 62

38 46

Hprns and hoofs, hides and skins

Lard and lard oil

1
98

1

15

15

439

0 20
19 00

1

0 04

. Free.

Meats other than pork

2 25

162

22 00

. Free.

Pork

87 30,

219
2

21 00
0 30

42

1 52

Tallow

Wool

30

6 00

Agricultural products not enumerated
(animal)

6,735

901 82

95

3 19

Total

599

114 75

7,410

984 70

138

4 75

CANAL STATISTICS

131

SESSIONAL PAPER No. 20a

APPENDIX A— Continued.

Season of Navigation ended December 31, 1907, showing the total quantity of each
the amount of Tolls heretofore collected (now free).

Murray

Canal.

Ottawa Canal.

Rideau Canal.

St. Peter's Canal.

Trent Valley
j Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

230,623

S cts
363 39

269,245

I

S cts

{ 2,857 55

187,996

S cts
2,545 78

91,471

S cts. $ cts.
1,830 631 207,336 703 25'l2,115,969

No.
20 751

254 32

No.
18,777

192 50

No.
( 22,445

613 03

No.

No.

77,423

343 25

No.
30 660

Tons

Tons.

!

Tons.
9

0 69

Tons.

Tons.
61

' 0 58

i Tons.

244

1

32,160
17,790

270 66
691 64

6,990
26,686

29 26
129 34

2,160

18 00

5,504

96 70

215

2 15

369

1 1

.:::::::l. ..:;::

17
220,971

1 50
16,978 66

2
7,331

0 02
73 31

766

8 61

22,644

1,067 35

4,. 381

1,381

62,691

1

55

183

0 01

1 83

201

310

20,242

2 00

6 12

145 99

42

116

20 01

375

93

2 10

14,203

3

47

i68

48 68

225

90

425

2 25

90

4 25

113

1

4,143

1 68

18,199

200

2 10

1,600

29 88

23 75

1,866

2,926

26 61

271 , 257

17,965 04

30,018

1,239 40

8,527

85 27

63,128

352 53

97,989

339

59

165

203

25 48
4 62
9 86

17 66

1

0 03

4

0 04

2
441

01
6 40
0 01

11

4

23

0 49

7

0 19

36

23

49

776

57 62

«

0 22

4

0 04

445

6 42

51

10

12

2

68

1 11

20

190

1 90

12
74
45

106

0 33

2 54

1 70

3 02

g

41

77
1 60

20

85

379
354

3 79

1
3 54

25

1 48

1
1,322

0 03

1

1 604

1 115

20 93

2,443

227 14

40 95

2

0 02

41

1

1,241

23 30

2,492

230 61

1,560

48 57

925

9 25

41

1,664

20a— 9

132

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

SUPPLEMENTARY

No. (A) 15. — Summary Statement of Traffic on the undermentioned

Articles.

Welland Canal.

Tons. Tolls.

St. Lawrence Canals. Chambly Canal.

Tons. Tolls. > Tons.

Tolls.

Agricultural Products,

Agricultural products not enumerated

(vegetable)

Apples

Barley

" Free.

Buckwheat

Cotton (raw)

Corn

" Free.

Flax and hernp

Flour

" Free.

Hay (pressed)

" Free.

Meals (all kinds)

Manilla

" Free.

Oats

" Free.

Pease

Potatoes

Rye

" Free.

Seeds — Flax, clover and grass

" " " Free.

Tobacco (raw)

Wheat

Free.

Total .

Manufactures.

.\she3 (pot and pearl).. . .
Agricultural implements.

Barrel (empty)

Bricks

59
13,246

S cts.

8 85
i! 324 66

S cts.

271,693
' '22,739

27,169 30

1,177

30

.22,658

33

15

73,369

4,545 30
" 'i86'66

7,923

5,186

4,463

9,936

48

110

29,182

105,984

42 i

3,855

3,730

20,277

4,531 60
4 95

353
115

25
'2,276
'56,83!

488,565

7,336 90

2' 56

"227'66
'5! 686' 80

48,552 31

946,704 98,970 11

Cement and water lime. . . .
Crockery and earthenware.

Furniture

Glass of all kinds

Iron, railway

Iron, pig

Iron, all other

Molasses

Nails

Oil..'l^'''V.'.'.'.'.'.'.'.'.'.'.'.'

. Free.
. Free.
. Free.
. Free.
. Free.
. Free.
. Free.
. Free.
.Free.
.'Free.
. Free.

Oil cake,
Paint. . .

Pitch and tar.

.Free.
.Free". I.

3,890

1

600

556

1,899

13

140

456

3|

35I

283

3,534

961

4,119

4,716

7,655

6,802

6,987

11

50

1,886

3,331

33,272

155

114

134

295

217

583 50

0 20

90 00

291 13

479 19

24 24
20 69

904

'7',4i7
"284

376 85

52 27
14 91
46 30

6,514

66.941

573

265

463

2.266

7,469

49,179

23 3 45

51,442, 4,224 87

450,446

350 86

816,785

234

1,124

14.840

287 75

'"2i'66

045

42' 65

" 'i44'i5

940'55

'i',633'36

i ' 65

' '28365
6,646 45

9,257 11

23 04

64 53

754 25

6,892

788'

'3,186,

1,938

11,714

95

67

1,522

5,286;

4
11,933

12,091

22 80
20 70

39 10

39,307
124
934

7,167|

1,609

22,111

1

1,649

615 24

"i47'26|

" 541 83

' 1^629' 97|

'l!675'46!

'ii866'4i

3^195 05

' 'lie 33

1^381 33

"'29i'ii'|

631

429
"66

' '46

'i43

0 06
313 311

1,344
1011

86 51

1,152

$ cts.

817 52

729 35
329 44

9 52

49 54

i 86
16 09

2

0 07

1,471 95

113

3 87

6 30

30 40

'335 2i

"9' 66

64 81

0 22

1 91

1 16
'6'32

497 17

3 21

2 34

133 83

56 49
691 '6' 37
"66 2 36

'"4 o'i4

'793! 76' ei

26 80
"2" 29
" 1 " 44
6 32

18
2 57

168 05

CANAL STATISTICS
SESSIONAL PAPER No. 20a

APPENDIX A— Continued.

Canals and the amount of Tolls collected, &c. — Continued.

isa

Murray

Canal.

Ottaw

a Canal.

Ridea

a Canal.

St. Peter

's Canal.

Trent Valley
Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

1,504

$ cts.

28 44
17 53
12 69

287
600

S cts.

17 49
34 17

55
5

S cts.

3 47
0 13

885

183

4

S cts.

8 85
1 83
0 04

$ cts.

265

375
126,493

947
840

10
10

0 10
0 10

3

0 18

20

0 37

i 1

5

0 22

729

i7 40

23

0 23

23

6 23

2,604

923

345,457

75

1 40

57

5 11

426

10 99

i,384

13 84

17

0 12

70

0 62

1,731

161 47

1,847

47 95

917

9 17

16

1.639

5

0 10

165
3

1,429

9 56
0 57

131 24

110
14

1,185

2 69
1 40

48 00

595
18

3.156

5 95
0 18

31 56

11

0 13

25,431

23

189,307

60

i is

1
10
13

6 03
0 25
0 31

157
348

1 57

2 72

702

41 16

5.028

50 28

127
8,626

5

0 49

3

0 09

148,158

3
957

0 09
22 34

221

2 21

1,481.999

3,521

62 28

4,987

401 66

5,358

153 14

12.193

121 93

836

7 18

2,331,404

90
3,945

46
60

1 16
1 50

28
123

5 14
20 65

262
101

838

25 73

6 74
19 72

3

24
384

0 03
0 24

3 84

5

0 01

189

1 78

2.024

1,809

i75 39

1.436

51 88

1,285

12 85

600

0 60

63.782

190

4 78

41

3 69

is

6^18

101

- 636

15 84

105

15 76

94

8 92

12

0 12

23

0 13

5

553

13 91

40

7 60

249

23 11

9

0 09

1.028

,

20

0 38

20

0 47

3

90.515

31

0 73

4

0 04

3

22.602

1,617

30 76

108

7 87

1,578

39 32

72

0 72

56

14,128

21

0 53

212

18 44

457

4 57

30

782

19 52

1

0 10

530

58 49

37

0 37

6,623

441

11 01

601

54 56

319

3 19

2

1,260

_ . . 1

1

1,908
39

170

4 19

106

10 43

8

0 08

1

15

0 38

99

is si

59

5 15

14

0 14

::

20a-n

134

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

SUPPLEMENTARY

No. (A) lo. — Summary Statement of Traffic on the undermentioned

Articles.

Welland Canal.

1
St. Lawrence Canals.

Chambly Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Manufacturers — Con.

$ cts.

1,215

$ cts.
64 75

1,872

$ cts
194 08

. . Free.

25

47

37

2,472

1,040

1,728

2,561

26,204

6,046

132

1,173

64

283

7 80

682

15

3,820

1,224

6,624

128 95

. . Free.

460 05
259' 20

716 56

85

2 93

. . Free.

Steel

867 05

10

34

. . . Free.

3,993 35

25,813

5,031 56

170

5 91

Tin

. . . Free.

19 80

2,331

434 28

White lead

9 80

685

132 06

. . . Free.

35

3 80

287

28 70

. . . Free.

1
81
18

8

12 15

719

137 69

. . . Free.

3 20

380

46 90

Total

124,035

14,922 65

174,268

19,605 17

7,578

720 90

Merchandise,

2,301
80,535

211 10
3,236 16

239

100

267,212

35 85

18,017

1,787 47

. . . Free.

Coal

53,442 40

359,876

228.159

34

51,627 12

80,736

7,903 82

. . . Free.

5 90

12

1 20

. . . Free.

2
20
39

Fish

3 00

269

22 61

1

0 04

. . . Free.

1

25,040
2

1,252 00
0 30

150

6

289

1 88

0 60

51 30

18,077

903 85

5

0 17

. . . Free.

50
246

Salt

49 20

4,540

143

1,915

437 84

255

10 25

. . . Free.

938
5

62,305
16,498

46 88

77 50

892

52 18

. . . Free,
ise (not

9,638 93

60,893
2,294

9,962 64

5,650

365 88

Free.

372,696

64,468 56

741,404

65,634 65

123,645

11,024 86

tonnage

1,614,132

189,516 39

2,100,466

149,123 69

625,282

35.824 54

Department of Railways and Canals,
Ottawa, April 5, 1907.

CANAL STATISTICS^
SESSIONAL PAPER No. 20a
APPENDIX A— Continued.
Canals and the amount of Tolls collected, «fec. — Continued.

135

Murray Canal.

Ottawa Canal.

Rideau Canal.

St. Peter's Canal.

Trent Valley
Canals.

Sault

Ste. Marie

Canal.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons.

Tolls.

Tons,

Tolls.

Tons.

$ cts.

$ cts.

14

$ cts.
1 24

$ cts.

% cts.

1

2

0 18

599

15 09

9

1 44

655

59 57

24

7 24

754

50

1 01

32

1 34

25

11,710

755

18 82

613

67 29

385

3 85

2,648

25

0 61

11

2 09

58

0 58

601

93

2 33

106

9 88

50

38

2 83

75

0 75

2

3

6,073

141 82

2,333

254 85

7,618

469 71

3,188

31 88

909

2 52

223,956

52,930

2939 58

19,165

450 36

425

4 25

112

2,751

30,024

555 98

50

2 50

9,993

343 71

36,629

366 29

177

0 15

2,533,827

47

1 18

7

0 17

1,794

17 94

575

384

7 02

175
2,398

1 75
23 98

1

10,085,463

23

0 57

195

35 78

108

9 45

533

10 13

2,431

62 26

739

7 39

1

10,147

115

2 96

5,322

53 22

3,108

3 10

23,674

7,991

200 55

2,840

391 75

5,604

526 59

848

8 48

1,049

9 03

276,664

38,618

768 41

56,015

3,369 61

37,807

402 52

48,330

483 30

4,447

12 28 12,933,101

52,402

1,640 62

337,850

25,329 44

82,369

6,472 37

73,167

2,562 30

69,806

I
1,427 93,15,588,165

RICHARD DEVLIN,

Compiler of Canal Statistics.

136

DEPARTMENT OF RAILWAYS AND CANALS

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CANAL STATISTICS

137

SESSIONAL PAPER No. 20a

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138

DEPARTHinyT OF RAILWAYS AND CAXALS

8-9 EDWARD Vil., A. 1909

No. (A) 17. — Summary Statement showing the Number, Tonnage and Nationality of

1907, and the amount of

Vessels.

Total
Number.

From Canadian

to
Canadian Ports.

From Canadian

to

United States Ports.

Up.

Down.

Up.

Down.

Welland Canal.

812
315

216,138
47,298

231,537
48 , 440

72,811
29,958

198

1,127

263,436

279,977

102,769

198

United States vessels, steam

" sail

704
151

53

1,586

110, $81
15,796

4,699
6,164

Total United States

855

53

1,586

126,677

10,853

1,982

263,489

281,563

229,446

11,051

St. Lawrence Canals.
Canadian vessels, steam

4,009
4,725

524,549
654,097

445,565
567.696

46,369
26,196

148

8,734

1,178,646

1,013,261

72,565

148

United States vessels, steam

920
432

32,494
1,907

8,502
13.039

106,965
49,341

17
602

Total United States

1,352

34,401

21,541

156,306

619

Grand total, St. Lawrence Canals

10,086

1,213,047

1,034,802

228,871

767

Chamblt Canal.

303
300

37,634
5,676

36,159
5,667

4,409

Total Canadian

603

43,310

41,826

4,409

United States, vessels, steam

7
3,569

15
166,005

" sail

1,687

Total United States

3,576

1 ,687

166,020

4,179

43,310

43,513

170,429

Ottawa Canals.

887
914

38,714
4,241

94,812
104,644

4,379

1,801

42,955

199,456

4,379

" sail

233

614

154

17,473

Total United States

233

614

154

17,473

2,034

43,569

199,610

21 852

RiDEATj Canal.

5,187
1,026

75,505
12,699

74,312
14,358

2,309
1,124

6,213

88,204

88,670

3,433

United States vessels, steam

78
65

9

867

27
1,576

181

585

Total United States

143

876

1,603

181

585

Grand total, Rideau Canal

6,356

89,080

90,273

3,614

585

CANAL STATISTICS

139

SESSIONAL PAPER No. 20a

Vessels pissed through all the Canals during the Season of Navigation ended December
Tolls heretofore collected, now free.

From United States

to
United States Ports.

From United States

to

Canadian Ports.

Tons.

Total
Tons.

Amount of
Tolls.

Up.

Down.

Up.

Down.

Up.

Down.

1,553

3,717

67,872
34,191

294,219
77,256

299,409
82,829

593,628
160,085

•S cts.
10,059 28

3,580 29

1,553

3,717

102,063

371,475

382,238

753.713

13,639 57

250,519
6,053

186,707
4,324

6,793
4,704

205,014
26,717

368 , 246
26,553

398,006
37,195

766,252
63,748

11,634 07
1,433 86

256,572

191,031

11,497

231,731

394,799

435,201

830,000

13,067 93

258,125

191,031

15,214

333,793

766,274

817,439

1-, 583, 713

26,707 50

1,392
37

66,712
29,918

570,918
680,293

513,817
597,651

1,084,735
1,277,944

8,590 36

13,462 10

1,429

96,630

1,251,211

1,111,468

2,362,679

22,052 46

10,291

285

9,490

285

169
16,021

136,373
47,667

149,919
67,554

154,382
61,593

304,301
129,147

2,.i81 29
1,770 98

10,576

9,775

16,190

184,040

217,473

215,975

433 , 448

4,352 27

10,576

11,204

16,190

280,670

1,468,684

1,327,443

2,796,127

26,404 73

37,634

10,085

36,159
14,760

73,793
24,845

215 02

9,093

284 09

1

9,093

47,719

50,919

98,638

499 11

202
184,718

15
166,005

202
186,405

217
352,410

6 18

4,751 83

184,920

166,020

186,607

352,627

4,758 01

194,013

213,739

237,526

451,265

5,257 12

38,714
4,241

94,812
109,023

133,526
113,264

1,007 39

1,342 59

42,955

203,835

246,790

2,349 98

4,214

4,828

17,627

22,455

507 57

4,214

4,828

17,627

22,455

507 57

4,214

47,783

221,462

269,245

*

2,857 55

2,179
1,569

77,814
13,823

76,491
15,927

154,305
29,750

2,007 21

1

460 05

3,748

91,637

92,418

184,055

2,467 26

1

359
337

190
867

386
2,498

576
3,365

19 74

58 78

. . 1

696

1,057

2,884

3,941

78 52

1

4,444

92,694

95,302

187,996

2,545 78

140

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

No. (A) 17. — Summary Statement showing the Number, Tonnage and Nationality of

1907, and the amount of

Vessels.

Total
Number.

From Canadian

to
Canadian Ports.

From Canadian

to

United States Ports.

i

Up.

Down.

Up.

Down.

St. Peter's Canal.

202
1,133

12,746
32,184

11,742
34,444

r

1,335

44,930

46,186

2

355

Total United States

2

355

Grand total St Peter's Canal . . .

1,337

44,930

46,541

Trent Valley Canals.

4,681
104

104,588
2,047

98,616
2,085

4,785

106,635

100,701

1

■

Total United States

'. 1

Grand total, Trent Valley Canals

4,785

106,635

100,701

Murray Canal.

926
92

71,370
3,186

66,385
3,666

36,965
5,482

1,018

74,556

70,051

42,447

11

24

286
222

74
145

Total United States

35

508

219

1,053

75,064

70,270

42,447

Sault Ste. Marie Canal.

2,888
328

!

673,765
I 45,511

783,205
37,984

103,656
8,543

122,861

1,660

• 3,217

719,276

821 , 189

112,199

124,521

3,01€
i 11€
: 3,132

19,171

1,726

20,897

42,844

2,029

44,873

19,060

2,352

21,412

39,096

3,422

42,518

Grand total., Sault Ste. Marie Canal

6,34c

740,173

866,062

133,611

167,039

CANAL STATISTICS

141

SESSIONAL PAPER No. 20a

Vessels passed through all the Canals during the Season of iSiavigation ended Decembe^'
Tolls heretofore collected, now free — Continue'i.

From United States

to
United States Ports.

From United States

to

Canadian Ports.

Tons.

Total
Tons.

Amount of
Tolls.

Up.

Down.

Up.

Down.

Up.

Down.

12,746
32,184

11,742
34,444

24,488
66,628

$ cts.
489 77

1 333 76

[

44,930

46,186

91,116

1 823 53

1

355

355

7 10

1

355

355

7 10

i i

1 i

44,930

46,541

91,471

1 830 63

104,588
2,047

98,616
2,085

203,204
4,132

693 35

9 90

106,635

100,701

207,336

702 25

~

t

106,635

,^ 100,701

207,336

702 25

37,523
5,319

108,335
8,668

103,908
8,985

212,243
17,653

310 89
43 75

-

42,842

117,003

112,893

229,896

354 64

286
222

74
145

360
367

2 75

6 00

1

J

508

219

727

8 75

42,842

117,511

113,112

230,623

363 39

7,600

5,017

885

227,017
7,438

125,021
4,525

1,012,038
61,492

1,036,104
45,054

2,048,142
106,546

7,600

5,902

234,455

129,546

1,073,530

1,081,158

2,154,688

4,344,418
118,487

5,091,426

80,828

168,893
4.975

21,809
745

4,551,542
127,540

5,195,175
87,024

9,746,717
214,564

4,462,905

5,172,254

173,868

22,554

4,679,082

5,282,199

9,961,281

4,470,505

5,178,156

408,323

152,100

5,752,612

6,363,357

12,115,969

142

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
No. (A) 17. — Summary Statement shotting the Number

RECAPITU

Vessels.

Total
Number.

From Canadian

to
Canadian Ports.

From Canadian

to

United States Ports.

Up.

Down.

Up.

Down.

Canadian Vessels.

Steam and Sail.

Welland

1,127
8,734
603
1,801
6,213
1,335
4,785
1,018
3,217

263 , 436
1,178,646
43,310
42,955
88,204
44,930

106,635
74,556

719,276

279,977
1,013,261

41,826
199,456

88,670

46,186
100,701

70,051
821,189

102,769

72,565

4,409

198

148

Chamblv

Ottawa

4 379

3,433

St. Peter's

Murray

Sault Ste. Marie

42,447
112,199

i24'.52i

28,833

2,561,948

2,661,317

337,822

129 246

United States yESSELS.
Welland

855

1,352

3,576

233

143

2

53
34,401

1,586

21,541

1,687

154
1,603

355

126,677
156,306
166,020

10,853
619

Chambly

614
876

17 473

181

585

St. Peter's

Trent Valley

35
3,132

508
20,897

219

44,873

21,412

42 sis

Total United States

9,328

57,349

72,018

304,591

72,048

Grand total, Canadian and United States.

38,161

2,619,279

2,733,335

642,413

201,294

CANAL STATISTICS
SESSIONAL PAPER No. 20a
Tonnage and Nationality of Vessels, &c. — Concluded.

ULATION.

143

From United States

to
United States Ports.

From United States

to

Canadian Ports.

Tons.

Total
Tons.

Amount of
Tolls.

Up.

Down.

Up.

Down.

Up.

Down.

1,553

3,717

102,063

371,475

382.238

753,713

S cts.
13,639 57

1,429

96,630

1.251.211 1.111.468

2,362,679

22.0.58 46

9,093 47.719 50.919

98,638 499 11

42,955 203,835

91,6.37 92,418

44,930 46,186

106,635 .100,701

117,003 112,893

1,073,530: 1,081,158

246,790 2,349 98

3,748

184,055 2,467 26

91,116 1,823 53

207,336 702 25

42,842
1 2fl .=i4fi

229,896 3.=i4 64

7,600

5 902

2.'?4 . 4F,?,

2,154,688

9,153

7,331 238,172 383,922

3,147,095 3,181,816

6,328,911 43,888 80

256,572
10,576

191,031
9,775

11,497
16,190

231,731
184,040
184,920

696

394,799

217,473

166,020

4,828

1 .0.^7

435,201

215,975

186,607

17,627

2,884

355

830,000 13,067 93
433,448 4,352 27
352,627 4,758 01

4,214

22,455 507 57

3,941 78 52

1

355 7 10

508
4,679,082

219
5,282,199

727 8 75

4,462,905

5,172,254 173,868

22,554

9,961,281

4,730,053

5,373,060 205,769

623,941

5,463,767

6,141,067

11,604,834'| 22,780 15

4.739,206

5, 380, 391 1 443,941

1,017,863

8,610,862

9,322,883

17,933,745 66,668 95

141

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII.. A. 1909

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P

CANAL STATISTICS

145

SESSIONAL PAPER No. 20a

APPENDIX X— Continued.

No. 19. — Comparative Statemrnt of the Traffic of all the Canals for the Years ending

December 31, 1906 and 1907.

Articles.

1906.

1907.

Increase.

Decrease.

Class No. 1.

Canadian Vessels, steam

United States Vessels, steam

Canadian Vessels, sail

United States Vessels, sail

Total, class No. 1 . . .

Class No. 2.

Passengers.

Claee No. 3.

Bricks

Brimstone

Cement and water lime.
Clay, lime and sand. . . .
Fish.

Gypsum

Iron (railway)...

" (pig)

" (all other).
Steel

Salt.

Stone, for cutting.

Apples

Barley

Buckwheat

Corn.

Cotton (raw) . . .
Flax and hemp.
Flour.

Hay (pressed). . .
Meals (all kinds).

Oil cake

Oats

Pease

Potatoes

Rye.

Flax seed

Seeds (all kinds).
Tobacco (raw) . . .
Wheat

Tons.

3,967,984

4,954,751

1,589,246

735,227

Tons.

4,528,064

10,822,555

1,796,715

786,411

Tons.

560,080

5,867,804

207,469

51,184

11,247,208 ; 17,933,745 ' 6,686,537

All other agricultural products, vegetable.

Bones

Cattle '.

Hogs

Hides and skins, horns and hoofs

Horses

Lard anrl lard oil

No.
256,500

Tons.

17,713

2,187

45,707

140,185

2,692

9

135,349

22,160

77,765

4,743

24,217

759

8,048

145,146

765

299,681

20

25

307,111

26,811

27,532

95

246,450

2,126

5,853

7,143

275,288

1,4.55

2

1,696,352

4,805

107

932

365

125

1,685

10,548

No.
279,199

Tons.

20,

2,

78,

174,

2,

953

301
347
274
705

108,
47,
71,
22,
19,

154
410,

378

25

49

2

343

6
13

248

2,473
10

364
102
208
740
035
421
258
986

53
671
130
965
644
121
612
028
984
822
535
638
940
739

26
202
978
209
552
578

50
784
503

No.
22,699

Tons.

3,240

114

32,640

34,089

13

24 , 942

17.997

6,662

210

9,840

110,990

110

940

71,533

22,080

1,933

97,534

682
6,495

5,284

24

776,850

6,173

102

213

Tons.

No.

Tons.

9

26,985

6,557

5,182

712

1,690

1,304

26,348

380

75

901

10,045

146 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

No. 19. — Comparative Statement of the Traffic of all the Canals for the Years ending
December 31, 1906 and 1907 — Continued.

Articles.

Class No. 3 — Concluded.

Meats, other than pork

Pork

Sheep

Tallow

Wool

All other agricultural products, animal.

Total, class No. 3

Class No. 4

Ashes,' pot and pearl

Agricultural implements

Crockery and earthenware

Dye woods and dye stuffs

Furniture

Glass (all kinds)

Marble

Manilla

Molasses

Nails

Oil (in barrels)

Paint

Pitch and tar

Rags

Resin

Soda ash

Sugar

Stone (wrought)

Tin

Turpentine

White lead

Wliiting

Whisky and all other spirits

Merchandise (not enumerated). .

Total, class No. 4..

Class No. 5.

Bark

Barrels, empty

Boat knees

Floats. . . . ;

Firewood (in vessels)

" (in rafts)

Pulpwood

Lumber sawn (in vessels)

" (in rafts)

Hoops

Railway ties (in vessels) .

" (in rafts)

Masts, spars and telegraph poles (in vessels).

" " (in rafts) . . .

Square timber (in vessels)

" (in rafts)

Woodenware and wood partly manufactured.

Shingles

Split posts and fence rails (in vessels)

(in rafts)

Saw logs

Staves and headings (barrel)

Traverses.
Hop poles.

(pipe).
(West India),
(salt barrel). .

Total, class No. 5.

1906.

Tons.

447

834

541

81

3,309

11,057

3,558,225

4,050

2,505

76

4,823

11,126

2,610

1,968

1,943

24,847

47 , 842

2,986

3,053

381

2,815

1,278

43,954

508

7,168

564

2,350

1 , 351

11,067

466 , 809

1907.

Increase.

Tons.

701

1,185

332

34

1,635

11,753

4,708,098

646,170

13

,090

90

8,508

1,804

95

4,165

10,990

2,406

198

1,781

20,397

59,903

2,473

3,001

670

3,126

783

62,634

399

4,331

323

1,231

868

10,682

442,635

643,493

314
1,620

29,

96,

1,

427,

647,

4,

043
026
740
013
689
564
102
640
69
29
730
685
298
237
652
4

39 , 550
59,999

752,691

533,051

243

17

3,089

282

47

4,583

26,214

10,910

506

19,087

91

,929 I

95 |.

35,628

,000
50

1,367,698 1 1,487,926

Tons.

254
351

696

1,231,991

4,458
""i9'

12.061

289
311

48,686'

35,818

301
530

10,507
325^678

213

18

4,529

3,612

269

2,435

87

Decrease.

Tons.

209

47

1,674

82,118

6

'761"

658
136

204
1,770

162
4,450

513
52

495

109
2,837

241
1,119

483

385
24,174

38,495

36,027
1,740

114,638

4,321

85

2,551

10,147

55,301
95

3,000

48"

227 , 953

CANAL STATISTICS

147

SESSIONAL PAPER No. 20a

No. 19. — Comparative Statement of the Traffic of all the Canals for the Years ending
December 31, 1906 and 1907 — Concluded.

Articles.

1907. Increase.

Decrease.

Special Class.

Coal

Kryolite or chemical ore

Iron ore

Copper ore . . .

Stone (un wrought, not suitable for cutting.
Ice

Total, special class.

Tons.

1,954,671
2,017

2,970,637

8,976

12,711

2,080

4,951,092

Grand totals (passengers and tonnage of vessels
not included)

10,523,185

Freignt. t^rand total increase.

Tons.

3,546,683

4,889

10,105,016

19,384

28,149

1

13,704,122

Tons.

,592,012
2,872

,134,379
10,408
15,438

8,755,109

20,543,639 ! 10,371,099

10,020,454

Tons.

2,079

2,079

350,645

Department of Railways and Canals,
Ottawa, May 8, 1908.

RICHARD DEVLIN,

Comjnler of Canal Statistics.

20a— 10

148

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

APPENDIX A— Continued.

No. (A) 20 — Statement of the Number and Tonnage of all kinds of Vessels passed
through the Canals, during the Season of Navigation in 1907.

Welland Canal.

Can

ADIAN.

United

States.

1
Steam Vessels.

Sailing Vessels.

Steam Vessels.

Sailing Vessels.

Tonnage.

Number.

Total
Tonnage.

Number

Total
Tonnage.

Number.

Total
Tonnage.

Number.

Total
Tonnage.

8
10
16
20

12
3
1

1
2
8

1

96
30
15 i
20
50
240
35

26 I
2
1

208
20
15

8
3
2

1
2

64
30
30
20
50 :

4
2

^^ \ii 32
20

25

30

4

120

35

2

1
2

1

70 '
40 !

90 1
50

40

1

40

4

160

45

1

45

50

4

200

1
1
1

50

55

" 1

55

60

2

i^n

60

65

1

65

70

1
1
2

70

75

160

1
2
2
3
2
1

70
150
160
255
180

95

75

80
85

2
1
1
1
2
1

160

85

90

95

200

105

90

95

100

4

400

y

105

1

110

1
1

110
115

1

115

1 ]

130

1 1 130

135

1
1
1

135
150
155

150

1
1
1

150

155
160

155

160

165

1

165

1

1
1

165
185
9ns

185

1

205

,

215

i 1 215

245

1
1

245
250

250

255

1

1

255
260

260
265

1

260

i

1
1
1

260
265
280
285

2

320

280

285

290

1
1

290
295

295

1

295

1
1

295
300

300

305

1

305

310

1

310

315

i
1

1
1

1

315
320
330
340
359

320

330

340

1

340

359

360

1

360

1

360

1

375

1
1

375
379

379

399

1

399

401

1
1

401
412

412

444

1
1
1

444
451
456

451

456

461

1

461

472

1

472

480

1
1

1

480
481
482

481

1

481

482

CANAL STATISTICS

149

SESSIONAL PAPER No. 20a

No. (A) 20. — Statement of the ISTumber and Tonnage of all kinds of Vessels, &c. —

Continued.

Welland Canal. — Continued.

Canadian.

1

United States.

Steam Vessels.

Sailing Vessels.

Steam Vessels.

Sailing Vessels.

Total
Tonnage. | Number. Tonnage.

1 Total
Number Tonnage.

i Total
Number, j Tonnage.

Total
! Number. Tonnage.

483 1 483

,

i

492

I

i 492

1 1 492

494

1

494

496

1

1

496

1 1 496

503

1
1
1

503
505
511

505

511

1

516

i 1 sie

1 1 530

530

531

1

1

531
543

543

1 i"

1

543
546

546

556

1

556

557

1

557

573

1 , 573

1. .

588

1

1
1
1

588

590

1 ; 590
1 ' 598

590

598

■ ■ ■ ■ 1

598

616
630
650
658
683

]

616

1

630

2

1,300

1

658

1

681

1

683

694

1

1

694
701

701

719

1-
1
1
1
1
1
1

719
740
771
773
780
781
791
794

740

1

740

771

773

:::;:;::

1
1

773
780

780

781

791

794 , 1

795

795

802

1
1

802
838

1

802

838

856

856
864

864

1
1

864
868

868

874

874
882

882

885

1

1
1
1

885
904
908
919

1

885

::::::;;::::

904

2
1

904

908

1,838

929

1,880

1,888

955

962

966

908

1

908

919

929

940

944

'

::::::::;:::

955

1

955,

962

966

970

i
1

1

2
2

1
1

970
973
977
1,964
1,974
989
992

1

970

973

977

982

987

987
989

989

1

989

992

994

994
996
1,010
1,013
1,020
2,070

996

1
1

1,010

1,013

1,020

1

'

1,035

1,038

1

1,038

1,054

1

1,054

1,054
1,079
1,100

1,079

1,100

1,108

1

1,108

1,111

■■' i'

1,111

1

1,118

1

i,ii8

'.'.'.'.'.'.'.'.'.'.'.'A

20a— 10^

150 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII.. A. 1909

No. (A) 20. — Statement of the Numbpr and Tonnage of all kinds of Vessels, &c. —

Concluded.

Wklland Canal. — Concluded.

Canadian.

United States.

Steam Vessels. Sailing ''

^''essels.

Steam Vessels. Sailing Vessels.

Tonnage.

Number.

Total
Tonnage. ; Number

Total
Tonnage.

Number.

Total
Tonnage, j Number.

Total
Tonnage.

1 142

2
2

1
1
1
2

1
1

2,284
2,344
1 184

1

1,129

1 172

1 184

1 187

1,187
1,190
2,394
1,201
1,222

1

1,187

1 190

1 197

1 201

1 222

1 226

1

1,226

1 246

1

1,246

1 310

1

1,310

1 341

1

1,341
1,349
1,358

1 ' 349 1^

1 358

1

1*388

i
1
1

1

1,388
1,415
1,418
1,425

1 415

1 418

1 425

1 431

i

1,431

1 441

i

1,441

1 444

1

1

1
1

1,444
1,452
1,453
1,465

1 452

1 453

1 465

1 547

1
1

2

1
1

1

1

1,547
1,548
1,553
1,565
1,668
1,673
1,758

1 548

1

1,553

!

1 565

1

1 668

1 673

1 758

Total

90

59,528

67

11,904

106

63,471

38 ; 11,034

Department of Railways and Canals,
Ottawa, June 15, 1907.

RICHARD DEVLIN,

Compiler of Canal ^'Statistics.

CAtlAL STATISTICS

151

SESSIONAL PAPER No. 20a

No. (A) 20 — Statement of the Number and Tonnage of all kinds of Vessels passed
through the" Canals during the Season of Navigation in 1907.

St. Lawren-ce Canals.

Canadian.

i

United States.

Steam Vessels.

Sailing Vessels.

Steam Vessels.

1

Sailing Vessels.

Tonnage.

Number.

1

Total 1 Number
Tonnage.

Total
Tonnage.

Number.

Total
Tonnage.

Number.

Total
Tonnage.

8

71 1 .nfiS

5
1

1
4
1
2
2
7
3
3
7
7
3
2
8
7
9
7
12

40

10

15

80

25

60

70

280

135

150

14
3

i 1
3

1

112
30
15
60
25

10

13
10
6
5
9
5
3
6
3
2
5
2
4
2
2
4
1

130
150
120
125
120
175
120
270
150
110
300
130
280
150
160
350
on

15

20

25

30

35

i 4

146

40

180

40

45

50

55

385

2

110

60

420
195
140
600
560
765
630

1 .140

1

60

65

1

65

70

75

80

1

85
90

1

85

10
12
50
16
6
4

850

1,080

95

1 I 95
6 i 600

2 210

1 110

2 230
1 120
1 125
1 130

4,750

100

14 1,400
17 1,785

7 770
12 1,380

4 480

8 1,000

15 1,950
4 .'>4n

1 600

105

630

110

440

115

120

1

120

125

1

125

130

135

. . . .•

140

i 1 140

10
15
16
14

i

5
3

1
2
4
1
2
3
1
2
1
1
3

1,400 1
2,175 1
2,400
2,170
800
690 1
850
525 i
180 1
370
760
195
400
615
210
450
235
250
765

145

1

145

150
155

2
4

1

300
620
160

1

155

160
165

170

175

2

350

180

185

190
195

1

190

200

1

200

1

200

205

210

225

235

250
255

1

235

260
265
270

i 260

1

265

1

270

275

1

275

280

1
1

280

285

285

290

2

2

4

1.

3

2

5

3

7

2

580
590

1,200
305
930
630

1,600
990

2,345 ;
680

295

■ 1

295

300
305
310
315
320
330
335

1 300

1 310

1 1 315

1

310

1

315

i'i 335

'

1

335

1

340

355

i

2

355

720

360

2
3

1

720

1,095

370

365
370
375

380

385

1

i" 375

1
2

1

380
770
395

395

152 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

No. (A) 20. — Statement of the Number and Tonnage of all kinds of Vessels, &c. —

Continued.

St. Lawrence Canals — Continued.

( Canadian.

United States.

Steam Vessels.

Sailing Vessels.

Steam Vessels.

Sailing Vessels.

Tonnage.

Number.

Total
Tonnage.

Number

Total
Tonnage. !

Number.

Total
Tonnage.

Total
Number. Tonnage.

410

415

430

435

440

450

460

470

475

480

485

490

495

500

505

515

530

535

540

565

575

585

690

595

605

640

649

676

680

700

773

776

780

792

796

806

831

838

864

868

874

881

908

911

919

929

944

956

970

977

992

993

996

1,000

1,008

1,010

1,020

1,038

1 , 100

1,042

1,147

1,190

1,197

1,231

1.246

1,276

1.312

1,315

1,341

1,358

1.418

1

410

3

4

1
2
1

1
1
1
1
2
1

1,230

1,660

430

875
440
460
460
470
475
960
485

1

1

1

435

440

1

460

1
2

1

470

• 960

480

1 ,

476

1

490

1

495

2

1
1
1

1,000
505
515
530

j

1

3

1,545

1

615

1

1

515
530

1
2
1

635
1,080

1

540

1

575

1 575
3 1 7.';.=;

1
1
2
1

590

695

1,210

640

1

595

1

595

2

1.350

i'

2

680
1,400

1
2

680
1,400

1

773

1

1
1

775
780
792

1

796

i'

1

1
1
1

805
831
838
864
868

1

838

1
1

874
881

1

908

i
1
1
1
1
1

911
919
929
944
955
970

1

970

1
1

977
992

1

992

1

993

1

996

1
1

1
1

1,000
1,008
1,010
1.020

1

1
1

2

1,020
1,038
1,100
2,284

1

1,147

1
1
1
1
1
- 1

1,190
1.197
1,231
1,246
1.276
1.312

2

2,492

1

1,315

1

1.341

1

1.358

i

1 i.4i8

CANAL STATISTICS

153

SESSIONAL PAPER No. 20a

No. (A) 20. — Statement of the Number and Tonnage of all kinds of Vessels, &c. —

Concluded.

St. Lawrence Canals — Condudad.

Canadian.

United States.

Steam Vessels.

Sailing Vessels.

Steam Vessels.

Sailing Vessels.

Tonnage.

Number.

Total
Tonnage.

Number

Total
Tonnage.

Number.

Total
Tonnage.

Total
Number. [ Tonnage.

1,444

1

1

1,444
1,629

1 629

1,758

1

i,758

]

2 486

1

2,486

'

229

47,780

351

66,788

68

27.771

118 17,891

Rideau and Ottawa and Chambly Canals.

8
10

140

16

10

5

1
2
2

1
2
4

1
1

1,120

160

150

100

25

60

70

40

90

200

55

60

55
6

1
6
5
2

1
1
4
5
2
2
1

440

60

15

120

125

60

35

40

180

250

110

. 120

65

15

120

3

24

15

3

45

20

25
30

i

25

5

125

35

40

1

40

45

50

" 1

50

55

60

1

1

60

65

65

70

2
1

140
75"

75

3
5
2

225
400
170

2
5
17
77
406
53
44
36
11

150

80

400

85

i

1

2

85
90

19(1

1,445

90

6,930

95

2
7
4
2
2
3
3
3
5
6
9
13
12
5
3
5
1

190
700
420
220
230
360
375
260
675
840
1,305
1,950
1,860
8t)0
495
850
175

38 , 570

100

::::::::::

5,300

105

i

1

2

105
110
230

4,620

110

'

3,960

115

1,265

120

125

130

135

140

1

140

145

150

1

1

150
155

155

1

160

165

1

' 165

170

175

180

1
2

180
390

195

2
2

390
400
615

200

205

3

265

1

1
1
1
1
1
1

265
270
295
319
372
375
576

270

295

319

372

375

576

Total 211

7,067 i 192

15,530

20

230

662

62,964

Depahteent of Railways and Canals,
Ottawa, June 15, 1907.

RICHARD DEVLIN,

Compiler of Canal Statistics.

15i

DEPARTMEN'P OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

APPENDIX

No. (A) 21. — Statement showing the Classified Tonnage of all kinds of

WELLAND

Canadian.

1

250 to

2.486 tons

2

200 "

249 " .

8

150 "

199 " .

4

100 "

149 " .

5

50 "

99 "

6

Under

50 "

Total...

Class. Steam Vessels.

No.

46

1
3
4
7
29

Tonnage.

Class.

Sailing Vessels.

No.

Tonnage.

1 250 to 1 465 tons

57,292
245
470
440
550
531

1
2
3
• 4
5

250 to 1 , 226 tons '.

17

10.416

2 200 " 249 "

200 " 249 "

1' 205

3 350

6 25

10 625

30 283

3 '150 " 199 "

150 " 199 "

4 100 " 149 " • • •

100 •' 149 "

5 i 50 " 99 "

50 " 99 "

6

Under 50 "

Total

1 Total . .

90

59,528

67 11 - 904

49
1
10
15
26
128

229

40,667

235'

1,620!

1,665'

1,815;

1,7781

47,780;

ST. LAWRENCE

250 to 1 , 246 tons

200 " 249 " .

150 " 199 " .

100 " 149 " .

50 " 99 " .

Under 50 " .

9

57

106

65

26

351

37 , 058
1,910
9,240

12,880

4,985

715

66,788

RIDEAU, OTTAWA

1

2
3

4

250 to
200 "
150 "
100 "
50 ■'
Under

576 tons
249 " .
199 " .

149 " .

5
6

99 " .

50 " .

Total .

6

5

13

179

211

2,732

1,040
585
895

1,851

7,067

250 to tons.

200 " 249 " .
150 " 199 " .
100 " 149 " .
50 " 99 " .
Under 50 " .

Total.

192

5

1,015

41

6,523

43

5,385

22

1,530

81

1,075

15,530

Department of Railways and Canals,
Ottawa, April , 1907.

CANAL STATISTICS

155

SESSIONAL PAPER No. 20a

A — Concluded.

A^essels passed through the Canals during the Season of Navigation in 1907.

CANAL.

United States.

Class.

Steam Vessels.

250 to 1,758 tons.
200 •' 249

150 "
100 "
I 50 "
i Under

199

149

99

50

No. Tonnage. I Class.

70

Total 1 106

CANALS.

61.652
465!

Sailing Vessels.

960
394 1

63,471

250 to 1,310 tons

200 ■' 249

150 " 199

100 " 149

50 •' 99

Under 50

Total...

No. Tonnage.

18

1

38

10,192
215

130
165
332

11,034

250 to 1,758 tons.

200 " 249

150 " 199

1100 " 149

I 50 " 99

! Under 50

Total.

AND CHAMBLY CANALS.

26,439
200

270
260|
602;

681

27,771!

250 to 993 tons

200 •■ 249 "

150 " 199 "

100 " 149 "

50 •' 99 "

Under 50 "

Total....

16

8,006

1

200

1

155

27

2,790

73

6,740

118.

17,891

1

250 to tons

1
2
3
4
5
6

250 to • — tons. . .

2

200 " 249 "

:

200 " 249 •'

3

150 " 199 "

j

150 " 199 " . .

4

100 " 149 "

100 " 149 "

144

510

8

15,145

47,670

149

5

50 •' 99 "

1

50 " 99 ■' . . .

6

Under 50 "

20

230

Under 50 "

Total

Total

20

230

662

62 964

RICHARD DEVLIN,

Comjnler of Canal Statistics.

156 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

APPENDIX B.

DOMINION CANALS.

The canal systems of the Dominion, under government control in connection with
lakes and navigable rivers, are as follows : —

_pirst. — The through route hetiveen Montreal and the head oj Lake Superior (IJ/. feet

minimum depth of water.)

Miles.

1. Lachine canal 8|^

Lake St. Louis and River St. Lawrence 16

2. Soulanges canal 14

Lake St. Francis and River St. Lawrence . 33

3. Cox'nwall canal 11

River St. Lawrence 5

4. Farran's Point canal \\

River St. Lawrence 10

5. Rapide Plat canal 3|

River St. Lawrence 4

6. Galops canal 7|-

River St. Lawrence and Lake Ontario , . 236

7. Welland canal 26|

Lake Erie, Detroit river, Lake St. Clair, Lake Huron, &c. 580

8. Sault Ste. Marie canal \\

Lake Superior to Port Arthur 266

Total 1.223t-V

To Duluth 1,357

Chicago 1,286

Second. — Ottawa to Lake Champlain.
\. Grenville. 2. Carillon. 3. St. Anne's. 4. Chambly. 5. St. Ours canals.

Third. — Otta^va to Kingston and Perth.
L Rideau canal.

Fourth. — Lake Ontario at Trenton to Lake Huron at mouth of River Severn.
1. Trent canal (not completed).

Fifth. — Ocean to the Bras d'Or lakes.
1. St. Peter's canal.

CANAL STATISTICS 157

SESSIONAL PAPER No. 20a

RIVER ST. LAWRENCE AKD LAKES.

The River St. Lawrence with the system of canals established on its course above
Montreal, and the Lakes Ontario, Erie, St. Clair, Huron and Superioi", with connecting
canals, afford a course of water communication extending from the Straits of Belle Isle
to Port Arthur, at the head of Lake Superior, a distance of 2,200 statute miles. The
distance to Duluth is 2,343 statute miles. The distance to Chicago, 2,272 miles.

From the Straits of Belle Isle, at the mouth of the St. Lawrence, to Montreal, the
distance is 986 miles. From Quebec to Montreal, the distance is 160 miles. Owing to
the shallo-svness of the waters on a portion of the river between these two places, par-
ticularly through Lake St. Peter, vessels drawing more than. from ten to twelve feet
were formerly barred from passage for the greater part of the season of navigation.
In 1826, the question of deepening the channel was first definitely mooted, but it was
not until 1844 that any dredging operations were begun. In that year, the deepening
of a new straight channel was commenced, but the scheme was abandoned in 1847. In
1851 the deepening o:' the present channel was begun. At that time the depth of the
channel at low water was 10 feet 6 inches. By the year 1869, this depth had been in-
creased to 20 feet, by 1882 to 25 feet, and by the close of 1888 the depth of 27i^ feet, at
low water, was attained for a distance of 108 miles from Montreal to a point within
tidal influence. This work is now being continued by the government of Canada, which
in 1888, under the provisions of the Act -51 Vic, ch. 5, of that year, assumed the in-
debtedness. The channel has a minimum width of 300 feet, extending to 550 feet at
points of curvature. The channel is lighted and buoyed.

Navigation, which is closed by ice during the winter months, opens about the end
of April.

Montreal has by this work been placed at the head of ocean navigation, and here
the canal systems of the River St. Lawrence begin, overcoming the various rapids by
which the river channel upwards is obstructed, and giving access through the St. Law-
rence canals, the Welland canal, the great lakes and the Sault Ste. Marie canal, to the
head of Lake Superior.

The difference in level between the point on the St. Lawrence, near Three Ptivers,
where tidal influence ceases, and Lake Superior, is about 600 feet.

The Dominion canals, constructed between Montreal and Lake Superior, are the
Lachine, Soulanges, Cornwall, Farran's Point, Rapide Plat, Galops, Murray, Welland
and Sault Ste. Marie. Their aggregate length is 73 miles ; total lockage (or height
directly overcome by locks), 551 feet. The number of locks through which a vessel
would pass in its passage from Montreal, at the head of ocean navigation, to the head
of Lake Superior is 48. The Soulanges canal takes the place of the Beauharnois canal ;
the latter may be abandoned for navigation purposes.

Communication between Lakes Huron and Superior is obtained by means of the
Canadian Sault Ste. Marie canal, and also by the St. Mary's Falls canal, situated on
the United States side of the River St. Mary. Both these canals are free of toll.

It is important to note that the enlargement of the canals on the main route
between Montreal and Lake Erie comprises locks of the following minimum dimensions :
Length, 270 feet; width, 45 feet; depth of water on sills, 14 feet. The length of the
vessels to be accommodated is limited to 255 feet. At Farran's, in the canal of that
name, the lock is 800 feet long. A similar lock is built at Iroquois on the Galops canal,
tlie object being to pass a full tow at one lockage.

158 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
LACHINE CANAL.

First construction commenced 1821

,, completed .... 1825

First enlargement commenced 1 843

" completed 1818

Second enlargement commenced ....... . ... 1873

" completed. ... 1901

Length of canal 8 J statute miles.

Number of locks 5

Dimension of locks 270 feet by 45 feet.

Total rise or lockage 45 feet.

Depth of water | at two locks 18 "

on sills. j at three locks 14 "

Average width of new canal 150 "

The old lift locks, 200 feet by 45 feet, are still available, with 9 feet of water on
mitre sills.

The canal consists of one channel, with two distinct systems of locks, the old and
the enlarged. There are two lock entrances at each end.

The canal extends from the city of Montreal to the town of Lachine, overcoming
the St. Louis rapids, the first of the series of rapids which bars the ascent of the River
St. Lawrence. They are 986 miles distant from the Straits of Belle Isle.

SOULANGES CANAL.

Construction commenced 1892

Open for traffic 1899

Length of canal 14 statute miles.

Number of locks ' ', -,

I guard 1

Dimensions of locks 280 feet by 45 feet.

Total rise or lockage 84 feet.

Depth of water on sills 15 fi

Breadth of canal at bottom , 100 n

Breadth of canal at water surface 164 m

Number of arc lights 219 of 2,000 c. p. each.

The canal extends from Cascade point to Coteau landing, overcoming the Cascade
Rapids, Cedar rapids and Coteau rapids.

From the head of the Lachine to the foot of the Soulanges, the distance is sixteen
miles.

CORNWALL CANAL.

First commenced, 9 feet ... 1844

" opened ... 1847

Enlargement commenced 1897

" completed 1900

Length of canal 11 statute miles.

Number of locks 6

Dimensions of locks 270 feet by 45 feet.

Total rise or lockage 48 feet.

Depth of water on sills 14 m

Breadth of canal at bottom .100 tt

Breadth of canal at water surface 164 n

CANAL STATISTICS 159

SESSIONAL PAPER No. 20a

The old lift locks, 200 feet by 45 feet, are also available, with nine feet of water on
mitre sills.

From the head of the Soulanges to the fo ')t of the Cornwall canal there is a stretch
through Lake St. Francis, of 32| miles, which is being made navigable for vessels
drawing fourteen feet.

The Cornwall canal extends past the Long Sault rapids from the town of Cornwall
to Dickinson's landing.

WILLIAMSBURG CANALS.

The Farran's Point, Rapide Plat and Galops canals are collectively known as the
Williamsburg Canals.

farran's point canal.

First commenced, 9 feet 1844

" opened 1847

Enlargement commenced 1897

"" completed 1 900

Length of canal 1 1 mile.

Number of locks 1

New lock 800 feet by 45 feet.

Old lock 200

Total rise or lockages 3^ feet.

Depth of water on sills of new lock 14 n

Depth of water on sills of old lock 9 n

Breadth of canal at bottom ... 90 n

Breadth of canal at water surface 154 w

From the head of the Cornwall canal to the foot of Farran's Point canal, the
distance on the River St. Lawrence is five miles. The latter canal enables vessels
ascending the river to avoid Farran's Point rapid, passing the full tow at one lockage.
Descending vessels run the rapids with ease and safety.

RAPIDE PLAT CANAL.

First commenced, 9 feet 1 844

Opened 1847

Enlargement commenced 1884

completed 1897

Length of canal 3f miles.

Number of locks 2

Dimensions of locks 270 feet by 45 feet.

Total rise or lockage 11| feet.

Depth of water on sills 14 n

Breadth of canal at bottom 80 n

Breadth of canal at surface of water 152 n

The old lift lock, 200 feet by 45, is also available, with nine feet of water on mitre
sills.

From the head of Farran's Point canal to the foot of Rapide Plat canal, there is a
navigable stretch of 10| miles. This canal was formed to enable vessels ascending the
river to pass the rapids at that place Descending vessels run the rapids safely.

160 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
GALOPS CANAL.

First commenced, 9 feet 1844

Opened 1846

Enlargement commenced 1888

completed 1903

Length of canal 7f miles.

Number of locks 3

T>,- • /■ 1 1 ( one of which is ) 2-270 by 45.

Dimensions or locks. i i i }• i oaa i, xk

( a guard lock. J 1-800 by 45.

Total rise of lockage 15|^ feet.

Depth of water on sills 14 n

Breadth of canal at bottom 80 n

Breadth of canal at surface of water 144 u ■^-

From the head of Rapide Plat canal to Iroquois, at the foot of the Galops canal,
the St. Lawrence is navigable 4| miles. The canal enables vessels to overcome the
rapids at Pointe aux Iroquois, Point Cardinal and the Galops.

MURRAY CANAL.

Construction begun . 1882

Completed 1890

Length between eastern and western pier heads. . 51 miles.

Breadth at bottom 80 feet.

Breadth at water surface 120 n

Depth below lowest known lake level 11 n

No locks.

This canal extends through the Isthmus of Murray, giving connection westward
between the head waters of the Bay of Quinte and Lake Ontario, and thus enabling
vessels to avoid the open lake navigation.

WELLAND CANAL.
Main line from Port Dalhousie, Lake Ontario, to Port Colborne, Lake Erie.

Old Line. or Newlfne. _

Length of canal 27| miles 26|miles.

Pairs of guard-gates (formerly 3). 2

XT K f^^( lift' 26 25

Number oi locks -^ i i ^

y guard 1 1

f 1 lock 200 X 45 f

Dimensions -<! i /. • i it .ooa < r *l 270 feet x 45 feet.

) 1 (tidal) 230 X 45 |

[ 24 locks 150 X 45 [

Total rise or lockage 326f feet. . . . 326| feet 326| feet.

Dept of water on sills 10^ n 14

Construction commenced, 10 feet 3 iiches * 1824

" completed 1833

Enlargement commenced, 14 feet , 1872

" completed 1887

CANAL STATISTICS 161

SESSIONAL PAPER No. 20a

WELLAND RIVER BRANCHES.

Length of canal —

Port Robinson cut to River Welland 2,622 feet.

From the canal at "Welland to the river, via

lock at Aqueduct 300 m

Chippewa cut to River Niagara 1,020 n

Number of locks — one at Aqueduct and one at

Port Robinson 2

Dimensions of locks 150 by 26| feet.

Total lockage from the canal at Welland down to

River ^Yelland 10 feet. ^

Depth of water on sills 9 feet 10 inches.

GRAND RIVER FEEDER.

Length of canal 21 miles,

Number of locks . . 2

^. . „ , , ) 1 of 150by 26i feet.

Dimensions of locks | 1 of 200 by 45 „

Total rise or lockage 7 to 8 feet.

Depth of water on sills 9 feet.

PORT ilAITLAND BRANCH.

Length of canal If miles.

Number of locks 1

Dimensions of locks 185 feet by 45 feet.

Total rise of lockage 7|- feet.

Depth of water on sills 11 n

The Welland canal has two entrances from Lake Ontario, at Port Dalhousie, one
for the old, the other for the new canal.

From Port Dalhousie to Allanburg, 11 f miles, there are two distinct lines of canal
in operation, the old line and the enlarged or new line.

From Allanburg to Port Colborne, a distance of 15 miles, there is only one channel,
the old canal having been enlarged.

From the head of the Welland canal there is a deep water navigation through
Lake Erie, the Detroit river, Lake St. Clair, the St. Clair river. Lake Huron and River
St. Mary to the Sault canal, a distance of about 580 miles. From the Sault the distance
through Lake Superior to Port Arthur is 266 miles, and to Duluth 400 miles.

SAULT STE. MARIE CANAL.

Construction commenced ....... , ; 1888

Opened for traffic 1895

Length of canal, between the extreme ends of the

entrance piers 5,967 feet.

Number of locks 1

Dimensions of locks 900 ft. by 60 ft.

Depth of water on sills (at lowest known water level) 20 ft. 3 inches.

Total rise or lockage 18 feet.

Breath of canal at bottom ... 141 ft. 8 inches.

Breadth at surface of water 150 feet.

This canal has been constructed through St. Mary's island, on the north side of the
rapids of the River St. Mary, and, Avith that river, gives communication on Canadian

162 DEPARTMENT OF RAILWAYS AXD CANALS

SESSIONAL PAPER No. 20a

territory between Lakes Huron and Superior. The masonry pier of the bridge carrying
the Canadian Pacific Railway over the canal, which stood in the channel of the canal,
forming an obstruction to navigation, has been removed ; the swing now spanning the
full width of the channel or prism of the canal.

MONTREAL, OTTAWA AND KINGSTON.

This route extends from the harbour of Montreal to the port of King.ston, passing
through the Lachine canal, the navigation section of the lower River Ottawa, and the
Ottawa canals, to the city of Ottawa ; thence by the River Rideau and the Rideau canal
to Kingston, on lake Ontario — a total distance of 245| miles.

After leaving the Lachine canal the works constructed to overcome difficulties of
navigation are :

Ottawa River Canals.

The Ste. Anne's lock.
Carillon canal.

Grenville canal.
Rideau canal.

The total lockage (not including that of the Lachine canal) is 509 feet— (345 rise
164 fall) — and the number of locks is 55.

The following table exhibits the intermediate distances from Montreal harbour : —

Sections of Navigation.

The Lachine canal

From Lachine to Ste. Anne's lock

Ste . Anne"s lock and piers

Ste. Anne's lock to Carillon canal .•

The Carillon canal .

The Carillon to Grenville canal

The Grenville canal

From the Grenville canal to entrance of Rideau navigation.
Rideau navigation ending at Kingston

Total
Distance,

from
Montr- al.

Miles.

50
51
57
63
119
245

STE. ANNE'S LOCK.

Construction commenced 1814.

" completed 1816.

Rebuilt of wood 1833.

" in masonry 1843.

Old Lock. New Lock.

Length of canal ^ mile. \ mile.

Number of locks 1 1

Dimensions of locks 190 x 45 feet 200 x 45 feet.

Total rise or lockage 3 feet. 3 feet.

Depth of water on sills 6 n 9 n

This work, with guide piers above and below, surmounts the Ste. Anne's rapids
between He Perrot and the head of the Island of Montreal, at the outlet of that portion
of the River Ottawa which forms the Lake of Two Mountains, 23| miles from Montreal
harbour.

CANAL STATISTICS 163

SESSIONAL PAPER No. 20a

THE CARILLON CANAL.

Construction commenced 1819.

" completed 1833.

Enlargement commenced 1871.

" completed ... 1887.

Length of canal f mile.

Number of locks 2

Dimensions of locks 200 x 45 feet.

Total rise or lockage 16 feet.

Depth of water on sills 9 ti

Breadth of canal at bottom 100 n

Breadth of canal at water surface 110 n

This canal o\'ei*comes the Carillon rapids.

From Ste. Anne's lock to the foot of the Carillon canal there is navigable stretcli
of 27 miles, through the Lake of Two Mountains and the River Ottawa.

By the construction of the Carillon dam across the River Ottawa the water at that
point is raised 9 feet, enabling the river above to be used for navigation.

GRENYILLE CANAL.

Construction commenced 1819..

" completed 1833.

Enlargement commenced 1871.

" completed 1887.

Length of canal o^ miles.

Number of locks 5

Dimensions of locks 200 x 45 feet.

Total rise or lockage 43| feet.

Depth of water on sills 9 n

Breadth of canal at bottom 40 to 50 feet.

Breadth of canal at surface of water .... 50 to 80 feet.

This canal, by which the Long Sault rapids are avoided, is about 56 miles below
the city of Ottawa, up to which point the River Ottawa affords unimpeded navigation.

HIDEAU NAVIGATION.

Construction commenced 1826

" completed 1832

The Rideau system connects the River Ottawa, at the city of Ottawa, with the
eastern end of Lake Ontaiio, at Kingston.

Length of navigation waters. 126| miles.

Number of locks going from Ottawa to Kingston. • • j j^ descendin<'.

Total lockage 4461 feet | iQ^^falT '''''^ [ ^* ^"^'^' '''''^^''•

Dimensions of locks 134 x 33 feet.

Depth of water on sills 5 feet.

Navigation depth through the several reaches 4i feet.

Breadth of canal reaches at bottom. < ^^ ^^^^ -^ ^.^^^ '

Breadth of canal at surface of water 80 feet in earth.

20a— 11

164

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

PERTH BRANCH.

Construction commenced ,
" completed . .

Length of canal

Number of locks

Dimensions of locks ....

.... 1883.

1892.

6 miles.

2

134 feet x 32 feet.

Total rise or lockage 26

Depth of water on sills 5

Length of dam 200

Bieadth of canal at bottom 40

f 40
\ 60

Breadth of canal at surface of water .

6 inches.

in lock,
in clay.

The Perth branch of the Rideau canal affords communication between Beveridge's
Day, on Lake Rideau, and the town of Perth.

The summit level of the Rideau system is at upper Lake Rideau, but several of the
descending reaches are also supplied by waters which have been made tributary to them.
The following description gives the sources of supply : —

Fx'om the summit, the route towards Ottawa follows the Rideau river, and that
towards Kingston follows the River Cataraqui. The supply of water for the canal is
derived from the reserves given in detail below.

The.se may be divided into three systems, viz : —

1. The summit level, supplied by the Wolfe lake system.

2. The eastern descending level to Ottawa, supplied by the River Tay system,
discharging into Lake Rideau.

3. The south-west descending level to Kingston, supplied by the Mud lake system
formerly known as the Devil lake system, discharging into Lake Openicon.

Lake Openicon receives the waters of Buck lake and Rock lake.

All these waters on the descending level, supplemented by those of Lake Lough-
boi'o', flow into Cranberry lake, which, discharging through Round Tail outlet, forms
the River Cataraqui. The river, rendered navigable by dams at various points, affords
a line of navigation to Kinoston.

RICHELIEU AND LAKE CHAMPLAIN.

This system, commencing at Sorel, at the confluence of the Rivers St. Lawrence
and Richelieu, 46 miles below Montreal, extends along the River Richelieu, through
the St. Ours lock to the basin of Chambly ; thence, by the Chambly canal, to St. Johns,
and up the River Richelieu to Lake Champlain. The distance from Sorel to the
boundary line is 81 miles.

At Whitehall, the southern end of Lake Champlain is entered, and connection is
obtained with the River Hudson, by which the city of New York is directly reached.
From the boundary line to New York the distance is 330 miles.

The following table shows the distances between Sorel and New York : —

Section of Navigation

Sorel to St. Ours lock ; . .

St. Ours lock to Chambly canal

Chambly canal

Chambly canal to boundary line
Boundary line to Champlain canal
Champlain canal to junction with Erie canal

Erie canal, from junction to Albany

Albany to New York

CANAL STATISTICS 165

SESSIONAL PAPER r.'o. 20a

ST. OURS LOCK DAM.

Construction commenced 1844.

•' completed 1849.

Length ^ mile.

Number of locks 1 "

Dimensions of lock 200 feet by 45 feet.

Total rise of lockage 5 "

Depth of water on sills 7 feet at low water.

Length of darb in eastern channel 300 "

Length of dam in western channel 690 "

At St. Ours, 14 miles from Sorel, the River Richelieu is divided by a small island
into two channels. The St. Ours lock is in the eastern channel.

There is a navigable depth in the Richelieu of 7 feet between St. Ours lock and
Chambly basin, a distance of -32 miles.

CHAMBLY CANAL.

Construction commenced 1831

" completed 1843

Length of canal 12 miles.

Number of locks 9

Dimensions of locks : —

Guard lock, No. 1 at St. Johns 122 feet.

Lift M 2 124 ., I From 22| to

3,4,5,6 118 .. '24 feet wide.

I. M 7, 8, 9 combined 125 n

Total rise or lockage 74 >'

Depth of water on sills 7 m

Breadth of canal at bottom 36 h

Breadth of canal at surface of water 60 m

This canal succeeds the 32 miles of navigable water between St. Ours lock and
Chambly basin. The canal overcomes the rapids between Chambly and St. Johns.

TRENT CANAL.

The term ' Trent canal ' is applied to a series of water stretches, which do not, how-
ever, form a connected system of navigation, and which, in their present condition, are
efficient only for local use. By various works this local use has been extended, and by
others, now in progress and contemplation, this will become a through route between
Lake Ontario and Lake Huron.

The series is composed of a chain of lakes and rivers, extending from Trenton, at
the mouth of the River Trent, on the Bay of Quinte, Lake Ontario, to Lake Huron.

Many years ago the utilizing of these waters for the purpose of through water com-
munication between Lake Huron and Lake Ontario was projected.

The course, as originally contemplated and modified, is as follows : — •

Through the River Trent, Rice lake, the River Otonabee and Lakes Clear, Stony,
Lovesick, Deer, Buckhorn, Chemong, Pigeon, Sturgeon and Cameron to Lake Balsam,
the summit water, about 165 miles from Trenton ; from Lake Balsam by a canal and
the River Talbot to Lake Simcoe ; thence by the River Severn to Georgian bay, Lake
Huron ; the total distance being about 200 miles, of which only about 1 5 or 20 miles
will be actual canal.

The full execution of the scheme, commenced by the Imperial government in 1837,
was deferred. By certain works, however, below specified, sections of these waters have

166 DEPARTMENT OF RAILWAT(^ AND fJANALR

8-9 EDWARD VII., A. 1909

been made practicable for navigation, and the whole scheme is now being carried out.

A branch of the main route, extending from Stui'geon lake south, affords communication

with the town of Lindsay, and, through Lake Scugog to Port Perry, a distance of 190

miles from Trenton.

The following table give the distance of navigable and unnavigable reaches.
From Trenton, Bay of Quinte to Nine Mile rapids. — 9

Nine Mile rapids to Percy landing 19|^ —

Percy landing to Heeley's Falls dam — 14|

Heeley's Falls dam to Peterborough 51| —

Peterborough to Lakefield — 9

Lakefield to a point across Balsam lake 61 —

132^ 321

Total distance. Bay of Quinte to a point across Balsam lake. . . 165

From Stui-geon point on Sturgeon lake, 48| miles from Lake-
field, the branch through the town of Lindsay to Port
Perry at the head of Lake Scugog 27

The works by which the Trent navigation has been improved comprise canals, with
locks and bridges, at Young's point, Burleigh rapids, Lovesick, Buckhorn rapids, Bob-
cay geon, Fenelon falls and Rosedale ; also dams at Lakefield, Young's point, Bui'leigh
falls. Lovesick, Buckhorn, Bobcaygeon and Fenelon falls. By these works there is
afforded communication between Lakefield, 9^ miles from Peterborough, and Balsam
lake, the headwaters of the system ; opening up a total of about 160 miles of direct and
lateral navigation.

At Lakefield, 9h miles from Peterborough, the dam at the head of the Nine Mile
rapids of the River Otonabee, maintiins navigation on Lake Katchewannoe up to
Young's point.

At Young's point, 5 miles from Lakefield, the dam between Lake Katchewannoe
and Clear lake controls the water level through Clear and Stony lakes up to the foot of.
the Burleigh canal.

At Burleigh I'apids, 10 miles from Young's point, a canal, about 2;^ miles in
length, passes the Burleigh and Lovesick rapids, and gives communication between
Stony lake and Deer bay.

At Buckhorn rapids, 7 miles from Burleigh rapids, there is a canal about one-
fourth of a mile long.

At Bobcaygeon, 15| miles from Buckhorn rapids, a dam, 553 feet long, controls
the \vater level up to Fenelon falls.

At Fenelon falls, 15 miles from Bobcaygeon, a canal about one-third of a mile in
1 ngth connects Sturgeon lake with Cameron lake.

The following is a list of the locks with their dimensions : —

1 Lock at Rosedale, (maintained by the Ontario government) 100' x 30' x 4' 6'

to 6' 6" depth w^ater on mitre sill.

2 Locks at Fenelon .... 134' x 33' x 5' 0" to 7' 6" depth water on mitre sill.

1 II Lindsay 134' x 33' x 5' 0" to 7' 6" n

1 II Bobcaygeon . . 134' x 33' x 5' 8" to 7' 0" n

1 II Buckhorn 134' x 33' x 5' 0 " to 9' 0" n

1 M Lovesick 134' x 33' x 5' 0" to 9' 4" m

2 „ Burleigh 134' x 33' x 6' 0" to 8' 0" ..

1 11 Young's point (a Provincial government work) 134' x 33'

14' 0" depth wafer on mitre sill.
1 M Peterborough.. 134' x 33' x 5' 0" to 10' 0" depth water on mitre sill.

1 II Hastings 134' x 33' x 7' 0" to 10' 6" n m

Chisholms. . . . 134' x' 33' x 5' 0" to 8' 6" n ..

13

X 5' 0" to

CANAL STATISTICS 167

SESSIONAL PAPER No. 20a

ST. PETER'S CANAL, CAPE BRETON.

Construction commenced 1854

" completed 1869

Enlargement begun 1875

" completed 1881

Length of canal About 2,400 feet.

Breadth at water line 50 feet.

Lock One tidal lock, 4 pairs of gate.s.

Dimensions 200 feet by 48 feet.

Depth of water on sills 18 n at lowest water.

Depth through canal 19 n

Extreme rise and fall of tide in St.

Peter's bay 4 n

This canal connects St. Peter's bay on the northern side of Cape Breton, Nova
Scotia, with the Bras d'Or lakes. It crosses an isthmus half a mile in width, and gives
access from the Atlantic.

BEAUHARNOIS CANAL.

Construction begun 1842

" completed 1845

Length of canal 12 statute miles.

Number of locks 9.

Dimensions of locks 200 feet by 45 feet.

Total rise or lockage S2^ n

Depth of water on sills .9 n

Breadth of canal at bottom 80 n

Breadth of canal at water surface 1 20 ir

As the new Soulanges canal is now opened for navigation, the Beauharnois canal is
abandoned for navigation purposes.

EARLIER CANALS.

A system of three canals preceded the Beauharnois. These wei'e :

COTEAU DU LAC CANAL.

Construction commenced : 1779

" completed 1780

SPLIT ROCK CANAL.

Construction commenced 1779

" completed 1780

CASCADE POINT CANAL.

Construction commenced 1 782

" completed 1783

The locks were 20 x 6 feet, and provided for a draft of 2 feet. In 1814 the work
of widening them to 12 feet was begun, and finis^hed in 1817.

168 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Two canals were also constructed off Burlington Bay, Ontario. They were :

BURLINGTON BAY CANAL.

Construction commenced 1825

" completed 1832

DESJARDINS CANAL.

Construction commenced 1826

" completed 1837

Neither of these canals required locks. They have for many years been abandoned.
The depth of water provided in the first instance was 7| feet.

CANAL STATISTICS

169

SESSIONAL PAPER No. 20a

ST. LAWRENCE NAVIGATION— TABLE OF DISTANCES.

FROM STRAITS OF BELLE-ILE TO PORT ARTHUR, AT HEAD OF LAKE SUPERIOR

BY WATER.

From

Straits of Belle-He

Cape Whittle... ......

West Point, Anticosti

Father Point

Rimouski

Bic

Isle-Verte (opp. Saguenay).

Quebec

Three-Rivers

Montreal

Lachine

Cascade Point

Coteau Landing

Cornwall

Dickinson's Landing

Farran Point

Ui)per end Croyle's Island..

Williamsburg

Rapide Plat

Point Iroquois Village . .

Presqu'Ile

Point Cardinal

Galops Rapids

Prescott

Kingston

Port Dalhousie

Port Colborne

Amherstburg

Windsor

Foot of St. Mary's Island..

Sarnia

Foot of St. Joseph's Island.

Sault-Ste. Marie

Head of Sault Ste. Marie . .
Pointe aux Pins

To

Cape Whittle '.

West Point, Anticosti . .

Father Point

Rimouski

Bic

Isle Verte. . .

Quebec

Three Rivers

Monteral

Lachine

Cascadf Point

Coteau Landing

Cornwall

Dickinson's Landing

Fairan's Point . . ,

Upper end of Croyle's Island . .
Williamsburg or Morrisburg.. .

Rapide Plat

Point Iroijuois Village

Upi)er end Presqu'Ile

Point Cardinal, Edwardsburg.

Head of Galops Rapids

Prescoti ....

Kingston

Port Dalhousie

Port Colborne

Amherstburg

Windsor

Foot of St. Mary's Island

Sarnia

Foot of St. Joseph Island

Foot of Sault Ste. Marie

Head of Sault Ste. Mai'ie ,

Pointe aux Pins

Port Arthur

Sections

of

Navigation.

Gulf of St. Lawrence. .

River St. Lawrence.

to Tide-water

Lachine Canal

Lake St. l/ouis

Soulanges Canal

Lake St. Louis

Cornwall Canal

River St. Lawrence. .

Farran's Point

River St. Lawrence..

Rapide Plat Canal

River St. Lawrence. .
Point Iroquois Canal.

Junction Canal

Galops Canal '.

River St. Lawrence. .

Lake Ontario

Welland Canal

Lake Erie..

River Detroit

Lake St. Clair

River St. Clair

Lake Huron

River Ste. Marie

Sault Ste. Marie Canal. .

River Ste. Marie

Lake Superior . . .

Statute Miles.

Port Arthur to Lake Shebandowan .
Lake ShebaTidowan tT Xorth-west Angle.

North-west Angle to Winnipeg

Pointe aux Pins to Duluth

Inter-
mediate.

240

201

202

6

12

39

12fi
74
80

»h
IG
14
SO
lU

10*
4"
4i
3"
2g
2

59
170

26|
232

18

25

33
270

47
1

266

45
312

95
390

Total
to Straits

of
Belle-He.

240

441

643

649

661

700

826

iKK)

986

994*

1,009|

1,021

1,053¥

1,065|

1,070|

1,071

l,081i

1,085*

i.ogo'

1,093

l,095g

l,097i

1,105

1,164

1,334

1,360|

1,592?

1,610|

1,635|

1,668?

1,9381

1,985?

1,9861

1,993|

2,259f

Of the 2,259| miles from the Straits of Belle-He to the head of Lake Superior, 73* miles are artificial
navigation, and 2,188^ open navigation.

Straits of Belle-He to Liverpool, 1,942 geographical or 2,234 statute miles.

The total fall from Lake Superior to Tide-water is about 600 feet.

The steamboat voyage from Collingwood to Port Arthur is 532 miles.

" " Depot Harbour to Port Arthur is 510 miles ; to Duluth is 644 miles ; to

Chicago 525 miles, and to Milwaukee, 442 miles.

170 DEPARTMENT OF RAILWAYS AND CANALS

3-9 EDWARD VII., A. 1909
Table of distances of Stations between the cities of Ottawa and Kingston.

Name of Station.

Ottawa.

Hartwell's

Hogsback

Black Kapids

[..ong Island

Burritt'.s

NicboLson

Clowes

Merrickville

Maitland

Edmunds

OldSlys

Smith's,Fall.«

First Rapids or Poonamalie.
Narrows

Total rise at low water.

Isthmus

Chaffey

Davis

Jones' Falls

Brewer's Upper Mills.,
n Lower Mills.

Kingston Mills

Kingston

Total fall at low water.
Total

Distances

from
Ottawa.

Miles.

87^

02

Mh

97|
108i
110
I20i
126i

Locks.

No.

47

Lift at
Low
water.

Rise.
Ft. In.

82 0

22 0

13 6

10 0

27 0

10 6

15 2

10 0

25 0

4 9

10 10

15 6

33 9

7 9

4 0

292 3

Fall.

4 0

12 6

9 0

60 0

19 0

14 2

46 8

165 4

No.

Datiis.

24

Length

Feet.

230
1,320
1,616
100
320
300
850
240
500
481
150
270
343
250
GOO
260
600

300
300
200
200
6,042

15,472

t. .2

"^a^i

Height. g-.S f .S

Feet.

13

33 j
14 I
28 I
60 J
12
68
14

9
16

6

8

8
20
24

5

9

15
60
20
12
14

400

13

13
■50
•50

05
■33

13
■06
•25

13
■25

06

125
013
0 06
0 25

175
425
0-25

16 46

8-9 EDWARD VII.

SESSIONAL PAPER No. 20a

A. 1909

IIS^DEX.

CANAL STATISTICS FOR SEASON OF NAVIGATION IN 1907.

Introduction—

Comparison of Traffic — Railwaj-s rs. Canals

Tonnage of Freight and Vessels for a nmuber of years .

Page .

Revenue ,

Statement of grain passed down the Welland Canal ,

ti to Montreal by Grand Trunk and C. P. Railways

II II St. Lawrence Canals. . .,

I. to Sea-board by N. Y. Railways and Canals

of Transhipment of Grain at Kingston and Prescott

of East and West-Bound Freight

of Division of Freight by Canals

Statistical Comparison of various L^nited States routes ....

Comparison of St. Mary's Fall, and Canadian Soo Canals. .

Freight R.\tes —

Statement C Tonnage of Certain Articles through all the Canals of New York.

H

20«-

II II the Welland Canal

Cleared at Buffalo and Tonawanda through the Erie Canal .

II Oswego through the Erie Can.al ...

II Downwards on the Welland Canal . .

through the Welland Canal in transit between Ports of the L^nited

States

of Vegetable Food, carried on Welland and New York Canals and
the two principal Railways, competing for the carrying trade to

Tidewater

I II Freight passed Down the Welland Canal in Canadian and United

States Vessels

I II Freight passed Up the Welland Canal in Canadian and Utiited

States Ves.sels

I 11 Summary of Up and Down Freight on the Welland Canal

J of Large class Vessels lightened at Welland Elevator at Port Colborne

K of Freight passed Eastward from Lake Erie to Montreal

L It II Westward from Montreal to Lake Erie .

M II II Eastward through the Welland Canal from the United

States to United States Ports

N of Vessels and their cargoes of Grain from Ports West of Port Colborne to
Montreal, quantity transhipped at Kingston and Prescott and quantity

taken to Montreal.

Recapitulation of Statement N

O Quantity of Grain passed down the Welland Canal to Kingston and Prescott,

in Canadian and United States Vessels

P Recapitulation of Statement O

Q Comparative Statement of (Jrain to Kingston and Pre.scott for 1906 and 190".

S Coal passed through the Welland Canal

T " M St. Lawrence Canals

U Quantity of Freight passed down the Welland Canal to Montreal, quantity to

Ontario Ports and quantity to L^uited States Porta

Recapitulation of Statement U

-12 171

9

14

15

IG

27

17

18

19

20

21,

22

23

26

27

28,

29

30,

31

32

33

34

35

36

37

-40

41

4L'

43,

44

4r.,

46

47,

4S

49, 50

51

52

53

54

54

55

56

57

58

-69

70

-73

172 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Page.
Canal Revenue— Comparative Statement of Vegetable Food on all the Canals for years 1906

and 1907 "4' 75

Comparative Statement of Revenue on all the Canalf^ for year>, 1906 and 1907 76, 77

Statistics of Canal Traffic -

Statement No. 1. Welland Canal, Total TrafHc arranged alphabetically 78

82

86

90

94

98

102

105

108

112

115

118

121

2.

, Through Traffic

3.

, Way

4. St. Lawrence

..

5. H ■

, Through „

G.

, Way

7. Ottawa Canals

8. Chambly Canal

9. Rideau u

10. St. Peters „

11. Trent Valley

12. Murray m

13. Sault Ste. Marie

14. Statement of Traffic on above mentioned Canals according to Class. . . 125

15. Summary of « '• >< I'j'^

16. Statement of the Amount of Tolls accrued each month on all the Canals. 136

17. „ Number, Tonnage and Nationality of Vessels passed
through all the Canals 138

18. Comparative Statement of Grand Total Traffic, ijassed through all the

Canals 1-^^

19. Comparative statement of Traffic on all the Canals for 1906 and 1907.. . . 145

20. Statement of Number and Tonnage of Vessels passed through the Wel-

land Oanal in 1907 1^-1«

20. Statement of Number and Tonnage of Vessels passed through the St.

Lawrence Canals in 1907 151

20. Statement of Number and Tonnage of Vessels passed through the

Rideau, Ottawa and Chambly 153

21. Classified Tonnage of all Vessels through all the Canals in 1907 154

Appendix B-

Length and dimension of all the canals, also dates of construction 156, 168

Table of distances from Strait of Belle-Isle to Port Arthur 169

Stations and distances between Ottawa and Kingston 170

8-9 EDWARD VII. SESSIONAL PAPER No. 20b A. 1909

EAILWAY STATISTICS

OF THE

DOMINION OF CANADA

FOR THE

YEAR ENDED JUNE 30

1908

(From sworn Returns furnished hy the several Railway Companies)

M. J. BUTLER

Deputy Minister and Chief Engineer
of the Department of Railways and Canals

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY W. :SIcMAHON, PRINTER TO THE KING'S MOST
EXCEIiLENT MAJESTY

1909

[No. 206—1909.]

8-9 EDWARD VII. SESSIONAL PAPER No. 20b A. 190a

To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Viscount
HowicJc, Baron Grey of Howich, in the County of Northumberland, in the Peerage
of the United Kingdom, and a Baronet ; Knight Grand Cross of the Most
Distinguished Order of Saint Michael and Saint George, &c., &c., &c.. Governor
General of Canada.

May it Please Your Excellency,

The undersigned has the honour to present to Your Excellency the Annual Keport
of the Comptroller of Eailway Statistics for the year ended June 30, 1908.

GEO. P. GRAHAM,

Minister of Railways and Canals.

20b— li

8-9 EDWARD VII. SESSIONAL PAPER No. 20b A. 1909

To the Honourable George P. Graham,

Minister of Railways and Canals.

Sm, — I have the honour to submit the annual report of the Comptroller of Eail-
way Statistics for the year ended June 30, 1908.

This is the second report compiled from the new schedules which were put into

force on July 1, 1906.

I have the honour to be. Sir,

Your obedient servant,

M. J. BUTLER,
Deputy Minister of Railways and Canals.

8-9 EDWARD VII. SESSIONAL PAPER No. 20b A. 1909

Office of the Comptroller of Railway Statistics,

Ottawa, November 28, 1908.
M. J. Butler, Esq.,

Deputy Minister of Railways and Canals.

Sir, — ^I have the honour to submit herewith the return of Railway Statistics for
the year ended June 30, 1908.

The accompanying tables are based upon the schedules and classifications which
were first put into effect in 1907. With the introduction of these new forms perfect
uniformity was secured in the method of preparing railway statistics in both the
United States and Canada. That was the end aimed at. In preceding years the value
of accurate comparisons had been lost, owing to different standards of accounting and
reporting. The change was not made, however, without considerable trouble. Pri-
marily, the work of reorganization fell on the Department ; but success could only
be achieved by the hearty co-operation of the railways. To them it was not a trifling
matter to adopt an entirely new and elaborate system of booldceeping ; but I am
pleased to report their prompt acquiescence in the demands made upon them. This
was not done wholly in an unselfish spirit. They recognized the" usefulness to them-
selves of improved and modern methods, as well as the advantages likely to accrue from
a common statistical plan in operation over the continent.

During the year it was found necessary to widen some of the classifications,
notably with respect to operating expenses, and these will be applied to the statistics
for the twelve months now current. It is hoped further changes may not be called for
in the near future. The elaborations were in the first instance made by the Interstate
Commerce Commission at Washington, and considerations of policy demanded that
Canada should adopt them. There are many American lines operating in the
Dominion, and a number of Canadian railways are carrying on business in the United
States. It would be unnecessarily confusing and troublesome for these roads to pre-
pare reports founded upon different methods of accounting. This was a cogent reason
for the action taken by the Department; but the chief influence had reference to the
maintenance of uniformity. Moreover, the alterations and enlargements were dis-
tinctly on the side of betterment. They will supply valuable details which had been
lacking in the past.

The returns for 1908 reveal a clearer understanding by the railways of the new
statistical system. They are therefore better than those of 1907. It was perhaps
inseparable from the wiping out of schedules which had been in use for 35 years, and
the introduction of forms entirely new and different, that there should at the outset
have been mistakes and deficiencies. To a large extent these imperfections have been
eliminated from this report. For the cordial co-operation of the railways in this work
I desire to record my personal gratitude.

While there was not a single delinquent this year, there was a great deal of
unnecessary and disturbing delay in the transmission of returns. The time limit was
fixed at August 31, which allowed two full months for the making up of accounts.

7

8 DEPARTMENT OP RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Having regard to the volume of V7ork involved, including the assembling of many
details, it must be admitted that the sitiuation called for special diligence. About
20 per cent of the railways reported within the limit, and among them were lines
carrying on a large business. By 20th September 60 per cent of the returns had been
received. The remaining forty were considerably delayed.

It is my duty to call attention to the serious hindrance which these delays have
interposed against the comprehensive and somewhat extensive work of tabulation in
this office. Unless under extraordinary conditions. Parliament will meet each year
in November. It is imperative that not later than December 15 Eailway Statistics
should be laid on the Table of the House; but it is obvious that this cannot be done
if the time limit of August 31 is generally disregarded. I would therefore respect-
fully suggest that in future the penalty provisions of the Railway Act be rigidly
enforced against all delinquents after a date to be prescribed.

MILEAGE.
Following is a table of railway mileage in Canada since 1835: —

Year.

1835..

1836..

1837.

1838..

1839..

1840..

1841

1842 .

1843..

1844..

1845 .

184G.,

1847 . .

1848..

1849..

1850.,

1851.

1852.,

1853.,

1854.,

1855 ,

1856.

1857.

1858.

1859.,

1860.

1861.

1862

1863.

1864

1865.

1866,

1867.

1868.

1869.

1870.

1871-

IVIiles in
Operation.

Z 1

0

16

16

16

16

16

16

16

16

16

16

16

54

54

54

66

159

205

506

764

877

414

444

863

994

065

146

189

189

189

240

278

278

270

524

617

695

Year.

1872.
1873.
1874.
1875.
1876.
1877.
1878.
1879.
1880.
1881.
1882.
1883.
1884.
1885.
1886.
1887.
1888.
1889.
1890.
1891.
1892.
1893.
1894
1895.
1896.
1897.
1898.
1899.
1900.
1901.
1902.
1903.
1904.
1905.
1906.
1907.
1908.

Miles in
Operation.

899
832
331
804
218
782
226
858
194
331
697
577
273
773
793
184
585
585
151
838
564
005
627
977
270
,550
,870
250
,657
140
,714
988
,431
,487
,353
452
966

It will be seen that there was an addition of 514 miles during the year 1908, as
compared with 1,099 for 1907. There were, however, 4,327 miles of line reported as
being actually under construction on June 30, and it is now known that upwards of
750 miles were put in operation very shortly after that date.

RAILWAY STATISTICS 9

SESSIONAL PAPER No. 20b

The distribution of completed mileage by provinces was as follows: —

Increase.

Ontario 7,932-90 294-99

Quebec 3,573-65 69-51

Manitoba 3,110.91 36-45

Saskatchewan 2,081-30 56-44

British Columbia . . . 1,732-83 64.78

New Brunswick 1,509-36 18-78

Nova Scotia 1,344-05 2-58

Alberta 1,323-02

Prince Edward Island 267-50

Yukon 90-91 0-31

The foregoing increases represent a total slightly larger than the 514 miles referred
to in a preceding paragraph, the explanation being found in the fact that there were
reductions in some of the provinces through the abandonment of tracks.

During the year there was an increase in second track of 144 miles, bringing the
total up to 1,231. Equally encouraging was the manifest addition to transportation
facilities involved in an increase of terminal, yard and siding tracks of 454 miles.
The aggregate of all tracks in the Dominion was 28,600.

HISTOEY OF CANADIAN KAILWAYS.

It is with pleasure that I am able to present in an appendix a tabular analysis
of railway construction in Canada from 1835 to 1906. For this exceedingly valuable
contribution I am indebted to Mr. Collingwood Schreiber, C.M.G., whose long experi-
ence as Deputy Minister of Railways and Canals, and personal knowledge of railway
history, fitted him in a high degree for the task. To prepare such a table involved
an enormous amount of painstaking work and research. It was an act of voluntary
zeal on the part of Mr. Schreiber, which cannot fail to command the sincere apprecia-
tion of his fellow Canadians.

RAILWAY CAPITAL.

An analysis of the capital invested in Canadian railways will be found in Table
4. A summary of the facts there given is as follows: —

^Stocks $ 607,425,349

Funded Debt 631,869,664

Total $1,239,295,013

These figures represent an increase for 1908 over 1907 of -$18,856,758 in stocks, and
$48,500,447 in funded debt — usually classified as bonds — showing a total increase for
the year of $67,357,205.

If, however, it is desired to ascertain the amount of money actually put into the
railways of the Dominion, to the sum of $1,239,295,013, representing the stock and
bond liability, there should be added the cost of the Intercolonial and Prince Edward
Island railways, owned and operated by the Dominion Government, the cost of the
Temiskaming and Northern Ontario Railway, owned and operated by the Govern-

10 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909"

ment of Ontario, the cost of the New Brunswick Coal and Railway, owned and
operated by the Government of New Brunswick, a3 well as the expenditure up to June
30 last upon the Government section of the Transcontinental Railway between Monc-
ton and Winnipeg. It is manifest that the cash subsidies granted by the federal
and provincial governments, as well as municipalities throughout the Dominion should
also be included. Joining all these sums, the final aggregate of capital cost would be
as follows: —

Cost of Intercolonial $ 87,575,952

Prince Edward Island Railway 7,697,827

•' Temiskaming and Northern Ontario Ry. . 12,208,950

" New Brunswick Coal and Railway 1,940,375

Expenditure on Transcontinental 30,250,191

Subsidies 185,671,736

Total $ 325,345,031

Stocks and bonds 1,239,295,013

Grand Total $1,564,640,044

The problem is further complicated by the fact that many millions of acres of
land, as will be pointed out on a succeeding page, have been granted in aid of railway
construction. Their equivalent in cash cannot even be estimated.

To calculate the capital cost per mile of railways in Canada, two or three quali-
fying facts must be kept in view. In the first place, since the lines owned by govern-
ments have neither stock nor bond issues, the mileage relating thereto must be elimin-
inated. The total railway mileage of the Dominion on June 30 last was 22,966. The
combined mileage of government railways, federal and provincial, was 1,986, made
up as follows: —

Miles.

Intercolonial : 1,451-22

Prince Edward Island Railway 267-50

Toronto and Northern Ontario Railway 209-40

New Brunswick Coal and Railway 58-00

Total 1,986-12

Deducting this latter simi of 1,986, a mileage of 20,980 remains. Using these latter
figures as a divisor, and the stock and bond issues as dividends, the results are as
follow : —

Cost per mile in stocks $28,952

" " bonds 30,117

" " stocks and bonds 59,069

This calculation is practically sound as applied to railways having a stock and
bond issue. If, however, the aggregate of $1,564,640,044 be taken as the dividend
(less $49, 630, 445 credited to the Grand Trunk Pacific, for which no completed mile-

RAILWAY STATISTICS 11

SESSIONAL PAPER No. 20b

age was returned up to June 30), and the total mileage of 22,966 as the divisor ,the
result will be found to be $G5,96S, and this, all things considered, should be regarded
as the true average capital cost per mile of railways in Canada, apart from land
subsidies.

With regard to lines owned and operated by governments, the cost per mile up to
June 30 last was:

Per Mile

Intercolonial $60,355

Prince Edward Island Railway 28,830

Temiskaming and Northern Ontario Railway 58,411

New Brunswick Coal and Railway 33,454

These figures include equipment. In making comparisons, however, it must be
remembered that the stock and bond issues in the case of other railways do not neces-
sarily represent the actual cost of construction and equipment. They merely indi-
cate the caijital liability.

A short explanation will make it clear that an exaggerated value may be given
to statistics with respect to the capital liability of railways. Such figures must never,
for example, be taken as representing the actual cost of lines, as has been said. The
real cost is one thing, and the stock and bond issue is another. Stocks and bonds may
be sold at a premium or at a discount. In either case the liability remains the same.
A share of stock, the par value of which is $100, may only realize $50 toward paying
the actual cost of construction and equipment; but it will stand as a liability of $100
against the road until paid or wiped out by some other process.

The stock and bond issue given above at $1,239,295,013 is not, moreover, an
accurate statement of outstanding liability on June 30 last. It is rather a statement
of the liability in that regard which has existed and still exists. Some of it is no
longer a legal liability at all, and the time is near at hand when a revision of our
statistics in this respect will be necessary. It will probably be undertaken during the
current year. Tet the present situation from the statistical standpoint is quite
unavoidable, as can readily be demonstrated. The fundamental cause of the difficulty
is found in the changes of ownership which have taken place. In some instances rail-
ways have become insolvent, the property has been sold by foreclosure, the stock and
bond issues have been cancelled, and the new owners have set up an entirely fresh
capital liability. In other cases, roads haA'e been absorbed by amalgamation or pur-
chase into larger systems. On the parent company in any one of these instances
there may have rested a capital liability of say $1,000,000. As the result of the fore-
closure, sale or amalgamation, this liability has disappeared altogether, or been
reduced to some nominal sum. In any event it appears in another form. The com-
mercial aspect of such cases presents no difficulty whatever; but from the statistical
point of view the matter is most perplexing.

For statistical purposes it is important that an account should be preserved of all
the money invested in railways. For practical purposes the outstanding liability
having legal force is the only matter of real concern. Yet, how can the tangle of past
and present obligations be dealt with so as to show the full extent of capital invest-
ments in the railways of Canada ? The problem would call for very careful study even

12 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

if the facts were all available; but they are not. In some of its phases the railway-
situation would have a parallel in the case of a house which A buys at a sheriff's sale
for $5,000. The original owner, B, had built it for $12,000. In determining the cost
for purposes of record, which figure should be used? On the surface A has invested
$5,000 in the house and B $12,000. If only the latter figi;re is set down, what becomes
of A's $5,000? If both are recorded, the cost is improperly exaggerated. Clearly, all
interests would be served if the facts were stated with respect to the whole , transac-
tiono, and that is precisely what should be done in connection with the statistics of
capital liability attaching to Canadian railways.

During the current year an expert will be given the task of analyzing the capital
statements of railways in the Dominion. The extinct stock and bond issues will be
separated from those which are alive, and this wiU be done in such a way as to pre-
serve for purely statistical and historical purposes the facts relating to the account
as a whole.

AID TO RAILWAYS.

Last year very considerable attention was given to the accounts with respect to
aid to railways, and during the past twelve months further investigation has taken
place. Nothing has transpired, however, to require the alteration of the revised figures
which were published in 1907.

During the year the smn of $4,374,323 was added to the account, divided as
follows : —

Aid by the Dominion $4,221,727 30

" provinces 68,284 00

" municipalities 84,311 70

There were paid by the Dominion cash subsidies to the extent of $1,719,997.30, in
addition to $2,601,730 in extinction of a long-standing liability to the province of
Quebec. It appears that about the year 1883 the claim of the province of Quebec for a
subsidy in connection with the construction of the North Shore Railway was recognized
by the Dominion, and $2,394,000 was set apart as the principal of that obligation.
For a number of years five per cent per annum, on that sum, in half-yearly payments,
was allowed to the province. Later, the interest charge was reduced to four and a
half per cent. This year the entire liability was wiped out by the payment of the
principal.

RAILWAY STATISTICS

13

SESSIONAL PAPER No. 20b

The statement of cash subsidy payments in aid of railway construction in Canada
since 1876 is as follows: —

Year.

1876.

1877.

1878.

1879.

1880. .

1881.

1882.

1883.

1884.

1885.

1886.,

1887.,

1888.

1889.

1890.,

1891.

1892.

1893.

1894.

1895.

1896.

1897.

1898.

1899.

1900.

1901.

1902.

1903.

1904.

1905.

1906.

1907.

1908.

Dominion.

*18

ir,

26,

26,

32,

37,

37,

49,

78,

t92,

87,

91,

c90,

91,

93,

96,

97,

100,

102,

+103,

101,

102,

103,

107,

107,

110,

112,

113,

115,

117,

118,

128,

133,

564,
235,
438,
438.
761!
629,
731,
548,
123.
702,
426,
228.
(Ui,
888,
889,
529.
601.
422.
087,
451.
96i:
458.
878.
030.
760.
225,
324
791,
875.
145
474,
827.
049.

352

185
914
914
920
207
208
639
918
967
814
674
574
491
277
524
639
165
290
148
763
434
261
639
795
,503
091
113
668
511
316
648
376

cts.

37
33
96
96
65
33
33
93
18
17
52
03
40
21
76
07
53
09
06
93
91
71
66
24
70
43
13
47
31
67
04
77
07

Provinces.

4,203,

4,3.38,

14,292,

14,593,

17,639,

al6,676,
17,044,
18,312,
19,8.36
19,1.37,
19,338,
21,204,
23,342,
24,036,
2.5,086,
25,731
26,997,
28,229,
29,368,
29,727.
30,055,
31,171,
31,495,
31,656,
31,310,
32,39.5,
33,145
32,809,
34,496,
40,41.5,
43,278,

t35,123,
35,191,

cts.

240 43

498 02
002 29
001 91
206 60
266 29
628 91
102 80
055 93
19 93
679 93
993 01
758 82
306 80
285 41
965 43
435 78
.355 49
697 75
512 63
946 30
346 65
555 48
725 57
170 06
522 67
320 84
728 41
917 84
630 27
022 12
130 80
414 80

Municipalities.

5,426

5,689,

7,224

7,450,

8,313.

7,494,

8,809.

9,162.

9,934,

12,472,

12, .599.

12,812.

13,144

13,461,

13,709

13,817

13,981,

14,017,

14,178,

14,180,

14,494,

15, .520,

15,660,

17,740

15,884,

16,310.

16,465

16,551

17,157

17,198,

17,125

17,346

17,430,

cts.

505 70
299 31
.578 63
978 63
944 63
944 63
944 63
552 94
,5,56 94
,450 43
292 43
836 43
,224 43
,224 43
,624 43
,509 43
,247 99
,956 99
,610 99
,686 99
,756 99
,867 99
,667 99
,668 59
,542 16
,253 16
,604 03
,044 06
,810 19
,211 48
,163 98
,633 34
,945 04

*Included loan $2,311,666.67 to Northern Railway ; not reported after this year.
■[Included loan 829,880,912 to C. P. Railway ; not reported later.
cEastern Extension .?!, 284,495.76 now included in I. C. Railway.
^Incorrect total of $2,394,000 shown to the North Shore Railway.
aDecrease of $1,044,000 by N. B. Government to St. .John and Maine Railway.

hThis amount does not include the cost of the Temiskamin? and Northern Ontario Railway
($10,570,549) as formerly.

This does not, however, give the full account. ( The Dominion, up to June 30
last, had expended $30,250,190.83 in connection with the building of the government
section of the Transcontinental Railway between Moncton and Winnipeg, and this
amount added to the $133,049,376.07 given in the above statement would bring the
total contribution from the federal treasury up to $163,299,566.90.

The Dominion has also made a capital outlay of $95,273,778.69 on the Government
Railway System, which could not, however, be properly classified as aid. In the same
sense the province of Ontario has invested $12,208,950 in the Temiskaming and
Northern Ontario Railway, and the province of New Brunswick $1,940,375 in the New
Brunswick Coal and Railway, which they own and operate.

Hitherto no account has been taken of the guarantees given by the Dominion
and the several provinces in aid of railway construction, and during the past year the
matter was gone into with some care. The total was found to be $58,920,551, made
up by the following details: —

14 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
THE DOMINION.

Canadian Northern, 50 year threes £ 1,923,287

Grand Trunk Pacific, 50 year threes 3,200,000

£ 5,123,287

Equivalent at $4.87 $24,950,408

Quebec Bridge and Kailway 3,773,224

Total $28,723,632

ONTARIO.

Canadian Northern Ontario 7,860,000

QUEBEC.

Montreal and Western 840,000

NEW BRUNSWICK.

New Brunswick Coal and Kailway 700,000

MANITOBA.

Canadian Northern 12,854,500

Canadian Northern Ontario 5,745,587

Total $18,600,087

BRITISH COLUMBIA.

Shuswap and Okanagan, 4 per cent, 25 years 1,249,760

Victoria and Sidney, 2 per cent, 25 years 300,000

Nakusp and Slocan 647,072

Total $2,196,832

Grand total $58,920,551

There still remain the land subsidies, which cannot, as has been said, be given
a cash value. By the Dominion the following grants have been given: —

Acres.
Alberta Kailway and Irrigation Co. (formerly North

West Coal and Navigation Co.) 1,114,368

Calgary and Edmonton Ry. Co 1,888,448

Canadian Northern Ky. Co. (from point on C.P.K. to
Hudson Bay), Canadian Northern Ky. Co. (for-
merly L. Manitoba and Canal Co.) 3,422,528

Canadian Pacific Ky. Co. (main line) 18,206,986

C.P.K. Pipestone Extension, Souris Branch 200,320

C.P.K. Souris Branch 1,408,704

Great North West Central Ky. Co. (formerly North

West Central Ky. Co.) 320,000

Manitoba and North Western Ky. Co 1,501,376

Manitoba South Western Colonization Ky 1,396,800

Manitoba and Southeastern Ky. Co 680,320

Qu'Appelle, Long Lake and Saskatchewan Railroad and

Steamboat Co 1,625,344

Saskatchewan and Western Ry. Co 98>880

Total 31,864,074

RAILWAY STATISTICS 15

SESSIONAL PAPER No. 20b

This laud has been selected by the railway companies to whom it was given, and
patents have been issued. Yet that is not all. The provinces have also granted land
subsidies ; so that a complete statement in this regard would be as follows : —

Acres.

By the Dominion 31,864,074

" province of Quebec 13,324,950

" " British Columbia 5,287,387

« " New Brunswick 1,647,772

" " Nova Scotia 160,000

Total 52,284,183

In all cases, with the exception of the province of Quebec, the land has been
definitely alienated. The province of Quebec adopted the plan of converting the land
grants into a cash subsidy at the option of the beneficiary, on the basis of 52^ cents
per acre. This would yield $6,995,598.75, of which $4,557,728.02 had actually been
paid up to last year.

PUBLIC SEEVICE OF EAILWAYS.

The returns show that the number of passengers carried during the year ended
June 30, 1908, was 34,044,992— an increase of 1,907,673 over the year 1907. This
increase was equal to 5-90 per cent.

The number of passengers carried one mile was 2,081,960,864, as compared with
2,049,549,813 for the preceding year, representing an increase of 32,411,051.

The number of passengers carried one mile per mile of road was 90,650, an actual
decrease of 636 in the density of passenger traffic for the year.

The number of passengers carried per mile of railway was 1,482, showing a gain
of 51 over the preceding year.

The average receipts per passenger per mile were 1-920, an increase of 009 over
1907.

The average passenger journey for the year was 61 miles; while the average
number of passengers per train was 54.

The passenger train mileage was 31,950,349 for the year 1908, as against 30,220,-
461 in 1907. These figures point to a steady expansion in the passenger service of
Canadian railways. The mixed train mileage was 6,210,807, as compared with
5,971,414 for the year 1907.

Summarizing the foregoing facts with respect to passenger traffic into a form
convenient for the eye, the showing is as follows : —

Passengers carried

It mileage

II carried one mile per mile of line

Average journey — miles

11 passengers per train

Passenger train mileage ,

Mixed II II

Average receipts per passenger

1907.

32,137,319

2,049,-549,813

91,268

64

56

30,220,461

5,971,414

1-219

1191

1908.

34,044,992

2,081,960,864

90,654

61

54

31.950,349

6,210,807

1175

1-920

Increase

or
Decrease.

1,907,673

32,411,051

*614

*3

*2

11,720,888

■f-239,393

*044

■009

16

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The number of tons of freight hauled during the year was 63,071,167, showing a
decrease of 794,968 tons, or 1-24 per cent.

The average receipts per ton per mile were -723, as compared with -812 for 1907.
The details with respect to each road will be found in Table 7.

The number of tons hauled one mile was 12,961,512,519, as compared with
11,687,711,830 during 1907. The increase in ton mileage was thus 1,273,800,689.

The density of freight traffic, as shown by the number of tons hauled one mile
per mile of line, was 564,374. In 1907 this item was 520,564. This result would seem
to be inconsistent with an increased railway mileage and a reduced volume of freight
traffic ; but the explanation is partly found in the fact that the average distance hauled
was 206 miles as compared with 183 miles in 1907 ; while the average number of tons
per train was 278 as against 260 in 1907.

The revenue freight train mileage was 40,476,370, as against 38,923,890 in 1907.
The mixed train mileage in 1908 was 6,210,807; in 1907 it was 5,971,414.

The mileage of loaded freight cars was 748,924,820, of which 400,494,410 miles
were north or east, while 348,430, 410 miles were south or west. The mileage of empty
freight cars was reported as having been 284,944,529. The total freight car mileage
was 1,033,869,349.

A summary of the facts in relation to freight traffic gives the following: —

Tons hauled

" 1 mile

' '1 I'm 1 mile per mile of line

Average haul — miles

Freight train mileage

Average tons per train

M cars M

II tons II car

n receipts per ton per mile.

1907.

63,866,135

11,687,711,830

520,504

183

38,923,890

260

16,92

15,37

.812

1908.

63,
12,961,

40.

071,167

512,519

504,374

206

476,370

278

16,04

17,33

.723

Increase

or
Decrease.

794,968

1,273,800,689

43,810

23

1,552,480

18

.89

1.96

.089

Further facts with regard to passenger and freight business will be found under
the head of ' Earnings and Operating Expenses.' Following is a general statement of
traffic covering the past thirty-four years : —

year.

1875.
1876.
1877.
1878.
1879.
1880.
18S1.
1882.
1883.
1884.
1885.
1886.
1887.
1888,
1889.
1890.
1891,

Passengers
carried.

5,190,416

5,544,814

6,073,233

6,443,924

6,523,816

0,462,948

6,943,671

9,352,335

9,579,984

9,982,358

9,072,599

9,861,024

10,698,638

11,410,791

12,151,105

12,821,262

13,222,568

Tons
of Freight,
2,000 lbs.

5,670,837

6,3.31,757

6,859,796

7,883,472

8,348,810

9,938,888

12,06.^323

13,575,787

13,266,2.55

13,712,269

14,659,271

15,670,460

10,356,335

17,172,759

17,928,620

20,787,409

21,753,021

Year.

1892.. .
1893. . . .
1894. . . .
1895. . . .
1890. . , .
1897. . . .
1898. . . ,
1899. . . .
1900. . . .
1901. . . .
1902. . . .
1903. . . .
1904. . . .
1905. . . .
1900. . . .
1907. . . .
1008. . .

Passengers
carried.

414

027
498
580
407
338
049
305
175
722
974
742
705
723
782
319
,992

Tons
of Freight,
2,000 lbs.

22,189,923
22,003,599
20,721,116
21,.524,421
24,206,825
25,300,331
28,785,903
31,211,753
3.5,910,183
36, 99!), 371
42,37ti,527
47,373,417
48,097,519
50.893,957
57 90H,713
63,860,135
03,071,167

RAILWAY STATISTICS

17

SESSIONAL PAPER No. 20b

The freight business of 1908, as compared with 1907, shows the following tonnage
by commodities: —

Products of agriculture —

Grain

Flour...

Other miU products . .

Hay.

Tobacco

Cotton ....

Fruit and vegetables

Other products of agriculture. .
Products of animals —

Live stock

Dressed meats ,

Other packinghouse products. .

Poultry, game and fish

Wool

Hides and leather

Other products of animals ,

Products of mines —

Anthracite coal

Bituminous coal

Coke

Ores

Stone, sand, &c

Other products of mines

Products of forests —

Lumber

Other products of forests

Manuf act ures —

Petroleum and other oils

Sugar

Naval stores

Iron, pig and bloom

Iron and steel rails

Castings and machinery

Bar and sheet metal

Cement, brick and lime

Agi'ioultural implements

Wagons, carriages, tools, &c. . .

Wines, liquors and beers

Household goods and furniture.

Other manufactures .

Merchandise

Miscellaneous

Tons.

5,776,731

1,402,386

654,179

803,918

10,042

22,164

562,716

289,.525

1,118,141
400,900
463,647
128,432
23,472
154,157
180,517

1,635,628
11,805,060

547,?.03
2,209,800
2,083,336

178,985

7,542,475
2,687,160

270,810

232,620

1,674

304,136

190,380

231,159

87,958

1,393,792

223,664

42,129

191,576

256,208

4,448,535

2,309,084

5,533,426

1908.

Tons.

5,270,935

1,565,008

836,877

643,695

23,235

70,203

803,777

183,237

1,156,772
455,580
444,841
151,100

33,318
141,341

89,407

3,735,141
12,320,584

845,762
2,953,353
2,538,333

243,054

10,317,541
2,594,685

390,331

4.51.641

3,742

583,948

628,988

858,914

353,802

1,421,678

281,834

96,197

209,912

269.299

1,105,433

2,008,267

6,938,135

By classes, the above mentioned commodities gave the following totals ;

—

1907.

1908.

Products of Agriculture

II Animals

Tons.

9,521,661
2,469,266
18,460,172
10,229,635
7,974,641
2,309,084
5,533,426

Tons.

9.396,967
2,472,359

11 Mines

11 Forests . ... . .

22,636,227
12,912,226

Manufactures

6,655,719

Merchandise

Miscellaneous

2,008,267
6,938,135

Total

56,497,885

63,019,900

20b— 2

18 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The total freight tonnage for the year 1908 was 63,0Yl,167 ; so that the figures in
the above table account for all but 51,267 tons. There was a larger shortage in 1907,
owing probably to the difficulties which the railways found in complying for the first
time with the requirements of the new schedules.

Of the total tonnage relating to commodities, 38,821,418 tons were reported as
originating on the line, auad 24,198,482 as having been received from connecting roads.

EAKNINGS AND OPERATING EXPENSES.

The gross earnings of railways in Canada for the year ended June 30, 1908, were
$146,918,313.01, showing an increase of $180,098.93 over 1907. This total was made
up of the following items: —

Passenger service

Freight service

Stock yards, elevators, &c

Car mileage, switching, &c

Telegraphs, rents and other sources

Total

46,854,158 97

93,746,655 45

407,866 60

279,408 25

5,630,224 34

146,918,313 61

Per
Cent.

•89
•81
•28
•19
■83

Comparing 1908 with 1907, the facts with respect to gross earnings are as follows :

Passenger service

Freight service

Stock yards, elevators, &c. .
Car mileage, switching, &c.
Telegraphs, rents, &c

Total

1907.

$ cts.

45,730,652 29

94,995,087 81

742,991 40

122,537 75

5,146,945 43

146,738,214 68

1908.

$ cts.

46,854,1.58 97

93,746,655 45

407,866 60

279,408 25

5,630,224 34

146,918,313 61

Increase

or
Decrease.

$ cts.

+ 1,123,506 68

- 1,248,432 36

- 335,124 80
+ 156,870 50
+ 483,278 91

+ 180,098 9»

RAILWAY STATISTICS

19

SESSIONAL PAPER No. 20b

An analysis of earnings from passenger train service for the year, and a com-
parison of the items with those for 1907, yields the following result: —

Passengers . . .

Mails

Express

Other sources

1907.

$ cts.

39,184,437 64
1,626,704 64
3,277,695 09
1,641,814 92

Total

45,730,652 29

1908.

$ cts.

39,992,503 11
1,670,120 90
3,486,300 63
1,705,234 33

46,854,158 97

Increase.

S cts.

808,065 47
43,416 26

208,605 54
63,419 41

1,123,506 68

The gross earnings for 1908 represented an average of $6,389.37 per mile of rail-
way, as compared with $6,535.64 for 1907 — a decrease of $146.30.

The operating expenses aggregated $107,304,142.51, an increase over 1907 of
$3,555,470.24 — equal to 3-42 per cent. This total was made up of the following items:

Way and structures

Maintenance of equipment
Conducting transportation
General expenses

$20,778,609 78

20,273,625 95

62,486,270 59

3,765,636 19

19 • 37 per cent.
18-89
58-23
3-51

For the purposes of comparison, the figures for 1907 are set down side by side
with those for 1908: —

Way and structures

Maintenance of equipment
Conducting transportation
General expenses

Total ....

1907.

$ cts.

20,887,091 €6

21,666,373 08

57,325,543 26

3,869,664 27

103,748,672 27

1908.

$ cts.

20,778,609 78

20,273,625 95

62,486,270 59

3,765,636 19

Increase

or
Decrease.

107,304,142 .51

$ cts.

- 108,481 88

- 1,392,747 13
+ 5,160,727 33

- 104,028 08

+ 3,555,470 24

It will be observed that there were decreases in three out of four items; but that
the added cost of conducting transportation was sufficient to create an increase in the
operating expenses of $3,555,470.24, as indicated. On referring to the items making
up the total of operating charges it will be seen that the principal increases were in
wages and cost of fuel.

20b— 2i

20 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

The following comparative analysis of operating expenses throws a strong light
on the figures given above: —

Maintenance of ways and structures-
Repairs of roadway

Renewals of rails

M ties

Repairs and renewals — bridges and culverts .

II M fences, crossings, &c..

II II buildings, &c ...... .

II II docks and wharfs

II 11 telegraph

Stationery and printing

Other expenses

Maintenance of equipment —

Superintendence

Repairs and renewals of locomotives

II II passenger cars

Stationery and printing

Other expenses

Conducting transportation —

Superintendence

Engine and roundhouse men

Fuel for locomotives

Water supply for locomotives

Oil, tallow and waste for locomotives

Other supplies for locomotives

Train service

Train supplies and expenses

Switchmen, flagmen, &c

Telegraph expenses ,

Station service

Station supplies

Switching charges — balance

Car mileage— balance

Hire of equipment — balance

Loss and damage

Injuries to persons

Cleai'ing wrecks

Operating marine equipment . . .

Advertising

Outside agencies

Commissions

Stock yards and elevators. . .

Rents for tracks, terminals, &c

Rents for buildings, &c ,

Stationery and printing

Other expenses

General expenses —

Salaries of general officers

Salaries of clerks, &c

General office expenses and supplies.

Insurance

Law expenses

Stationery and printing ....

Other expenses

freight sars

work oars

marine equipment

shop machinery and tools .

1907.

11,160,

1,205,

2,23t),

1,408,

481,

2,144,

103,

265,

30,

78;

591,

7,999,

2,473,

6,933,

146,

33,

738,

74,

815,

1,611,

7,814,

15.137,

656

409,

195

6,228,

1,873,

2,013,

2,562,

5,634

671

114

1,1.%,

106.

892.

642.

426.

918.

451,

1,180.

77.

185.

542,

202,

603,

236,

cts.

086 67
088 24
575 56
552 02
129 18
109 98
280 37
183 58
599 20
663 70

196 08
802 52
908 84
574 61
148 39
221 35
833 13
466 22
751 04

297 91
573 02
504 48
730 03
397 18
970 04
136 56

515 88
294 16
478 44
176 10
972 51

516 96
891 46
008 61
937 26
248 43
784 63
769 17
673 54
134 05
.509 43
304 78
199 81
031 61
426 93
885 82

723,956 74
918,157 19
195,204 97
509,547 71
396,383 18
16,3,863 19
265,972 77

Per
Cent.

15

1908.

10,640,

1,604,

2,204,

1,465,

519,

2,690,

167,

294,

43,

1,122,

cts.

542 68
594 76
083 47
7.53 45
671 89
915 90
017 45
301 15
vi24 32
793 11

621,032 61

8,008,613 01

2,723,846 82

6,855,843 98

608,109 17

52,lsl 21

779,160 38

77,384 68

523,535 96

1,9.56,

9,471,

17,718,

764,

383,

313,

8,155,

2,136,

1,690,

1,757,

6,748,

765,

319,

1,467,

115,

1,232,

758,

372,

1,1.38,

571,

1,500,

365,

171,

1,333,

135,

740,

295

260 03
240 67
468 24
790 58
670 36
146 02
855 59
581 33
242 28
495 05
608 03
240 87
186 77
775 90
250 52
518 70
Oil 23
627 40
272 64
387 92
272 23
588 35
887 17
401 74
834 45
851 59
,729 67

775,732 94
1,085,738 37
237,571 05
615,638 68
445,076 69
161,271 64
386,499 27

Per
Cent.

16

A word of explanation is necessary with regard to the foregoing table. In 1907
the returns were not quite complete, and the percentages were calculated on the basis
of the total actually reported. For 1908 the returns were practically complete, and
the percentages may be accepted as accurate. The figures are based upon a uniform

RAILWAY STATISTICS

21

The details with

SESSIONAL PAPER No. 20b

classification of accounts, and are therefore exceedingly valuable,
respect to each railway will be found in Table No. 9.

The operating expenses averaged $4,672.30 per mile of line, showing an increase
of $51.40 per mile over 1907.

The operating expenses per train mile for all trains — which is another way of
reckoning the average cost of running a train one mile — was $1-364, a decrease as
compared with 1907 of -017 cent.

Covei'ing a period of ten years, the cost of ininning a train one mile — using the
mileage of all trains and total operating expenses as the essential factors in the calcu-
lation— is shown to have been as follows : —

1899 $0-779

1900 0-864

1901 0-944

1902 1-028

1903 1-117

1904 1-216

1905 1-213

1906 1-198

1907 1-381

1908 1-364

It will be observed that the cost has been on a steadily ascending scale.

On the other hand, assuming that the revenue of a railway is more or less the
result of the running of trains — since in one way or another all railway operations
come down to that — a comparison of the gross earnings per train mile for ten years
gives the following instructive showing: —

1899

1900

1901

1902 ..

1903..

• 1904

1905

1906

1907 .

1908

$1
1
1
1
1
1
1
1
1
1

192
282
366
501
591
634
614
723
953
869

The percentage of operating expenses to gross earnings was 73-04, showing an
increase of 2-34 over 1907.

The net earnings for 1908 were $39,614,171.10, as against $42,989,537.41 for the
preceding year. The decrease amounted to $3,375,366.31,

Net earnings were equal to $1,724.90 per mile of line, as compared with $1,914.73
for 1907, a decrease of $189.83. On a capitalization of $1,239,295,013, representing the
Btock and bond issue of railways in Canada, the net earnings would yield a dividend
of 3-19 per cent.

There were, however, 29 reporting railways out of 87 which showed an actual
deficit on the year's operations. Table No. 6 will show the details in this regard.

22 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
The following items in tabiilar form afford further information: —

Gross earnings per mile of line. .,
Net . -, .. ... .

Earnings per passenger

II ton

II passenger train mile .

M freight II

11 train mile— all trains.

6,535 64
1,914 73
1.219 00
1,472 00
1,263 00
2,069 00
1,875 00

1908.

$ 6,389 37
1,724 90
1,175 00
1,486 00
1,228 00
2,008 00
1,791 00

In making the above calculations care was taken to eliminate all items of earnings
which were not connected with the running of trains. For example, the average
earnings per passenger were ascertained by dividing the number of passengers into
the receipts from ticket sales; while the earnings per passenger train mile included
the receipts from passenger fares, express, mails, excess baggage, and so on. The
same rule was followed with respect to freight traffic. Mixed train mileage was
necessarily included with passenger train mileage, and also with freight train mileage,
in reckoning the earnings per train mile of these classes, respectively.

Eor the purposes of comparison, it is thought well to re-publish the table which has
appeared for the past two years in railway statistics, showing the four chief sources of
revenue and the percentage relationship which each bears to the whole. The figures
for 1907 and 1908 are not included, for the reason that altered classifiifations were
applied to those two years. They will be fciuid, however, on a preceding page and also
in Tables No. 6 and 7. Following is the table relating to earnings from 1875 to
1906 :—

RAILWAY STATISTICS

23

SESSIONAL PAPER No. 20b

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24 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909.

The following table shows the earnings and operating expenses of railways since
1875. together with the percentage relationship which one bears to the other: —

Year.

Earnings.

Operating
expenses.

Percentage of

operating

expenses

to earnings.

1875

1876

1877..

$

19,470,539
19,358,084
18,742,053
20,-520,078
19,92.5,066
2.3,561,447
27,987,508
29,027,789
33,244,586
33,421,705
32,227,469
33,389,381
38,841,609
42,159,152
42,149,615
46,84.3,826
48,192,099
51,685,768
52,042,396
49,552,528
46,785,486
50,545,569
52,353,276
59,715,105
62,243,784
70,740,270
72,H98,749
83.666.503
96,064,. 526
100,219,436
106,467,198
125,322,865
146,738,214
146,918,314

15,775,532
15,802,721
15,290,091
16,100,102
16,188,282
16,840,705
20.121,418
22,390,708
24,691,667
25,595,341
24,015,351
24,177,582
27,624.683
30,652,046
31,038,045
32,913,350
34,960,449
36,488,228
36,616,033
35,218,432
32,749,668
35,042,654
35,168,665
39,137,549
40,706,217
47,699,798
50,368,726
57,343,592
67,481,523
74,563,161
79,977,573
87,129,434
103,748,672
107,304,143

81
81
81
78
81
71
71
77
74
76
74
72
71
72
73
70
72
70
70
71
69
69
67
65
65
67
69
68
70
74
75
69
70
73

1
6
5

1878

1879..

4
2

1880

0

1881

1882

9

1

1883

3

1884

5

1885

5

1886

1887..

4

1

1888

1889 ;

1890

1891..

7
6
2
5

1892..

5

1893

3

1894

7

1895 .

9

1896

3

1

1898.

5

1900

1901 •

1902

1903

1904..

3
4
0
3

2
4

2

1906 .

0

1907

1908

7
0

It was thought desirable to ascertain the specific cost of snow clearing for at least
one year, since that is an expense which railways in Canada find exceedingly burden-
some. It is far from being a constant item, and in years marked by heavy snowfalls
the indirect cost arising out of the stoppage of traffic probably equals the direct. The
winter of 1907-8 was comparatively free from severe storms, and yet the direct expense
of handling snow amounted to $993,694.55.

EQUIPMENT.

The returns with respect to equipment reveal a substantial increase in motive
power and cars during the year. Following are the facts: —

Locomotives. .
Freight cars. .
Passenger cars

1907.

3,504

107,407

3,642

1908.

3,872

115,709

4,026

Increase,

368

8,802

384

RAILWAY STATISTICS

25

SESSIONAL PAPER No. 20b

The 3,872 locomotives were assigned to the following services :-

Passenger

Freight. . .
Switching

1907.

964

2,206

334

1908.

1,122

2,392

358

Increase.

158

186

24

This motive power was equivalent to 169 locomotives for every 1,000 miles of
line as compared with 156 for the preceding year. In the passenger service there was
one locomotive for every 30,343 passengers carried, as against 33,337 in 1907. In the
freight service there was one locomotive to every 26,368 tons of freight hauled, as com-
pared with 28,951 for the year previous. These figures show an encouraging increase
in available motive power for passenger and freight service. The returns also make
it clear that the tractive power of locomotives added during the year was considerably
above the average which had previously obtained.

The number of passenger miles per passenger locomotive was 1,855,580, and the
number of ton miles per freight locomotive, 5,418,692. As compared with 1907 these
items show an increase of 270,509 in passenger miles, and 120,545 in ton miles per
locomotive.

The number of passenger ears in service during the year 1908 was 4,026, an
increase of 384 over 1907. The comparative statement in this regard is as follows: —

First class

Second class

Combination

Emigrant

Dining

Parlor

Sleeping

Baggage, Express and Postal
Other

Total .

1907.

1,300
472
405
272
105

63
212
782

31

3,642

1908.

1,493
487
422
303
114

63
236
873

35

4,026

Increase.

193

15

17

31

9

24

91

4

384

The cars available for freight service showed a betterment of 8,302. Comparing
1908 with 1907, the following result is given: —

1907.

1908.

Increase.

Box

68,149

20,477

4,817

10,358

132

1,917

1,557

72,863

21,759

5,047

11,616

197

2,423

1,804

4,714

Flat

1,282
230

Stock .

Coal

Tank

1,258
65

Refrigerator

Other

506
247

Total

107,407

115,709

8,302

26

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909;

In addition to the foregoing the'i*6 were 7,180 cars in the service of railway com-
panies, consisting of pay, gravel, derrick, caboose and other cars. Combining all
classes of cars — passenger, freight and companies' — the grand aggregate was 126,915.
The total number of 115,709 cars in freight service would represent an average of
6,039 per 1,000 miles of line. Last year companies' cars were erroneously included
with the available equipment. Excluding them, the supply of freight cars for 1907
was equal to an average of $4,783 iper 1,000 miles of line ; so that there was an increase
in 1908 of 256 cars per 1,000 miles of road.

Having regard to the fact that the volume of freight business in 1908 was 794,968
tons below that of 1907, the increase in equipment above indicated may be viewed
with satisfaction. The car situation in 1908 was reflected in the monthly bulletins of
the American Railway Association, which had reference to Canadian lines con-
trolling over 100,000 freight cars. On November 27, 1907, a shortage of 4,702 cars
had been reported. From that date onward there was a steady accumulation of cars
on sidings, until on April 29 last an actual surplus of 17,466 cars of all classes was
returned. On June 24 the excess stood at 11,998 cars.

By a simple calculation it will be seen that the freight traffic of 1908 was equal
to a service of 545 tons per car. This was 49 tons below the average for 1907.

It is most important, however, to take account of the capacity of cars as well as
their number. The returns in 1907 were incomplete. Nevertheless, 105,540 cars gave
a total carrying capacity of 2,908,903 tons, representing an average of 27-56 tons per
car. For 1908 the capacity of 115,867 cars was reported at 3,277,394 tons. These
figures give an average of 28-28 tons per car; or a betterment of -72 for the year.

Comparing the returns of 1907 and 1908 with respect to capacity, the following
result is given: —

1907. 1908.

Number.

Capacity \ dumber,
in tons. 1

Capacity
in tons.

Box ; . . .

Flat

66,934

20,118

4,731

10,060

132

1,745

1,820

1,848,980

535,167

122,550

291,638

2,632

48,745

59,200

72,862

21,781

5,047

11,616

197

2,423

1,941

2,048,227
592,496

Stock

1.33,578

Coal

362,233

Tank

4,000

Refrigerator

69,000

Other

67,410

Total

105,540

2,908,903

115,867

3,277,394

In measuring the available car supply, it must always be remembered that the
normal number of cats undergoing repairs is about 5-02 per cent. This, on a total
of 115,709 freight cars, would mean that at least 5,808 cars may be assumed to be in
the shops at all times. The percentage of shop cars reached 9-5 per cent at one time
in 1908.

Tables 13 and 14 will afford considerable information in detail with regard to
the car supply of the various reporting lines.

RAILWAY STATISTICS 27

SESSIONAL PAPER No. 20b

TEAIN, CAR AND LOCOMOTIVE MILEAGE.

The total train mileage for 1908 was 78,637,526, an increase of 3,521,761 over
1907. Comparing the two years, the result is as follows: —

1907.

1908.

Increase.

Passenger trains

Freight « ■ ■ ■

30,220,461

39,923,890

.5,971,414

75,115,765

31,9.50,349

40,476,370

6,210,807

1,729,888
552,480

239,393

Total

78,637,526

3,521,761

Detailed information with regard to the above summary will be found in Table 11.
Eollowing is a sixtnmary of train and locomotive mileage since 1875.

Year.

1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Passenger
Trains.

Freight
Trains.

206.353
837^461
271,980
225,327
987,919
312,168
298,957
074,891
651,427
315,694
511,455
214,131
838,993
859,684
900,483
362,870
987,647
237,093
8.59,978
542,860
332,276
840,615
2.37,974
305,603
093,378
922,098
115,472
104,036
095,705
502,876
428,018
071,648
220,461
,950,349

10,910,181
9,616,148
11,403,517
9,981,786
6,510,636
10,77.^,380
15,163,634
15,638,013
16,123,3o7
15,710,630
16,382,553
15,914,127
17,997,819
20,651,834
20,739,391
22,428,249
23,592,370
24,399,014
23,220,761
21,42.3,496
19,939,699
23,299,776
23,595,000
26,868,366
26,922,348
24,662,906
23,888,302
24,891,813
28,840,434
28,278,310
34,372,998
39,045,168
39,923,890
40,476,370

Mixed
Trains.

1,563,644
2,650,019
1,775,316
3,462,334
7,068,4.50
4,157,292
2,099,487
2,375,393

10,951,424
4,254,595
4,729,681
5,182,557
4,539,900
4,763,318
5,179,506
5,058,210
4,819,161
4,812,361
5,305,214
5,803,673
5,389,915
5,-354,181
4,947,877
4,514.424
5,199,481
9,592,867

10,345,620
9,734,007
9,446.781
9,530,816
6,133,098
5,606,666
5,971,414
6,210,807

Total Train
Mileage.

17,680,178
18,103,628
19,450,813
19,669,447
20,731,689
22,427,449
27,301,306
27,846,411
37,416,092
29,758,676
30,623,689
30,481,086
33,633,748
37,391,206
38,819,380
41,849,329
43,399,178
44,448,468
44,385,953
43,770,029
40,661,890
44,500,602
45,780,851
50,688,283
52,215,207
55,177,871
53,349.394
55,729,856
60,382,920
61,312,002
6.5,934,114
72,723,482
75,11.5,765
78,637,526

Engine
Mileage.

19,633,026
21,001,052
22,231,840
24,091,600
24,735,862
26,575,969
34,265,003
33,374,847
47,688,528
37,390,874
38,749,234
37,359,499
43,276,468
46,489,229
47,708,138
49,512,630
56,950,343
56,994,253
57,587,382
57,401,514
51,339,885
55,786,960
54,729,490
60,103,944
64,582,807
67,712,2.52
68,621,424
70,275,615
77,178,493
80,508,064
84,335,732
94,180,788
100,154,966
100,622,241

28 DEPARTMENT OP RAILWAYS AND 0ANAL8

8-9 EDWARD VII., A. 1909

The following table shows the earnings per freight train mile and per ton since
1875 :—

Year.

1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908

Freight
Earnings,

12,
12,

11,
13,
12,
15,
18,
17,
21,
20,
19,
21,
24,
26,
26,
29,
30,
33,
32,
29,
29,

32:

33

38,
40,
45,
46,
53,
63,
64,
68,
81,
94,
93,

073,570
211,158
321,264
129,191
509,093
506,935
666,982
729,945
320,208
763,243
962,058
183,967
581,047
410,084
671,049
921,788
548,645
230,121
935,028
982,482
545,490
368,082
522,102
508,175
101,036
643,699
665,103
986,672
089,448
673,919
203,320
433,115
995,087
746,655

Freight Train ^^™^„^^ °^

Mileage.

12,473,825
12,266,167
13,178,833
13.444,120
13,579,086
14,932,672
17,263,121
18,013,406
27,074,761
19,965,225
21,112,234
21,096,684
22,537,719
25,415,152
2.0,918,897
27,486,459
28,411,531
29,211,375
28,525,975
27,227,169
25,-329,614
28,653,957
28,542,877
31,382,790
32,121,829
34,2.55,773
33,233,922
34,625,820
38,287,"^15
37,809,126
40,506,096
44,651,834
44,895,304
46,687,177

Tons.

5,670,837
6,331,757
6,859,796
7,883,472
8,348,810
9,938,858
12,065,323
13,575.787
13,266,255
13,712,269
14,659,271
15,670,460
16,356.335
17,172,759
17,928,626
20,787,469
21,753,021
22,189,923
22,003,599
20,721,116
21,524,421
24,266,825
25,300,331
28,785,903
31,211,753
35,946,183
36,999,371
42,376,527
47.373,417
48,097,519
50,893,957
57,966,713
63,866,135
63,071,167

Earnings

per

Train Mile.

Average
Earnings
per Ti'D
Carried.

$ cts.

968
995
859
977
921
038
081
984
787
039
946
004
091
039
029
089
075
138
155
101
160
130
174
227
248
332
363
559
648
711
684
824
116
008

$ cts.

129
928
650
665
498
560
547
305
607
514
371
351
502
537
487
439
404
502
496
446
372
333
324
340
284
269
261
273
331
344
340
405
472
486

The mileage of loaded freight cars in 1908 was 748,924,820 miles. This mileage
was divided as follows :— North or East, 400, 494, 410 ; South or West, 348, 430, 410.

The mileage of empty freight cars was 284,944,529 miles, of which 157,823,627
were North or East, and 127,120,902 South or West.

The combined mileage of loaded and empty freight cars reached the total of
], 033,869,349 miles. Statistics with respect to car mileage were not available until
1908; so that comparisons with previous years cannot be made.

It will be observed, however, that the heavier movement of loaded cars was
easterly. Singularly, too, the mileage of empty cars was reported as being larger in
that direction. This, to say the least, is obviously inconsistent, and points to an
indifferent treatment of the car mileage schedule by the railways as a whole.

The locomotive mileage for 1908 amounted to 100,622,241 miles, as compared
with 100,154,966 in 1907. That the engine mileage was largely in excess of the total
train mileage shows the extent to which — as also in the hauling of empty cars — rail-
ways are required to use motive power for purposes which do not yield a direct
revenue.

RAILWAY STATISTICS

29

SESSIONAL PAPER No. 20b

FUEL CONSUMED BY LOCOMOTIVES.

The cost of fuel for locomotives ranks next to salaries and wages in the operating
expenses of railways. It reached the total of $17,718,468.24 in 1908.

In volume the aggregate consumption of fuel in 1908 amounted to 5,970,791 tons,
as compared with 5,608,954 tons in 1907. Following are the details: —

Class of Locomotive.

Coal.

Wood.

Total Tons
of

Fuel.

Miles run.

Fuel
consumed

Anthracite.

Bituminous .

Hard.

Soft.

per
100 Miles.

Freight

Tons.

Tons. Cords.

3,306,499 I 176
1,440,057 216

Cords.

23,391

10,699

3,267

4,879

.3,318,283

42.291.082

Tons.

7-84

1,404

2,684

334

415

1,446,919 1 30,504,171
350,921 7,410,971
598.092 14.941.179

474

Mixed

Switching

346,463
595,318
255,185

282
2
1

4-73
400

Construction

1,831 256,576

5,474,838

4-69

Total

4,837

5,943,522

677

44,067

5,970,791

100,622,241

Two cords of wood calculated as one ton of fuel.

The average cost of fuel in 1908 was $3.19 per ton. The consumption per 100
miles is shown to have been slightly larger for all classes of locomotives than in 1907,
the comparison being as follows: —

1907.

1908.

Locomotives.

Total Tons

of

Fuel.

Miles run.

Fuel
consumed

per
100 Miles.

Total Tons

of

Fuel.

Miles run.

Fuel
consumed

per
100 Miles.

Freight

Passenger . .

Mixed

Switching

Tons.

3,194,510

1,331,178

303,549

557.576

223,141

Miles.

43,824,909
29,110,258

7,492,278
14,816,272

4,911,249

Tons.

7-29
4-57
405
376
4-54

Tons.

.3,318,283

1,446,919

350,921

598,092

256,576

Miles.

42,291,082
30,504,171

7,410,971
14,941,179

5,474,838

Tons.

7-84
4-74
4-73
4 00

Construction . . .

4-69

Total

5,608,954

100,154,966

5,970,791

100,622,241

ACCIDENTS.

The returns of accidents for 1908 show that 449 persons were killed and 2,347
injured. As compared with 1907 the fatalities were 149 less, while the number of
persons injured was greater by 195. Divided into classes, the result is as follows : — •

30

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Passengers

Employees

Trespassers

Non-trespassers

Postal clerks, expressmen, &c
Other persons

Total

Killed.

1907.

No.

70
249
195

70
3

11

598

1908.

No.

28

224

156

22

16

3

449

Injured.

1907.

No.

352

1,12G

125

454

2,152

1908.

No.

345

1,793

120

59

3

27

2,347

These figures indicate that during 1908 one passenger in every 1,215,893 was
killed, and one in every 98,681 was injured. In the preceding year there was one in
every 459,104 killed, and one in every 91,299 injured.

In 1907 one passenger was killed for every 431,721 miles run by passenger trains,
and one was injured for every 85,853 miles run. In 1908 one passenger was killed for
every 1,141,084 miles run, and one injured for every 92,609 miles run; so that an
encouraging betterment took place in this regard during the past year.

Comparing 1907 and 1908 the causes of accidents to passengers are summarized
as follows: —

Collisions

Derailments , . .

Parting of trains

Falling from trams, &c,

Jumping on or off

Struck at highways. . .

II stations

II other points.
Other causes

Killed.

1907.

1908.

26

2

21

8

"2

"'e'

10

6

4

4

3

2

3

1

Injured.

1907.

1908.

93

88

127

131

3

1

36

20

38

50

n

3

1

44

5

1

49

There were 224 employees killed in 1908, and 1,793 injured — a decrease of 25 in
those killed and an increase of 195 in those injured, as against 1907. Among those
included in the above figures were 16 postal *clerks, expressmen and Pullman car
employees killed and 3 injured, who, while not employed by the railways, were
employed on the railways.

These facts point, among other things, to the exceedingly hazardous nature of
employment in connection with railway operations. In 1908 there were 100,739 persons
employed on the railways of Canada, apart from those in the offices; so that one in
every 449 was killed, and one in everv' 56 injured. The toll was, of course, much
heavier in the case of trainmen — those who were directly concerned with the running
of trains, such as enginemen, firemen, conductors and brakemen. Of these there were
18,300 in the railway service in 1908, and one in every 168 was killed, and one in
every 23 injured.

RAILWAY STATISTICS

31

SESSIONAL PAPER No. 20b

By classes of employees the accidents during 1907 and 1908 were divided as
follow : —

Killed.

Injured.

1907.

1908.

1907.

1908.

Trainmen

Trackmen

149

53

7

3

9

""'28

109
36
11

4
11

2
51

781

104

47

3

16

3

167

780
307

Switch tenders, watchmen, &c

Station men

40
66

Shopmen

284

Telegraph employees

4

Other employees , , .

312

Total

249

224

1,126

1,793

Of the total number of fatal accidents to employees, 22 were from causes other
than those resulting from the movement of trains, locomotives and cars, and affected
'1 trackmen, 1 station man, 6 shopmen and 11 other employees. There were 682 injured
in the same way, of whom 196 were trackmen, 45 station men, 251 shopmen, and 190
other employees.

With respect to the causes of accidents to employees resulting from the movement
of trains, locomotives or cars, and comparing 1908 with the preceding year, the facts
are as follows ■ —

Killed.

1907. 1908

Coupling or uncovipling

Collisions

Derailments

Parting of trains

Locomotives or cars breaking down.

Falling from trains, &c

Jumping on or off

Struck by trains, &c

Overhead obstructions

Other causes

34
46
12

2

1
32

7
85

2
28

20
25
15

1

1
32

8
81

3
16

Injured.

1907. 1908,

141
135

56

16

6

186

66
130

13
377

183

80

60

11

16

185

108

116

14

310

Measuring the hazard of those who are in the employ of railways by train mileage,
it may be said that in 1908 one employee was killed for every 351,060 miles run by
trains of all classes, and one injured for every 43,858 miles. Applying this test to
trainmen, of whom 109 were killed and 780 injured during the year, the result is one
killed for every 721,455 miles run, and one injured for every 100,817.

The running of railway trains, however, brings death and injuries to other than
railway employees and passengers. In 1908 there were 156 trespassers killed and 120
injured. Of non-trespassers 22 were killed and 59 injured. Of the trespassers who
were killed 107 came to their death at various points along the track, while 16 lost
their lives in attempting to get on or off trains or cars. These were for the most part
tramps and wayfarers, who passed down into nameless graves. It is most significant

32

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

that 10 trespassers were killed and 7 injured at public crossings. Last year 21 lost
their lives in the same way and 67 were injured. They are the imprudent people who
attempt to cross tracks, or pass under or over cars, when the guard gates are down.

Of the 22 non-trespassers who were killed and 59 injured during the past year,
15 lost their lives and 40 were injured at highway crossings. These figures show a
decrease of 6 in the killed and 27 in the injured as compared with 1907.

At this point there is a conflict of testimony. A special schedule was submitted
to the railways in 1908, with the end in view of specifically ascertaining what propor-
tion of the accidents happened at rural and at urban crossings. An urban crossing
was defined to be in cities and towns, while those in villages were included with the
rural. The answers to this special schedule do not agree with those given in the
ordinary schedule. They give the following result: —

KiUed . .
Injured

Urban
Crossings.

30
35

Rural
Crossings.

21
33

Total.

51

68

It would appear that the danger bears a more or less fixed relationship to the use
made of crossings, since the accidents in 1908 at urban intersections were in excess
of those which happened at rural points. This form of inquiry will be continued, in
order that the facts for a series of years* may be got together.

Another special schedule was issued during the year in relation to level crossings,
the direct purpose of which was to learn definitely the number of such crossings in
the Dominion and their character. The facts are as follow : —

Level crossings — guarded 3,115

" " —unguarded 11,884

Total 14,999

Applying the test of averages to these figures, and bearing in mind that during
the year 10 persons were killed and 7 injured at protected crossings, it would appear
that one person was killed for every 311-5 and one injured for every 445 protected
crossings; while one person was killed for every 289-8 and one injured for every 194-8
unprotected crossings. In 1907 there were 21 persons killed at protected crossings.

The whole question of safety in railway travel is attracting more and more atten-
tion as the facts in relation to accidents accumulate. Last year the question of broken
rails was dealt with in this report at some length, and, since the situation in that
regard was not materially altered during 3908, it is not considered necessary to go
over the ground again. Another phase of the problem has been treated, namely, the
general installation of improved signal methods as a preventive measure. Mr. John
Murphy, Electrical Engineer of the Department of Railways and Canals and also of
the Railway Commission, was asked to make certain definite investigations and to
report the result thereof. He has done so, and his statement of facts will be found
as Appendix B to this report. It is given without comment at this stage of the
inquiry.

As to whether or not absolute immunity from accidents can be secured, must

RAILWAY STATISTICS

33

SESSIONAL PAPER No. 20b

always be a matter of speculation. If every individual identified with the running
of trains did his duty — if there were neither carelessness nor blundering — and if the
roadbed, rails and equipment were perfect, it would seem that casualties could not
occur. The deplorable loss of life .nnd limb which goes on every year appears insepar-
able from the business of railroading. Since, however, the failure of the human factor
is in some way responsible for practically all accidents, it becomes a question of the
first importance to determine, if possible, to what extent automatic devices may be
made to place a check on the forgetfulness or mistakes of individuals upon whose
actions safety depends. That casualties may, under favourable conditions, be pre-
vented is clearly demonstrated by the experience of the Government railway system
in Xew South Wales. From the report of the Chief Commissioner for the year ended
June 30, 1908, the following is taken: —

' Additional safety appliances and improvements have been made at various places,
and every reasonable precaution has been taken to insure safe working, but much
requires to be done in the interlocking of points and signals at many of the larger
stations, and provision is being made to proceed with these improvements within the
current financial year. In this connectioon, it may be stated that during the past
seven years, 258,620,836 passengers have been carried, and only one member of the
travelling public was fatally injured owing to accidents to passenger trains.'

"When a statement like that is contrasted with the fact that during the same period
of seven years 246 passengers were killed by the railways of Canada, out of 185,890,297
carried, the inference is unavoidable that there may have been some connection between
the facts set forth in the first sentence of the quotation and those in the second. In
other words, that safety appliances in New South Wales were effective, while the
absence of them in Canada in a measure led to melancholy results.

The following table will afford further information with regard to accidents: —

Year

Passengers.

Employees.

Others. Total.

Passengers.

Killed.

20
37

11
13
14
11
12

9
11

7

5
20

7
16
19
53
25
35
16
70
28

Injured.

70

103

52

105

43

57

64

47

62

70

72

119

131

134

177

258

232

244

231

352

345

Killed.

107

89

83

65

110

72

67

51

46

76

98

119

123

118

146

186

192

206

1.S9

249

224

Injured.

619
637
682
582
697
331
521
489
446
579
862
SS2
941
970
930
956
214
920
893
1,126
1,793

Killed.

Injured.

Killed.

Injured.

One

killed

in every

One
injured
in every

1888

1889

1890. ..

1891. . ..

1892

1893

1894

1895

1896

1897

1898

1899

1900

1901

1902

1903. ...

1904

1905

1906

1907

1908

104
84
124
118
109
133
132
127
104
130
167
145
195
183
165
181
178
227
206
268
197

86
135
101
131
139
120
107
122
111
158
163
184
245
213
221
239
259
193
241
220
209

213
210
218
193
233
216
211
187
161
213
270
284
325
317
330
420
395
468
361
587
449

775

875

835

818

879

708

694

658

619

807

1,097

1.185

1,317

1,317

1,328

1.-153

705

1,357

1,365

1,698

2,347

534,931

328,408

1,165,569

1,017,120

966,672

1,238,002

1,205,208

1,554,175

1,346,400

2,310,191

3,688,809

956,668

3.071,45

1,149,108

1,088,419

417,900

945,630

722,535

1,749,361

459,104

1,215,893

152,837
117,971
246,562
125,929
314,730
238,912
225,976
297,608
238,877
231,019
256,167
160,784
164,123
137.207
116,836
8.5.848
101,899
103,642
121,168
91,299
98,681

Details by railways will be found in Table ISTo. 16.
20b— 3

34

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

KAILWAY EMPLOYEES.

On June 30, 1908, there were 106,402 persons employed by the railways of Canada,
as compared with 124,012 in 1907. Of these 708 were not classified. These figures
show a reduction of 17,600 in the staff during the year, which is all the more surprising
when set over against the fact that the wages bill was larger by $1,657,114 than for
1907. The returns do not in themselves explain the causes which operated to bring
about this reduction of 14-2 per cent in the numiber of employees; but several facts
disclosed by the statistics for the past year throw a strong light on the situation.

On June 30, 1907, the railway business in Canada was active beyond precedent.
The volume of traffic was growing rapidly. In the autumn, however, there came
evidences of slackness. When the movement of grain had been minimized by winter
conditions, cars began to accumulate in the yards and sidings; so that by April, 1908,
there was an unparalleled surplus. The facts in this regard are dealt with under the
head of ' Equipment.'

Meanwhile, a steady advance in wages had taken place, as the details of operating
expenses show. Then commenced a cutting down of the working staif. It is a fair
deduction from the data at hand, however, that this did not take place until near the
close of the railway year. The total number of hours worked, and the aggregate of
wages paid, strongly support this view. In fact, no other conclusion can be deduced
from the facts at hand.

The number of employees by classes, in 1907 and 1908, was as follows: —

General Officers

Other ..

General clerks

Station agents

Other station men

Enginenien

Firemen

Conductors

Other trainmen

Machinists

Carpenters

Other shopmen

Section foremen

Other trackmen

Switch tenders, &c

Telegraph operators . . . ,

Employees, floating equipment
All other employees

1907.

Total .

.336

461

4,214

2,586

11,829
4,351
4,760
2,911
8,261
2,486
3,215

12,579
3,903

30,614
2,364
2,987
5,426

20,779

124,012

1908.

318
526
4,795
2,522
8,908
3,868
4,206
2,719
7,507
2,759
3,190

•11,873
4,017

20,068
1,849
2,686
7,273

17,318

106,404

Increase

or
Decrease.

18

65

581

14

2,921

483

554

192

754

273

25

706

114

10,546

515

301

1,847

3,461

17,608

RAILWAY STATISTICS

35

SESSIONAL PAPER No. 20b

The distribution of the total wages bill for the year, compared at the same time
with the figures for 1907, gives the following result: —

General administration

Maintenance of way and structures,

M equipment

Conducting transportation

Undistributed

Total .

376,607

TAXATION OF EAILWAYS.

The railways of Canada paid $1,309,399.70 in taxes during the ye.ir 1908. This
sum was divided as follows: —

Ad valorem tax $ 387,465 48

Specific tax 921,934 22

Total $1,309,399 70

The ad valorem tax \\as levided by municipalities, and the specific by the pro-
vinces. Special inquiries were made during the year to ascertain the basis of taxation
adopted by the various provinces, and the facts arc as follow: —

Ontario.- — Section 6 of ' An Act to Supplement the Eevenues of the Crown,'
assented to on April 14 last, provides:

' Every company owning, operating or using a railway shall pay a tax of $60 per
mile for one track, and, where the line consists of two or more tracks, of $20 per mile
for each additional track, owned, operated or used in any organized county; and of
$40 per mile for one track, and, where the line consists of two or more tracks, of $10
l^er mile for each additional track, in territoiy without county organization; provided
that a company owning, operating or using a railway which, eiMiiM' by itself i->r in
conjunction with any other railway leased by it or to which it is leased or with which
it is amalgamated or together with which it forms one system does not exceed 150
miles in length from terminus to tei*minus, shall in lieu of the said tax pay a tax of
$35 per mile for one track and, whei'e the line consists of two or more tracks, of $5
per mile for each additional track, and where the railway or system does not exlceed
30 miiles in length from termimis to terminus a tax of $10 -pev mile for one track and
$5 i->er mile for each additional track.

' Every company owning, operating or using a street railway or part thereof in a
city for carrying passengers shall pay for each mile of track within the city a tax of :
(a) $20 when such mileage does not exceed 20 miles ; (h) $35 when such mileage
exceeds 20 miles but does not exceed 30 miles; (c) $45 when such mileage exceeds 30
miles but does not exceed 50 miles, and (d) $60 when such mileage exceeds 50 miles.
The mileage shall be computed on the single track, each mile of double track being
20b— 3^

36 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

counted as two miles of single track; but in calculating the mileage switches or
sidings, tracks into car stables or car sheds, Y's and curves laid at street corners and
portioiis of track not in general use for passenger traffic shall not be counted.'

The municipalities also impose taxes on railways in Ontario.

Quebec. — Section S of ' The Act to Impose Taxes on Commercial Corporations,
&c.,' reads:

' Every railway company owning, operating or using in whole or in part in this
province, a steam or electric railway, shall pay upon each main line thirty dollars per
mile for one track, and, where the line consists of two or more tracks, fifteen dollars
per mile for each additional track owned, operated or used as aforesaid; upon each
branch line twenty dollars i>er mile for one track, and wJioro the line consists oi two
or more tracks, ten dollars per mile for each additional track.'

A municipal tax also exists in the province of Quebec.

Nova Scotia and New BrunstvicJc. — In neither of these provinces are railways
subject to any form of taxation.

Manitoha. — Section 5 of the Act relating to Railway Taxation enacts :
' In order to supplement the Revenue of the Crown in the province of Manitoba
every railroad company at present owning or operating, or which may hereafter own
or operate, any line or lines of railroad within the said province shall annually pay
to the Crown in the province a part or portion of the gross earnings of such railway
companies in the province of Manitoba as follows : — In and for the year 1900, 1901
and 1902, two per cent of the gross earnings of such companies. In each and every
year after the year 1902 such sums as may be determined by the Lieutenant-Governor-
in-Council, not exceeding, however, three per cent of the gi'oss earnings of the
companies.'

Saskatchewan. — Section 3 of the ' Act respecting the Taxation of the Earnings
of Railway Companies ' provides as follows : —

' Every railway company at present owning or operating or which may hereafter
own or operate any line or lines of railway situated or partly situated within Sas-
katchewan shall during the year one thousand nine hundred and eight and annually
thereafter pay to the Cro^\^l in this province such part or portion of its gross earnings
derived from the said line or lines of railway or such portions thereof as are within
Saskatchewan as may be determined by the Lieutenant-Governor in Council not to
exceed the following: — (a) In respect of that part of the railway or branch of railway
in operation for seven years or more three per cent of the gross earning-s derived from
the operation of the same; (fe) In respect of that part of the railway or branch of
railway in operation for five years or more and less than seven years one and one-half
per cent of such gross earnings; Provided that no tax shall be payable hereunder on
tlie gross earnings of any railway or branch thereof until such railway or branch has
been in operation for five years.'

Alberta. — Although the specific terms of legislation on the subject are not avail-
able, it is apparent that a specific tax of about $120 per mile is imposed. For the past
year a mileage of 571:45 paid to the province $fi8,490.51 in taxes. For the pin-poses of
this measure the valuation of railways within the province of Alberta was fixed at
$11,985-34 per mile.

RAILWAY STATISTICS

37

SESSIONAL PAPER No. 20b

ELECTRIC I^A^ILA^TA^YS.

The mileage of electric railways in the Dominion was increased during the year
1908 from 814-52 to 992-03— a gain of 177-51 miles. Four reporting lines were added
since 1907, bringing the number up to 53.

On June 30, 1908, the total paid-up capital was shown to be $87,903,231, as against
$75,195,475 in 1907— an increase of $12,707,756. A comparison with 1907 of the items
making up the aggregate of capital gives the following result: —

Ordinary shares.
Preference 't

Bonds

Other sources ...
Subsidies

1907.

.39,251,746
4,240,000

28,459,5.37

2,707,439

636,744

1908.

45,425,558
4,869,708

33,859,651

3,254,968

493,346

Total 75,195,475 | 87,903,231

Of the aid alluded to above $118,400 came from the Dominion, $306,945.50 from
the provinces and $151,000 from municipalities. The difference in the item of sub-
sidies, as between 1907 and 1908, is accounted for by the unpaid sums excluded from
the latter year.

The floating debt on June 30, 1908, amounted to $5,363,319.70, as against $7,567,-
024.90 in 1907.

Passenger

Freight . . .

Mails and express .
Other sources

12,013,421

344,367

41.951

233,190

13,2.33,724
346,021
54,883
372,421

Total

12,630,430 14,007,049

The operating expenses amounted to $8,695,879.91 — an increase of $958,628.14
over 1907. The items making up this total, compared with the preceding year, were
as follow: —

Way and buildings . .

Motive power

Maintenance of cars .
General

Total.

1908.

912,929
1,803,723
1,118,925
4,860,303

8,695,880

38

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909'

The proportion of operating expenses to gross earnings was 62-08 ,an increase of
• 83 over the result for the preceding year.

The net earnings of $5,311,169.57 showed a betterment of $412,515.99, as com-
pared with 1007. This result was equal to 6-04 per cent on the total capital.

The public service of electric railways in 19C8 was shown in 299,099,309 pas-
sengers and 732,475 tons of freight carried. As compared with 1907 these figures show
an increase of 26,099,905 passengers and 252,744 tons of freight. The car mileage
totalled 56,904,881 miles, of which 56,412,035 were made by passenger cars and 552,846
by freight cars. Thei'e were also 303,391 miles made by locomotives.

The equipment of lines was bettered during the year by the addition of 237 cars,
of which 178 were of Canadian and 59 of foreign manufacture.

A comparison of the niunber of employees in 1907 and 1908 shows the following
result : —

Staff officers . . .

Clerks

Conductors

Motormen

Other emploj-ees
Total employees.
Total pay list . . .

1907.

1908.

190

172

483

570

2,394

2,592

2,252

2,459

3,712

4,161

9,031

9,954

$5,291,585

$5,757,578

It will be seen that the number of employees was increased by 923, and the total
pay-list by $465,993. The aggregate of salaries and wages was equal to 66-21 of the
operating expenses.

The returns of accidents for the year show 67 persons killed and 1,883 injured —
a decrease of 4 in the number killed and an increase of 147 in the numljer injured as
compared with 1907. Of the killed, 18 were passengers, 6 employees and 43 classified
as ' others.' Of the injured, there were 1,156 passengers, 188 employees and 539 others.
Comparing 1907 and 1908, the result is as follows:- —

Passengers
Employees.
Others. . . .

1907.

Killed.

27

7

37

Injured.

988
216
532

1908.

Killed.

Injured.

18

1,156

6

188

42

539

RAILWAY STATISTICS

39

SESSIONAL PAPER No. 20b

The causes assig^ied for the accidents during 1908 were: —

Fell from cars

Jumping on or ofif cars

Working near track

Arms or heads out of windows .

Coupling cars

Collisions or derailments

Struck at highway crossings

On track

Striking bridges

Other causes

Total.

67

Injured.

5

65

6

911

0

1

1

10

0

5

3

164

30

114

15

136

0

3

7

474

1,883

The following is a digest of facts relating to electric
during the years since 1901 : —

railways in the Dominion

40

DEPARTMENT OF RAILWAYS AND CANALS

8-|9 EDWARD VII., A. 1909

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1

RAILWAY STATISTICS 41

SESSIONAL PAPER No. 20b

For the year 1909 new statistical schedules and classifications have been adopted^
which will secure two desirable results : First, a uniform method of accounting, and
second, uniformity of electric railway statistics as between Canada and the United
States.

I have the honour to be, Sir,

Your obedient servant,

J. L. PAYNE,

Com-ptroller of Railway Statistics.

42 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table I. — Showing Location of Steam Railways of the Dominion of Canada, June 30,

1908.

Name of Railway.

Description.

Alberta Railway and Irrigation

Co :

Albert Southern

Algoma Central and Hudson Bay

Atlantic, Quebec and Western. . .
Baie des Chaleurs in Atlantic and

Lake Supei-ior System

Bay of Quinte Railway

From Lethbridgc, in District of Alberta, N.W.T., to
Coutcs, on International boundary, 4 ft. Sh in. gauge
Also third rail for 20 miles, making a gauge of 3 ft.
Stirling to Cardston

Harvey Branch .Junction to Alma, N.B

Harvey Branch, Albert, to Harvey Bank, N.B

Sault Ste. Marie to Chipi5ewa — Main line

Branch — Michipicoten to Helen Mines

Josephine Junction to Josephine Mine

82 miles under construction.

Bedlington and Nelson

Beers ville Coal and Railway Co. .

Brandon, Saskatchewan and Hud

son Bay

Bessemer and Barry's Bay.
British Yukon

Buctouehe and Moncton

Brockville, Westport and North
Western

Bruce Mines and Algoma..

Canada Atlantic, including
Ottawa, Arnpi'ior and Parry
Sound Railwaj', now in Grand
Trunk System

Central Counties (

Leased to Canada Atlantic . . t
Canadian Northern

Distance.

Miles. I Total.

64-61

47-21

16-00
300

69-35
10-29
1000

Metapedia Station on I.C.R. to Paspebiac, 100 miles.

Deseronto to Bannockburn

M west of Deseronto

Yarker to Sydenham -

International boundary at Port Hill to Jet. Can. Pac.
Ry. at Creston, and from Jet. with C. P. R. at
Sirdar to Kuscomok

Leased — Wilks to Sirdar Junction

From Adamsville to Mount Carlyle

International boundary at Bannerman to Brandon,
Man

White Pass to White Horse Spur, B.C., and Branch

to White Horse

Moncton,on Intercolonial Railway, to Buctouehe, N.B.

Brockville to Westport, Ont . . .

Town of Bruce Mines to Rock Lake Mine .

City of Ottawa to Junction with Grand Trunk at La-
colle and U. S. boundary. Crosses the St. Lawrence
at Coteau by bridge. Connects with Grand Trunk
Railway at Coteau and Lacolle, and Ottawa to
Depot Harbour, Lake Huron, near Parry Sound . . .

From Glen Robertson, on Canada Atlantic, to
Hawkesbury, Ont

South Indian, on Canada Atlantic, to Rockland

Port Arthur to Rainy River

International boundary to Winnipeg

Beaver to Edmonton

Branches — Stanley Junction to Gunflint Lake

.1 Carman Junction to Somerset

11 Neepawa Junction to McCreary Junction

11 Gilbert Plains Junction to Prince Albert ,

11 Sifton Junction to Winnipegosis

11 Emerson to South Junction

•1 Winnipeg Transfer Track

M Rossburn Junction to Rossburn

11 Greenway to Adelpha _. . . . .

11 Arizona Junction to Brandon Junction. . .

11 Brandon Junction to Carborry

11 Oak Point Junction to Oak Point

11 Hartney to Virden

11 Battleford to Battleford Junction

7600

2-00

11-37

111 82
1900

89-64
20 00

100- 00

89-37

23-97
8-67
8-63

69 4.5
5-00

90 32
32 00

45 00

17-28

396-41

38 49

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

Table showing Location of Railways, &c. — Continued.

43

Name of Railway.

Canadian Northern — Con.

Canada Coals and Railway Co.

formerly Joggins

Canada Southern

Leased

Canada Eastern, now included in
Intercolonial Railway

Canadian Pacific :

Owned

Montreal and Western .

Brockville and Ottawa Railway. .

Description.

Branches -

-Edmonton Junction to Mornville

Edmonton to Stony Plains ,

Oakland to Tobogan

Thunderhill Junction to Provincial
lx)undarv

Maccan Station, I.C.R., to Joggins Coal Mine. . .
Main Line — Windsor, Ont., to Suspension Bridge.
Amherstburg Branch — Essex Centre to Amherstburg
St. Clair Branch — St. Clair Junction to Courtright. .
Fort Erie Branch— Fort Erie to Welland Junction. .
Erie and Niagara Branch — Old Fort Erie to Niagara

Oil Springs Branch— Oil Springs to Oil City

Sarnia, Chatham and Erie — Oil City to Petrolea. .
Leamington and St. Clair — Comber to Leamington

Late Noithern and Western of New Brunswick
Frederiction to Loggieville

Main Line— Qnebec to St. Martin's Junction.

M Montreal to Ottawa

« Ottawa to Bonfield

II Bonfield to Vancouver

LakeTemiscamingue Colonization

Branches — Dunmore to Crows Nest ,

Piles Junction to Grand Piles

Berthier Junction to Berthier

Joliette Junction to St. Felix

Ste. Therese Junction to St. Jerome . .

.1 to St. Eustache ,

St. Jerome to Labelle

St. Lin Junction to St. Lin

Buckingham Stn. to Buckingham Village

Carleton Junction to Brockville ,

Sudbury to Sault St. Marie

Sudbury to Copper Mines

Dyment to Ottamine

Molson to Lac du Bonnet

McGregor to Varcoe

Whittier Junction to Emerson

Rugby Junction to Manitou

Rugby Junction to Winnipeg Be.ach

Rosenfeldt to Gretna

Rugbj' Junction to Komarno

Rudyard to Kaleida

i Kenmay to Estevan

Souris Branch-! Glenboro' to Souris

(.Deloraine to Napinka

j Branches — Schwitzer Junction to Regina

North Portal to Pasque ,

New Westminster Jet. to New Westminster

Mattawa to Kippewa

Mission Junction to Sumas

Revelstoke to Arrow Head

Vancouver to Coal Harbour

Three Forks to Sandon

Wood Bay to Mowbray

North Star Junction to Kimberly

Deloraine to Lyleton

Fernie to Fernie Mines

Kirkella to Nokomis. ,

Marj-sville Junction to Marysville

Crows Nest to Kootenay Landing

Distance.

Miles. Total

125 00

159

120

223

2.564

213

26

2

16

13

6

66

15

3

44

179

5

6

22

54

63

99

.56

13

45

8

156

46

18

207

160

8

47

10

27

1

4

25

19

37

5

231

0

180

2,245 02
12 00

382 19

3,068 20

44 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table showing Location of Railways, &c. — Continued.

Distance.

Name of Railway.

Description.

^

Miles.

Total.

Canadian Ta.cific~ Co7itinucd.

Lake Temiscamingue Coloniz-

tion

Branches— Selkirk Junction to Selkirk

0 90

121-90

29 10

226-00

M Wolseley to Reston

11 Lauder to Jackson Creek

11 Bolton Junction to Romfoi'd

2,531-00

Total mileage owned

5,599 20

Leased lines

Atlantic and North-west (in Canada) —
South end Laohine Bridge to Maine boun-
dary, Que 182-60

Renfrew Jet. to Eganville, Ont 18-80

201-40

St. Lawrence and Ottawa —

Ottawa to Prescott, Ont 51-70

Chaudiere Junction to Sussex St., Ottawa. 6-60

58-30

Ontario and Quebec-

Montreal (Windsor Sta. , ) to Toronto Jet. . . 338 ' 90

Mile End to Adirondack Jet 10 00

St. Luc Jet. to Western Jet 1-70

Toronto Jet. to Toronto (Union Station). . 4-70

Leaside Jet. h h .. .5-30

London to Windsor 112-60

473 -2f»

Credit Valley—

Toronto Junction to St. Thomas 116- 80

Streetsville Junction to Melville Jet. .. .. 3160

Cataract to Elora 2730

175-70

West Ontario Pacific— Woodstock to London

26-60

Toronto, Grey and Bruce —

Toronto Junction to Owen Sound 116- 60

Orange ville Junction to Teeswater 67-90

Wingham Junction to Wingham 4 60

Mount Forest Tank to Mount Forest 1 - 20

190-30

Guelph Junction—

Guelph Junction on Credit Valley Ry. to Guelph . .

15 -00

Montreal and Lake Maskinonge —

St. Felix to St. Gabriel de Brandon

11-00

Montre.d and Ottawa—

Vaudreuilto Jet. with the Canada Atlantic 86 70

Rigaud to Pt. Fortune 6.80

93.50

Lindsay, Bobcaygeon and Pontypool —

Burketon Junction to Bobcaygeon

38-70

Toronto, Hamilton and Buffalo —

Hamilton Junction to Hamilton

2-70

Cap de la Madeleine —

From Main Line C.P.R., at Junction with

Piles branch to Cap de la Madeleine

2-30

New Brunswick —

Woodstock to Maine boundary 59-50

Newburg Junction to Fredericton 58 00:

Aroostook Junction to Edmond.ston 57-10

'

174-60

St. John and Maine —

Vance boro to St. John 90 30

Fairville to West St. John 3 50

'

93-80

Fredericton-

Fredericton Junction to Fredericton

22-10

RAILWAY STATISTICS

45

SESSIONAL PAPER No. 20b

Table showing Location of Railways, &c. — Continued.

Name of Kuilwav.

Canadian Pacific— C'oJii/ncet/.
Leased Lines

Desciijiti

Distance.

Miles. Total

New Brunswick and Canada —

McAdam Junction to St. Stephen ' 3390

Watt Junction to St. Andrews 27 "50

McAdam Junction to Woodstock 51 10

Debec Junction to Maine boundary 5' 10

St. Stephen and Milltown Ey.—
St. Stephen to Milltown

Tobique Valley —

Perth Centre to Plaster Rock

Manitoba and North westei-n —

Portage la Prairie to Yorkton 222 ' 90

Binscarth to Russell 1230

Yorktown to Sheho. 12-20

Saskatchewan and Western — Minnedosa to

Rapid City 1820

Manitoba Southwestern Colonization —

Manitou to Deloraine 100 ' 30

La Riviere to Glenboro' 102 ' 70

Elm Creek to Carman 12 10

Great Northwest Central -

Chater to Miniota

Forrest to Lenore

British Colimibia Soutliern-

Nelson to Proctor

Curzoti to King'sgate

71 00
40 70

20 -40

850

Northern Colonization —

Labelle to Nominique

Shuswap and Okanagan —

From Jet. with C.P.R. at Sicarnous to Lake
Okanagan

Nakusp and Slocan —
Nakusp on Arrow Lake to Three Forks of Carpen-
ter's Creek, B.C. . ;

Columbia and Western —

Castlegar Junction to Midway 103 ' 20

Castlegar J^uiction to Rossland 29 ' 30

Trail to Smelter Junction 2 ■ 00

Mining Spurs, including Rossland to Le Roi 24 " 80

Kootenay and Arrowhead —

Laido to (lerrard

Columbia and Kootenay —

Nelson to Robson

Spur to mouth of Kocitenay River,
Slocan Junction to Slocan

27-40

■80

31-30

Vancouver and Lulu Island, Vancouver, to Steveston. .

Calgary and Edmonton —

Calgary Junction to Strathcona 190-60

,, to MacLeod Junction ... . 105-20

Wetaskiwin to Hardesty 95 - 00

Lacombe to Stettler 49-60

Ottawa Northern and Western-
Hull to Waltham

Hull Junction to Maniwaki. . . .

77-50
80-90

Tilsonburg, Lake Erie and Pacific-
Ingersoll to Port Burwell

117-60

4 60

27 -.50

295-60

215 10

111-70

28-90
23.50

.50-80

36-40

159 30|
33-20

59-50
16-90

440 40

158-40
33 40

46

DEPARTMENT OF RAIIAVAYS AlsW CANALS

8-9 EDWARD VII., A. 1909
Table showing Locution of Railways, Arc. — Continued.

Name of Railway.

Canadian Pacific — Con.
Leased lines

Canadian Govei-ntuent Jvaihvays.

Canadian Nortliern, Ontario.

Canadian Northern, Quebec.

Cape Breton Railway
Caraquet

Carillon and Grenville

Guelph and (ioderich —

Guelph to Goderieh

Nicola, Kam loops, and Similkameen —

Nicola t J Spence's Bridge

Walkerton and Lucknow —

Walkerton to Saugeen Junction

Description.

Total mileage leased .
II owned .

II in Can. Pac. system.

Intercolonial —

Halifax to St. Rosalie Junction

Dartmouth Branch

Truro to Sydney

Pt. du Chene to St. John

Indian Town Branch

St. Leonard Junction to Nicolet

River Quelle Branch

St. Charles J unction to Chaudiere Junction

Dalhousie Branch

Pictou to Oxford Junction

Brown's Point to Stellarton ...

New Glasgow Junction to Pictou Landing .

Pugwash Junction to Pugwash

Fredericton to Loggieville

Sydney Mines Branch

Fr-^ight Branches

7% -43

12-38

214-55

100-74

13 51

14 ()1
6-25

lG-98
700

69 10

12-23

7-76

470

125 00

7 08

42 90

Distance.

Miles. Total

Windsor Branch (32 miles) of I.C.Ry. is oper-
ated by Dominion Atlantic Ry.
Prince Edward Island —
Main Line— Tignish to Georgetown.. . 158-60

Charlottetown to Murray Harbour 52 - 30

Branch — Mount Stewart to Souris 38 - 40

II Montague Junction to Montague . 6 20
II Emerald to Cape Traverse 12' 00

Toronto to Parry Sound .

Hawkesbury to River a Pierre 169 00

Montfort Junction to Huberdeau 33 00

St. Jerome to ^lontfort -Junction 15 ' 20

Montreal to Joliette 3620

Branches 13 " 40

Point Tupper to St. Peters.
Terminal at St. Peters . . .

From Gloucester Junction, Intercolonial Railway, 5
miles south of Bathurst Station, easterly along the
south shore of Bale des Chaleurs to Shippigan Har
bour, N.-B

3,556-60
5,599-2(t

9,155-80

30 00
100

Carillon to Grenville, Que., connecting at both termini i
with Ottawa River Navigation Company's steamers
(Gauge, 5 ft. 6 in)

1,451-22

267-50

1,718-72

146-80

266 80

31 00

68 00

13 00

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

Table showing Location of Railways, A:c. — Continued.

47

Xame of Railway.

Description.

Central Ontario Picton to Trenton Junction 32 ' 17

jTrenton Junction to Coe Hill 72-60

lOrmsby .Junction to Maynooth 35 '36

Central Railway of New Bruns-|

wick, now New Brunswick Coal

and Railway Company j From Noi ton Station, on the Intercolonial Railway,

to Chipraan

;Extension, Chipman to Minto

Campbellford, Lake Ontario and I

Western iFrom Cobourg, Out., to Junction with Central Ontario

Railway, 49 miles under construction.

Crows Nest Southern

Cumberland Railway and Coal
Company (formerly Spring Hill
and Parrsboro')

Dominion Atlantic, comprising
Windsor and Annopolis, Yar-
mouth and Annjvpolisand Corn-
wallis Valley and lease of Wind-
sor Branch of Intercolonial and
Midland of Nova Scotia

Intel-national Boundary to Michel, IJ.C.

Spring Hill Junction, Intercolonial Railway, to Spring
Hill Coal Mines, N.S., and Parrsboro', on the Bay
of Fundy

Spring Hiil and Oxford Branch, 14 miles from Spring
Hill Mines to Oxford Village on the Oxford and
New Glasgow Branch, I.C.R., not in operation.

Edmonton, Yukon and Pacific.
Elgin and Havelock

Esquimau and Nanaimo

Fredericton and St. Mary's Ry.
Bridge, now in Intercolonial Ry.

Grand Trunk (owned) —
Eastern Division

Northern Division
Middle Division . .

Windsor to Yarmouth

Branches--

Wilmot to Torbrook

From Kentville to Kingsport, on Basin of Minas

(formerly Cornwallis Valley Railway)

Windsor Branch of I.C.R. — Windsor to Windsor
Junction, Intercolonial Railway, 14 miles from

Halifax, leased

Windsor to Truro

Strathcona to Edmonton, N.W.T.

From Elgin, County of Albert, N.B., to Petitcodiac
Junction with Intercolonial Railway ; thence to
Havelock in County of King's, N.B

Havelock to Keith's Mills

Victoria to Wellington, Island of Vancouver

Over the St. John River, connecting the Fredericton
Railway, at Fredericton, with the New Brunswick
Railway, and Canada Eastern Ry., at St. Mary's.. .

Distance.

Miles, i Total.

44 66
13-34

169-68,

5 26

14-0OI

32-00

57-44

27 -00
100

Leased and pnrtly owned.

[Buffalo and Lake Huron Ry
Fort Erie to Goderich

884-64.
1,326 14

2,947 14

161-30

161 30
Total mileage owned and leased 1 '3, 108 ' 44

48

DEPARTMENT OF RAILWAYS. AND CANALS

8-9 EDWARD Vll., A. 1909
Table showing Location of Railways, &c. — CoiUiaued.

Name of Railway.

Description.

St. Clair Tunnel and approaches. [Under the St. Clair River, between Sarnia and Port

Huron — connecting the Grand Trunk Railway with
railroads in State of Micliigan

(Length of tunnel between portals 6,000 ft., cylindrical
in .section with clear inside diameter of 19 ft. 10
inches).

Under construction, 698 miles track laid

Grand Trunk Pacific .
Gulf Shore

Halifax and South-western, for-
merly Nova Scotia Southern,
including Central Nova Scotia,
Halifax and Yarmouth and
Middleton and Victoria Beach.

Hampton and St. Martin, for-
merly St. Martin and Upham. .

Hereford.

Hillcrest Ry. and Coal Co. ..... .

Interprovincial Railway, Bridge
and approaches, now included
in Ottawa, Northern & Western

Irondale, Bancroft and Ottawa . .

Inverness and Richmond, now

Inverness Ry. and Coal Co ... .

Ka?lo and Slocan

Kent Northern and leased line .

St. Louis and Richibucto

Kettle River Valley

Kingston and Penbroke

Junction with Caraquet Railway at Pokemouche to
Tracadie operated by Caraquet Ry

Halifax to Yarmouth

Mahone Junction to Lunenburg.

Bridgewater Junction to Middleton Junction .

New Germany Junction to Caledonia

Middleton Jimction to Victoria Beach

From Hampton on Intercolonial Ry. to St. Martin,
County of St. John, N.B., on Bay of Fundy

From International Boundary to Lime Ridge, Quebec,
connects with Canadian Pacific Railway at Cook-
shire, Maine Central at International boundary, and
with Quebec Central at Dudswell

Hillcrest Jet. to Hillcrest

Across the Ottawa River at City of Ottawa 1-40

From Junction with Grand Trunk Railway near Kin-
mount Station, to Bancroft Station

Distance.

Miles. Total

246

7
53

22
40

Inverness to Point Tupper Junction .

From Kaslo to Sandon, B.C

From Junction to Cody

Klondike Mines Railway . . . .

Lenora Mount Sicker .... . .

Lotbiniere and Megantic. . .
Lake Erie and Detroit River
Erie and Huron

London and Port Stanley

Liverpool and Milton

Manitoulin and North Shore. . .
Masranetawan River

Middleton and Victoiia Beach,
now included in Halifax and
Southwestern system

Richibucto, N.B., to Kent Jet. Intercolonial Railway

Richibucto, to St. Louis

Grand Forks to International boundary

Main Line Kingston to Renfrew

Glendower Branch— Bedford to Zanesville Mine.. . .

Robertsville Branch— To Robertsville Mines

Branches — To Doran's Mills, Charcoal Works Mc-
Laren's Mills, Bethlehem Iron Mines, Lavant Mills,
Clyde Forks Mills, Wilson's Mine, Carswell's Mills,
William's Mine, Cameron Bay

(Connects with Grand Trunk at Kingston, Canadian
Pacific at Sharbot Lake and at Renfrew. )

Dawson City to Sulphur Springs

Lenora Mines to Crofton, B.C

Lyster Station, Grand Trunk, to St. JeandesChaillons

Walkerville, Ont., to St. Thomas

Rondeau to Sarnia

28 33
3-40

103-40

410

■90

1-40

31-81

London to Port Stanley on Lake Erie

From Liverpool, N.S., to Milton

Sudbury to (Gertrude Mines

Burks Falls, on Grand Trunk Ry., to Maganetawan
River

Middleton to Victoria Beach

126-78
72 03

2 25

16-78

369-81
30 00

52-85
1-50

48 00
65-50

31-73

27 00

7-00

3-86

109-80

12 00
3000

198-81

23-66

5-53

13-69

1 91

RAILWAY STATISTICS

49

SESSIONAL PAPER No. 20b

Table showing Location of Railways, itc. — Continued.

Name of Railway.

Description.

The Manitoba Ry., formerly —
The Northern Pacific & Man
toba, the Winnii}eg Transfer
Rj'., the Portage and North
western the Waskada and
Northeastern leased to Govt,
of Manitoba and operated by
the Canadian Northern . ...
Marmora Ry. and Mining Co.,
(formerly Ontario, Belmont and

Northern)

Midland oi Nova Scotia (formerly
Stewiack Valley

Massawippi Valley.

Distance.

Miles. Total

International boundary to Winnipeg, and branches.

Central Ontario Junction to Wanston.

From Windsor to Truro, N.S., see Dominion Atlantic
Railway ....

From Lennoxville to Vermont boundary, there con-
necting with Connecticut and Passumpsic Rivers
Railway ; also connects with Grand Trunk and
C . P . R., at Lennoxville

Branch — Stanstead Junction to Stanstead

Midland of Manitoba I International Boundary to Portage la Prairie.

t II Morden

Montreal and v^ermont Junction.

Montreal, Portland and Boston,
now Montreal and Province

From Junction with Stanstead, Shefford and Chambly
Railway, 2^ miles east of St. Johns, P.Q., to Junc-
tion with Vermont and Canada Railway, at Ver-
mont boundray ; also connects at Stanbridge w ith
Lake Champlain and St. Lawrence Junction Rail-
way

31-95
3-51

77 01
15-25

Line Junction with Grand Trunk at St. Lambert to Farn-

ham

[Marieville to St. Cesaire

Farnham to Freligsburgh

Montreal and Atlantic (formerly

Southeastern) jMain Line — Farnham to Rich ford on International

boundary

Sutton Junction to Drummond villa

Leased — Lake Champlain and St. Lawrence Junction ■■
— Stanbridge to St. Guillaume

(Connects with Connecticut and Passumpsic, Grandi
Trunk and Stanstead, Sheflford and Chambly Rys).

From Swinton to Carbonado, B.C. and leased line. . . |

St. Constant Junction to Rouse's Point

From Five Mile Point to Fort Sheppard on Interna
tional boundary, B . C

32-00

8.60

1800

43-70
59-20

102-90

60-50

Morrissey, Fernie and Michel ....

Napierville Junction

Nelson and Fort Sheppard

New Glasgow Iron, Coal and Rail-
way Company, now Nova Scotia
Steel and Coal Co From Ferrona Junction, I.C.R., to Sunny Brae

New Brunswick and Prince Ed-
ward Island From Sackville Station, Intercolonial Railway to

New Brunswick Southern (for- Cape Tormentine

raerly Shore Line)

New Westminster Southern.
Nosbonsing and Nipissing.. .
Orford Mountain

St. John, N.B., to St. Stephen, N.B

Douglas to South Westminster

From Lake Nosbonsing to Lake Nipissing.
Windsor Mills to Maissonviile

From Ottawa to International boundarj' near Cornwall I

Ottawa and New Yoi'k

Pembroke Southern leased to

Canada Atlantic 'From Pembroke to Golden Lake.

206—4

36 00

82 35

24 10

5-50

55 -10

56-90

21-36

50

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table showing Location of Railways, &c. — Continued.

Name of Railway.

Description.

Philipsburg Ry. and Quarry Co. .

Pontiac and Renfrew

Princeton Branch of Washington
Co., Ry., (U.S.)

Qu'Appelle, Long Lake and Sas-
katchewan (in Can. Northern
System)

Quebec Bridge and approache.s to
connect adjacent railways

Quebec and Lake St. John

Quebec Central

Quebec and New Brunswick

Quebec, Montmorency and Char-
levoix

Quebec Southern, comprising ^
East Richelieu Valley Rail- \
way and United Counties — J

And South Shore Railway

Red Mountain

Restigouche and Western, now
International of New Brunswick

Rutland and Noyan

Stanstead, Sheflord and Chambly

St. John ]3ridge and Railway
Extension, now leased by Cana-
dian Pacific Ry

St. John Valley and Riviere du
Loup

Salisbury and Harvey (formerly

Albert Railway)

Schomberg and Aurora

St. Lawrence and Adirondack .

Sydney and Louisburg (Domi
nion Coal Co)

Stanbridge Station of Canadian Pacific and Central
Vermont Railways, to Philipsburg, Missisquoi Co. .

From Wyman's Station, on Pontiac Pacific Junction
Railway, to Bristol Iron Mines, County Pontiac. Que

International Boundary near Waring
boundary near Woodland

to International

From Canadian Pacific Railway at Regina, North-
westerly to Long Lake and Prince Albert

(Across St. Lawrence River at Qtiebec, under con-
struction 10 miles).

Quebec to Chambord Jimction

Chambord Jvmction to Chicoutimi

Valcartier to Gosford

Chambord Junction to Roberval

Main Line — Sherbrooke to Harlaka Junction, Inter-
colonial Railway 5 miles from Levis, Que ...

Beauce Junction to St. George

Tring Megantic — Tring Junction to Megantic

(Connects with Grand Trunk, Canadian Pacific and
Boston and Maine Rys. at Sherbrooke).

From Chaudiere Junction to Connors, N.B., 135 miles,
3 miles under construction).

Hedleyville, Parish of St. Roch, Quebec, to Cap
Tourmente

Noyan Junction to St. Robert Junction .

From Pierreville to Junction with Grand Trunk at
St. Lambert

From International boundary Line, B.C., to Rossland

Campbellton, N.B., to St. Leonard's. 110 miles (67
miles under construction)

International Boundary to Noyan Jet

From Jiuiction with Montreal and Vermont Junction
Railway, near St. John, Que., easterly to Waterloo

From St. John to Fairville, crosses St. John River at
the Falls by a cantilever steel bridge, and connects
Intercolonial Railway with New Brunswick Rail-
way, C.P.R., included in Canadian Pacific System,
2 do miles.

From Fredericton, N.B., to Woodstock, N.B., 66
miles, of which 6 miles are built

Salisbury to Albert, N.B

Bond Lake, Ont. , to Schomberg

From Jet. with Canada Atlantic near Valleyfield to

International boundary

Beauharnois to Junction with Canadian Pacific at

Adirondack Junction

Leased — Valleyfield to Beauharnois

Distance.

Miles. Total

176 00

51-00

5o0

14 00

138-00
24 00
6000

82-00
61-75

19 92

12-90
13-30

[Sydney Harbour to Louisburg Harbour.

IBranches to coal mines

Sydney Junction to Sydney

39.31

13-44

1-25

60<3

4-25

5-10
255 -50

246 50

222 00

26 00

143-75
9-59

43 00
3-39

43 00

50 00
14 40

46 12

54-30

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

Table showing Location of Railways, &c. — Concluded.

51

Name of Railway.

8t. Mary's River, now Alborta
Railway and Irrigation Co

Temiscamingue and Northern
Ontario

Thousand Islands

Teniisconata.

Tilsonbiirg, Lake Erie and Pacific

Toronto, Hamilton and Buffalo,

including Brantford, Waterloo

and Lake Erie

Distance.

Distribution.

Miles. Total.

North Bay to ^latheson.

Gananoque on St. Lawrt^noe River to Thousand

Island .Junction

Riviere duLoup, Que., on International, to Edmund-

ston, N.B., on the New Brunswick Railway. . . . . .

Branch — Edmundston to Connors, on St. John River.

Port Burwell to Ingersoll, now in Can. Pac. Ry

8100
3200

Waterford .Jet. with Canada Southern to Welland
Junction with Canada Southern — passing through

the city of Hamilton

Hamilton to Grand Trunk .1 unction

Belt Line, Hamilton

Trans-Canada jFrom Roberval to Port Simpson across the continent,

60 miles from Roberval, westward under construe-
I tion.

^'ictoria and Sidney Victoria to Sidney, B.C

Victoria Terminal Railway and

City of Victoria

Laurier to Grand Forks ,

Grand Forks Junction to Phoenix .
Grand Forks to Granby Smelter . . .
Midway to International Boundary,

Chopaka to Keremoes

New Westminster to Vancouver. . . .
Cloverdale to Port Guichon

79-88

•27,

3 52i

Ferry

Vancouver

Vi Gloria and Eastern

Wellington Colliery .
York and Carleton . .

Union Bay to Cumberland

Wellington Extension to Ladysmith

Junction with Canada Eastern Ry. at Cross Creek
Station to Ryan Brook, N. B

Total mileage.

209-40
6-33

113 00

83 •(■.7

k; 2()

114

206 -ih

52

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 2. — Summary of Mileage Operated for the

Name of Railway.

Single Tkack.

s

Line repr'sented by
Capital Stock.

Main line. Branches
and spurs.

Line of

Pro-
prietary

com-
panies.

Line 1
operated
under
lease.

Line
operated

under

contract

&c.

Line
operated

under
trackage

rights.

1-60

Total
mileage
operated.

1

Alberta Ky. & Irrigation Co . . .

Albert Southein

Algoma Central & Hudson Bay.

Atlantic & Lake Superior

Atlantic, Quebec & Western
(under construction)

Ill 29
1900
89 04

100 00

20.00
78-00
15-30

6-13
5 00

69-45
85-80

45 00
17-28
.32 00

1200
226 18

1,408-32

150-90

1,146-26

144-80

169-00

2,564 50

31-00

68-00

13 00

140 13

74-18

3200

241 12

4-50

2700

78-00

1

-o3

113-42

9.

1900

R

89-64

4

10000

5

1

20,00

fi

Bay of Quinte

Bedlingtou and .Nelson

11-37
2-50

19 00

108-37

7

8-67

23-97

8

Beersville Coal & Ry. Co., (now
North Shore Ry)

Bessemer & Barry's Baj-

Brandon, Saskatchewan & Hud-
son Bay

British Yukon

Brockville, Westport & North-
western . . .

8-63

fl

5-00

10

69-45

11

4 -.52

90-32

12

4500

13

Bruce Mines and Algoma

Buctouche and Aloncton

Canada 'Coals & Ry Co. (now
Maritime Ry. & Power Co) . . .

Canada Southern

Canadian Govt. Rys.—

Intercolonial

17-28

14

32 00

15

12-00

Ifi

156 01

42 90

116-60

1,100-00

2-00

97 SO

2,110-40

38-2-19

17

40-30

1,491-52

IS

Prince Edward Island

267-50

IP

349-44

255-50

""4-o6

2,851-20

90

Canadian Northern, Ontario. . . .

Canadian Northern, Quebec

Canadian Pacific

150-80

^1

266-80

?.'>.

3, 018 -00

1,294 50

168-40

93-90

9. 249 -70

9?i

Cape Breton

31 00

94

Caraquet

16-78

84-78

95

1300

96

Central Ontario ,

Crow's Nest Southern

Cumberland Ry. & Coal Co

Dominion Atlantic

Edmonton, Yukon & Pacific. . . .
Elgin & Harelock

140-13

97

74 -18

9S

32 00

99

5-26
1-00

32-00

14-51

292-89

29i

.so"

4-50
28 00

81

Esquimalt & Nanaimo

78-00

89

*Grand Trunk Pacific

88

Grand Trunk (in Canada)

Grand Trunk (Canada Atlantic).

Halifax & Southwestern

Hampton and St. Martins . . ,
Hereford

2,947 14
396-41
246 80

30 00
52-85

1-50
43 00
65-50
48-00
28 33
27-00

3-86
103-40

31 81

198-81
5-28
30-00
23-66
1-91
12-15
31-95

ioi-so

59-85

9-87

3,118-31

84

456-26

85

123 -01

2-30

372 -11

8R

3000

87

52-85

88

Hillcrest Ry. Coal & Coke Co. . .
International of New Brunswick .

Inverness Ry. & Coal Co

Irondale, Bancroft & Ottawa . . .

Kaslo and Slocan, B. C

Kent Northern

1-50

89

43-00

40

■::::::

65-50

41

48 00

49

3 40

31-73

48

2700

44

Kettle River Valley

Kingston & Pembroke

3-86

45

6 40

109-80

4fi

Klondyke Mines

Lake Erie & Detroit River (Pere

Marquette System)

Liverpool & Milton

Lotbiniere & IMegantic - . .

London & Port Stanley

31-81

47

lf2-13

340-94

48

•25

5 53

49

30 00

50

.42

24-08

51

Maganetawan River

1 91

59

Manitoulin and North Shore

Mass-'ivviimi Vnllev. .

154
3 -.51

.::.::.

13-69

53

'

35 46

*rTnHpr nrtnsf-.riint.inn r 698 inilps

f-.rn.r^k laid tn .Tnnp ?

n 1Q0S

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
Year ending June 30, 1908.— All Tracks.

53

Second Track.

New line

con-
structed
during

year.

Rails.

Line represented by
Capital Stock.

^i^f ,, 'operated Total
operated \^^^^^ ^^-^^^^^

l^e trackage operated.
• j rights, j

"•'»„""' «"'••

i

-0

Iron.

Steel.

Main
line.

Branches
and spurs.

during ^. ,
year. j ^^®^'-

1

Ill 82

1

1

19

89

100

20
89
23

8
5

69
90

00
64
00

i 2

3

.

4

00

1

5

37
97

........ ........

fi

7

8

00

45
39

1

9

10

11

45 00

17-28
3200

1200
382 19

1,451-22
266-20

2,851-20
146 80
266-80

9,155-80

31 00
84-78
13 00

140-13
74.18

32 00
278-38

4-50
28-00
78 00

1^

13

14

'

"242'98
1600

15

226-18
1600

16 80

242-98
44-18

16

■■■■i-30

28 18

17

18

19

90

21
22
23
24

162 40

47-50

209-90

209-90

■::::::

;

i

25

1

26

20-98

■

j

27

1

^8

42

29

29il.

30"

!

31

32

3,108-44

456-26

369-81

30-00

52-85

1-50

43 00

65-50

48 00

31-73

2700

3-86

103-40

31-81

198-81
553
30 00
23-66
1-91
13-69
35 46

697 -16

-88

697 16

•88

697 16 33

-88 34

35

36

37

38

39

i

40

1 1

41

42

43

• i

44

6-40

:: ' i

45

1 1

46

47

48

49

1

1

.50

'

51

1-38

1-38

1-38

.52

53

54

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 2. — Summary of Mileage Operated for

1

Name of Railway.

Single Track.

3

Line represented by
Capital Stock.

Lines of

pro-
prietary
com-
panies.

Line

operated

under

lease.

Line

operated

under

contract

etc.

Line !
operated

under
trackage

rights.

Total
mileage
operated.

g

«-'•-• |a^?SS.

54'

Midland of Manitoba

92-26

1

92-26

55

Monti'eul and Atlantic

102-90
50-00
23 -00
5-82
9-60
27 -11
55-42
58-00

30-00

82 19

24-10

5-50

12-50

28-00

56 90

6-00

4-25

5-10

60-50

163 -40

5G

Montreal and Province Line. . . .

8-60

.58-00

57 Montreal and Vermont Junction.

23 00

58 Morrissev, Fernie and JNIichel. . .

5-03

10-85

59 ALarmora Rv. and Mining Co.. . .

9-60

00 Napierville Junction

27 11

Gl Nelson and Fort Shepi»ard

4-70

00 12

02 New Brunswick Coal and Rv. Co.

5800

03
64

New Brunr^wick and Prince Ed-
ward Island

36 -00

New P>runs« ick Southern

016

8235

05 New Westminster Southern

1-48

25-58

G() Nosbonsing and Nipissing

07 Nova Scotia Steel and Coal Co. .

5-50

12-50

08 Drford Mountain

26-50

55 -10

09 Ottawa and New York

1-90

58-80

70 Philiijs burs' llv. and Uuarrv Co.

600

71

Pontiac and Renfi-ew

Princeton Branch of Washington
Co. Ry

Quebec Bri Ige and Ry. Co. (un-
der construction

Quebec Central

4-25

72

5 10

73

74

138-00

22700

24 00

143-75

9-59

3-39

45 00

14 40

43-00

2-25

32-82

39-51

700

113 00

205-00

6-08

79-88

12-00

126-22

16-26

1 14
10-75

9-94
10 -.50

84-00
19-50

222 00

75 (.-Quebec and Lake St. John

246-50

70 Quebec Rv. Light and Power Co.

200

2600

77 Quebec. Montreal and Southern.

143 75

78
79

Red Mountain

9-59

Rutland and Novan

3-39

80 Salisbury and Harvey

5-00

50 00

SliSchoniberg and Aurora

14-40

82 Stanstead, Shefford and Chambly

83 St. Clair Tunnel

43 00

2-25

84 St. Lawrence and Adirondack . .

13-30

8-92

55 04

85
80

Sydney and Louisburg

14-79

54-30

St. Louis and Richibucto. . . .

700

87

Temiscouata

Temiskaming& Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo.
Vancouver Copper Co. (formerly

Lenora Mt. Sicker)

Vancouver. Victoria and Eastern

Victoria and Sydney, B.C

M Terminal Ry. & Ferry Co.

Wellington Colliery Co

II Ladysmith Extension
York and Carleton

113 00

88

4 40

•25
3-79

209 40

89

6-33

90

4-36

88-03

91

12 00

9^

126 22

93

16 -26

94

1 14

95

10-75

90

9 94

97

10-50

Final Totals

425-90

344-69

13,560-47

3,955-99

3,018.00

2,006 07

23,311-12

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
the Year ending June 30, 1908. — All Tracks.

55

Second Track.

New line

con-
structed
during

j'ear.

RaUs.

Line represented by
Capital Stock.

Line 1 ^*"f ,
operated °P!.^**!^

Total

mileage

oi:)erated.

New line

con-
structed

during

year.

Rails.

Iron.

Steel.

Main
line.

Branches
and spurs.

under
lease.

trackage
rights.

Steel.

15 25

92-26
163-40

58 -60
23-60
10 -85

54

6-40

6-40

6-40

55

5fi

57

58

9-60
27 11
60 12
5800

36-00
82 35

59

60

61

6?

63

64

24 -10
5-50
12-50
55-10
56 90
600

1

65

66

67

68

69

70

4 25
5-10

71

1

79

73

222 00

246-50

2600

74

75

600

6 00

.

6-00

76

143-75

9-59

3-39

20 00

14-40

43 -00

2-25

46 12

77

i

78

79

30-00

SO

81

82

S3

84

54-30

700

113-00

209-40

6-33

83-67

12-00

126-22

16-26

1-14
10-75

9-94
10-50

85

86

S7

88

2-64

89

2 04

2 04

90

91

92
93
94
95
96
97

... .1

37-70

22,928-73

1,118-44 Ifi 80

47 -50

28-18

1,210-92

1,182-74

56

DEPARTMENT OP RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 2. — Summary of Mileage operated for

Name of Railway.

Yard Tk.\ck and Sidings.

Line represented
by Capital Stock.

1-^ s-S^

; New

-p . 1 line con-

J.f^^ : struuet-
Mileage 1 "'V^"

operated, j,^^^^
year-

Rails.

s

Br'hs

Main line, and

spurs.

0 ;.£s

C 0) 0

Iron.

Steel.

1

Alberta Ry. and Irrigation Co. .

11-59

11-59

11 59

2

S

Algoma Central & Hudson Bay.

22 00

9.93

31-93

31-93

4

5

Atlantic, Quebec & Western,

8

11 30
1-28

4-00

15-30
1-28

1-37

15-30

7

Bedlington '& Nelson

Beers ville Coal & Ry. Co., now
the North Shore Ry , .

1-28

8

137

1 37

q

10

BrockviHe, Westport & North-

200

2-00

2-00

11

12

Buctouehe & Moncton

Brandon, Saskatchewan & Hud-

716

13

7-16

7 16

11

15

Canada Coals & Ry. Co

Canada Southern

Canadian Government Rys.—

Intercolonial

Prince Edward Island

2-50
143-64

381 66

10 yo

1.36-93

44-96

'9-10
72-03

2-50
188-60

381-66

2000

252-54

2 -50

16
17

2-58

188-60
381-66

18
19

43-58

11-70

8-30

252-54

'>0

21

99

Canadian Northern Quebec

Canadian Pacific

14-20
1,896-80

12-80

2700
1,896-80

"8.60

2700
1,888-20

23
2d

Caraquet

3-50

3 50

3-50

95

9g

Central Ontario

15-36
12-97
16 00
17-39

15-36
12-97
1600
32 37

15-36

"^7

518

'8-78

12 97

9S

Cumberland Ry. & Coal Co .

Dominion Atlantic

16 00

?9

8-80

6-18

23 59

30

31

Elgin & Havek.ck

Esquimalt & Nanaiino

Grand Trunk (in Canada)

Grand Trunk (Canada Atlantic)
Halifax & South Western

1,076-97
94-20
12-42

^2

33

1,076-97
99-49
18 33

1,076-97

31

"5;9i

5-29

99-49

35

18-33

3fi

37

3S

Hereford

Hillcrest Rj' Coal & Coke Co

8-83

8-83

8-83

39

International of New Brunswick.

Inverness Ry. & Coal Co

Irondale, Bancroft & Ottawa.. . .

40

1-66

11

100

1 00

40

43

11

Kettle River Valley

45

Klondyke Mines ....

Lake Erie & Detroit River (Pere

2300
2-00

60-13

1-00

.

24-00
2-00

60-13

24-00

16

200

47

60-13

48

49

300
10-12

3-00
10 12

300

oO'T.r>nrt<^r, ,<r Pr,r-t- Sf->,iloi7

10-12

50
51
52
53
51

Manitoulin & North Shore

3-98

3-98

3-98

Midland of Manitoba

8-88

8-88

2-a3

8-S8

RAILWAY STATISTICS

57

SESSIONAL PAPER No. 20b
the year ending June 30, 1908.

All tracks.

Line Repr

Capita]

ToT.^L Mileage Oper.\ted-

-All Tr.\cks.

ssented by
Stock.

Line
of pro-
prietary

com-
panies.

Line Line

cix-rated oi>erated

under | under

lease, contract

1 &c.

Line
operated
under
track-
age
rights.

New line
Total con-

Rails.

(H

Main line.

Braiiche.s

and

Spurs.

ir.ileage
operated.

structed
during
year.

Iron.

Steel.

122-88

-53

1-60

125 01

123-41

19-00

121 57

100-00

20-00

104-67

25-25

10-00
90-32

4700
17-28
3200

76-61

500

14-50

813-77

1,848-88

274-50

3,103-74

146-80

293-80

11,253-90

31-00

88-28

1300

1

19 - 00

19
121
100

20

123

25

10
90

00
57
00

00
67

2

111 -64

9-93

3

100 00

4

2000

5

8930

15 37

1900

6

1658

8-67

?k

7

750

2-50
4-52

00
3^

R

8580

11

4700

47 00

10

1728

17
32

76
5

14
813

1,917

287

3,103

150

293

11,356

31

88

13

155

87

48

325

4

28

78

4,892

556

390

30

61

1

43

65

49

31

27

3

133

33

28
00

61
00
50

77

36
50
74
80
80
40

n

3200

12

76 -61

!0

5 00

9

1450

15

596 00

217-77

42-90

125-70

1,172 03

2-00

110 60

2,110-40

2.58

16

1,805-98
161 -80

68-48

17

13-00

18

1,283 -19
144-80

393-02

255-50

'""4-66

19

20

183 "20

21

4 62370

3,018 00

1,342-00

168-40

93-90

8-60

•;?2

3100

00
28
00
49
15
00
26
50
00
00
44

23

7150

16-78

24

1300

25

155 49

155-49126

87 15

26 16

87 -15

4800

301-97

4-50

27

48 00

28

258-51
4-50

14 06

38-18

14-51

8-78

29
30

27-00

1 00

28-00!31

78 00

7800 32

4,721 -27

161-30
65 -H

9-87

4, 882 -57; 33

491 -49

63
44
00
68
50
00
50
00
73
00

556 63 34

259 -22

128-92

2-30

.388-14 35

3000

3000 36

61 -68

61 68 37

1.50

1-50 38

43 00

43-00|39

65 -50

65-50 40

4900

49-00 41

28 33

3 40

31-73 42

2700

27 00 43

3-86

86
80
81

3-86

127-40

33-81

258-94
5-53

44

12640

7 40

6-40

45

33-81

46

258-94

142-13

401 07

47

5-28

-25

5
.33
34

9

1

19

35

101

53
00

•?o

48

33 00

33 -00:49

3378

....

42

33-78 50

9 60

■60
-91
-05
•46
-14

9-60 50

191

1.91 '51

17 -51

1.54
3-51

19-05i52

31 95

35-46 53

101 14

r

17-58

101 14.54

58 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 2. — Summary of Mileage Operated for

NaiDe of Railway.

Ymu) Tkack and Sidings.

Rails

b

Line Represented
by Capital Stock.

^1

(M a; a>

Total

mileage

operated.

New
line con-
struct-
ed
during
year.

1

1

Main line.

B'ches

and
spurs.

Iron.

Steel.

55

Montreal & Atlantic

Montreal & Province Line

Montreal & Vermont Junction. .
Morrissey, Fernie & Michel, B.C.

34-90
2-50
200

34-90
2.50
2-00

34-90

56

57

2-50
200

58

59

Napierviile Junction

Nelson & Fort Sheppard

New Brunswick Coal & Ry. Co.
New Brunswick & Prince Ed-
ward Island

3-20
3-50
7 00

1-50
2-76
1-54
1-25

i'66

5-67
•14

3-20
3 -.50
7 00

1-50
2 76
154
125

' "' 2 30

5^67

3-20

60
61

3-50
700

62

1-50

63

New Brunswick Southern

New Westminster Southern . .

Nosbonsing & Nipissing

Nova Scotia Steel & Coal Co. . . .

Orford Mountain

Ottawa & New York

Philipsburg Ry. & Quarry Co. .

Pontiac & Renfrew

Princeton Branch of Washington

Co. Ry

Quebec Central

2-76

64

154

65

125

66
67

1 30

2 30

68

1-07

5-67

69

70

71

7"?

14

•14

73

74

Quebec & Lake St. John

Quebec Ry., Light & Power Co.
Quebec, Montreal & Southern . .

Red Mountain

Rutland & Noyan

Salisbury & Harvey

33 12
5 00

22 90
3 99

09

33 2]
5.00

22 90
3-99

•77

33 21
5 00

75

22-90

76

3 99

77
78

•77

•77

79

Schomberg & Aurora

Stanstead, Shefford & Chambly .

St. Clair Tunnel.

St. Lawrence & Adirondack ....
Sydney & Louisburg (Dom. Coal

Co.).. .

St. Louis & Richibucto

•70
3-23

'" 4-55

27-71

■70
3 23

-70

80
81

'2-54

3-23

i^?,

709
27-71

709

83

27-71

84

85

Temiscouata

Temiscaming& Northern Ontario
Thousand Islands

5 86
60-40

100
29 91

2-74
-50

8-60
30 -90

100
32 24

8-60

86

60-90

87

1-00

88

Toronto, Hamilton & Buffalo. . .
Vancouver Copper Co. 's Ry

2 33

32 24

89

90
91

Vancouver, Victoria & Eastern . .

Victoria & Sydney, B.C

Victoria Terminal Ry. & Ferry
Co

24 20
120

24 20
1-20

24-20
1-20

92

93

Wellington Colliery Co

94

" Ijadysmith Extension
York & Carleton

794

7-94

7-94

95

Total

j

4,312-52

175-491 .57 -.59

4,545-60

56-79

4,488-81

1

i:. ! / L WA Y ,s' TA TO; Tl C'»S'
SESSIONAL PAPER No. 20b
the Year ending June 30, 1908. — All Tracks.

59

ToT.^i, Mileage Operated—

All Tracks.

Line Represented by
Capital Stock.

Line
of pro-
prietary

com-
panies.

Line

operated

under

lease.

Line
operated

under

contrac t

etc.

Line
operated
under
track-
age
rights.

Total
mileage
ojjerated.

New line

con-
structed
during
year.

Rails.

C

Main line.

Branche.s
and

spurs.

Iron.

Steel.

] 44 ■ 20

60-50

204-70

204-70 55

52

50
60
82
31
92
CO

50

95
64

75

8-60

61
25
10
30
63
65

37

85

27

6

12

57

64

6

4

5

222

279

37

166

13

4

50

15

46

2

62

82

7

121

270

7

122

12

150

17

1
10
17
10

10
60
85
31
62
00

50
11
12
75
50
40
47
00
25

24
00
71

61

10|56

25

25
10
30
63
65

37

6057

5

503

85158

30

31159

58

4-70

62 60

65

00 61

37

1
50 62

84

•16

85

25

6

12

57

62

6

4

5

222

279

37

166

13

4

20

15

1163

25

1-48

64 64

6

75 65

12

50
60
57
00
^5

50 66

29

27-80

40 67

62

1-90

1 07

.57 68

6

00 69

4

25 70

5

24
00
12
00
65

1
24 71

138

84-00
19-59

00 72

260

71i7o

35

2-00

00
65
58
16
00
10
23
25
13

01
00
60

00 75

166

65 76

13

58
16
00
10
23
25

58 74"

4

16 77

45

5 00

30-00

0078

15

10 79

46

46

2

53

54

23 80

2

25'81

37

37

22
00

86
40
08
83
00
42
46

14

75
88
50

15-84

8-92

21 82

67

14-79

27 71

30 83

7

' 7

00 84

118

2-74

4-90

-25

612

121

270

7

117

12
150

17

1

60,85

265

30
33
31
00
42
46

14
75
88
■in

30 186

33 87

111

4-36

95 '88

12

00 89

150

42 90

17

46 91

1

14 92

10

10
17
10

75 93

17

88 94

10

.50 95

18,991-43

4,148-28

3, 018 00

2,111-16

425-90

372-87

29,067-64

94-49 28,600-28

1

60 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table 3. — Summary of Single-track Railway Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada.

NOVA SCOTIA.

Name of Railway.

t'anadian Government Railways — Intercolonial

Cape Breton ,

Cumberland Railway and Coal Co

Canada Coal and Railway Co

Dominion Atlantic, and

Windsor Branch of I. C. R

Halifax and Southwestern .

Inverness Railway and Coal Co

Liverpool and Milton

Nova Scotia Steel and Coal Co.'s Railway ....
Sydney and Louisburg (Dominion Coal Co.). .

Total

Mileage owned in
Nova Scotia

on June 30.

11)08.

483
31
32
12

246
32

369
65

12
54

•03
•00
•00
•00
■38
•00
■81
50
■53
-.50
■30

1,344 05

1907

483 03
3100
3200
12 00

245 96
.32 00

369 21

65 50

5 53

12 50

.52^74

1,341 47

Increase.

42
•60

156

258

Decrease.

PRINCE EDWARD ISLAND.

Mileage owned in
Prince Edward laVA

u
2

><ame of Railway.

on June 30.

Increase.

Decrease.

5

1908.

1907.

1

Canadian Government Railway — Prince Edward

Island

267 50

267 50

RAILWAY STATISTICS

61

SESSIONAL PAPER No. 20b

Table 3. — Summary of Single-track Eailway Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada. — Continued.

NEW BRUNSWICK.

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

Name of Railway.

Mileage owned in
New Brunsivick

on June 30.

Increase. Decrease.

Albert Southern and Harvey Branch

Beersville Coal and Railway Co., now North Shore

Railwaj'

Buctouche and Moncton

Canadian Government Railway — Intercolonial

Canadian Pacific ....

Caraquet and

Gulf Shore

Elgin and Havelock

Hampton and St. Martin's

International of New Brunswick

Kent Northern and

St. Louis and Richibucto

New Brunswick Coal and Railway Co

New Brunswick and Prince Edward Island

New Brunswick Southern

Princeton Branch of Washington Co. Ry. Co. (U.S.)

Salisbury and Harvey

Temiscouata

York and Carleton

1908.

19 00

8
32
503
440
68
16
28
30
43

1907

1900

32
503
440
68
16
28
30
29
27

7
58
36
82

5
50
44

5

•63
•00
•77
•20
00
•78
00
00
•00
00
00
•00
CO
•50
•10
•00
•00
■75

Total 1,.50936 | 1,490 73

•03

14 00

475

•15

18-78

•ID

62 DEPARTMENT OF RAILWATS A^D CANALS

8-9 EDWARD VII., A. 1909

Table 3. — Summary of Single-track Railway Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada. — Continued.

QUEBEC.

Name of Railway.

Atlantic and Lake Superior

Atlantic, Quebec and Western (under construction).

Canadian Government Eailvvay.s— Intercolonial

Canadian Pacifie Railway and leased lines

Carillon and Grenville

Canadian Northern, Quebec

Grand Trunk System

„ ,, (Canada Atlantic Division)

Hereford

Lotbiniere and Megantic ■•

Mas.sawippi Valley

Montreal and Atlantic.

Montreal and Province Line.

Montreal and Vermont Junction

Napierville Junction

Orford Mountain

Philipsburg Railway and (Juarry Co

Quebec Bridge and Railway C(i. (under construction)

Quebec Central

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Rutland and Noyan

Stanstead, Shefiford and Chambly

!St. Lawrence and Adirondack

Temiscouata . .

Total

Mileage (nvned '
(Quebec

on J une 30.

1908.

1907.

Increase. ' Decrease.

inooo

100- (

20 00

404-39

464 -i

939-80

939 -f

13 00

13-(

200-80

251 -(

451-40

451-^

66.38

66-.

52-85

52-

30 00

30

35-40

35-

103 40

103-

58-60

01-

23 -GO

23-

27 11

55 10

48

0-00

0-

222 00

222

246-50

246-

26-00

26-

143-75

143-

3.39

3

43 00

46

4612

46-

69 00

09-

1

00

39 I

80

00

60

40

38

85

00

40

40

13

60

3,573-65

00

00

00
40
00
75
39
23
12
00

3,509 90

20-00

15-20

J7-11
710

-10

69-51

2-53

3 23

5 '76

RAILWAY STATISTICS

63

SESSIONAL PAPER No. 20b
Table 3

Summary of Single-track Raihvay Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada. — Continued.

ONTARIO.

Name of Railway.

Algoma Central and Hudson Bay

Bay of Quinte

BessemfT and Barry's Bay

Brockville, Westport and North Western.

Bruce-Mines and Algoma

Canada Soutliern

Canadian Northern, Ontario ,

Canadian Northern

Canadian Pacific and leased lines

Central Ontario. .'

Grand Trunk (in Canada) . . ,

Grand Trunk (Canada Atlantic Division).
Irondale, Bancroft and Ottawa

8

9
10
11
12
13

14 Kingston and Pembroke.

15 Lake Erie and Detroit River. . . . . .

16 I London and Port Stanley

17 Maganetawan River

18 Manitoulin and North Shore

19 Marmora Railway and Mining Co. . . .

20 :Nosbonsing and Nipissing . . . .

21 Ottawa and New York

22 Pontiac and Renfrew

23 iSchomherg and Aurora

24 St. Clair Tunnel and approaches

2.5 Temiskaming and Northern Ontario.

26 iThousand Islands

27 jToronto, Hamilton and Buffalo

Total.

Mileage owned in
Ontario

on .Tune 30.

1908.

89

89

5

4.'.

17

382

14G

353

,828

140

,657

389

48

109

198

23

1

13

9

5

56

4

14

2

209

6

83

7, 932 -90

1907.

89

89

5

45

17

.S82

146

353

2,623

126

2,655

385

48

109

198

23

1

13

9

5

56

4

14

2

138

6

83

r,63/-91

Increase.

205-40

13-24

1-41

4 44

70 50

294-99 !

Decrease.

61

DEPARTMENT OF RAIUYAYS AND CANALS

8-9 EDWARD VII., A. 1909

^ABLE 3. — Summary of Single-track Railway Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada. — Continued.

MANITOBA.

Name of Railway.

Mileage owned in
J?Ianitoba

on June 30.

Canadian Northern

Canadian Pacific

Brandon, Saskatchewan and Hudson Bay.
Midland of Manitoba.

1908.

1,427-20

1,52200

69-45

92 26

Total .

3,110-91

1907.

1,416-00

1,512 00

69-45

77 -01

3,074 46

Increase. Decrease

15

36

25

45

SASKATCHEWAN.

Name of Railway.

Mileage owned in
Saskatclie^van

on June 30.

Increase.

Decrease .

1903.

856-10
1,225-20

1907.

1

2
3

Canadian Northern

Canadian Pacific

Qu'Appelle, Long Lake and Saskatchewan (now in
Canadian Northern Railway)

600 60
1,170-30

253-96

255-50
54-90

253-96

Total

2,081-30

2,024-86

310-40

253 96

ALBERTA.

Name of Railway.

Alberta Railway and Irrigation Co

Canadian IV orthern . . . . ,

Canadian Pacific ;

Hillcrest Railway, Coal and Coke Co

Edmonton, Yukon and Pacific (now
Northern)

Canadian!

Mileage owned in
Alberta

on June 30.

Increase.

1908.

111-82

214-20

991 00

1-50

4-50

1907.

111.82

214-20

991-00

1-50

4-50

Total.

1,323 02 1,323-02

Decrease .

RAILWAY STATISTICS

es

SESSIONAL PAPER No. 20b
Table 3

Summary of Single-track Eailway Mileage owned in Provinces for the
Year ending June 30, 1908. — Canada. — Continued.

BRITISH COLUMBIA.

Mileage owned in
British Columbia

on June 30.

Increase.

1 Bedlington and Nelson . -

2 British Yukon •

3 Canadian Pacific

4 j Crow's Nest Southern

5 [Esquimalt ajid Nanaimo

6 jKaslo and Slocan

7 iKettle River Valley

8 iLenora, Mount Sicker (now Vancouver Copper Co.). .

9 iMorrissey, Fernie and Michel

10 iNelson and Fort Sheppard.

11 "■ — ■ ~ -
12
13

14
15
16
17
18

2-20
20-98

New Westminster Southern

Red Mountain ....

Vancouver, Victoria and Eastern, and the Van-
couver, Westminster and Yukon

Victoria Temiinal Railway and Ferry Co

Victoria and Sidney

Wellington Colliery Co.'s Railway

" Ladysmith extension

Total .

*17-24 -

* This mileage is now included in the Vancouver, Victoria and Eastern Railway.

YUKON TERRITORY.

Name of Railway.

Mileage owned in
Tnkon Territory

on June 30 .

Increase.

Decrease .

£

s

1908.

1907.

1

British Yukon

59-10
31-81

59 10
31-50

-31

?,

Klondyke Mines

Total

90-91

90-60

•31

206—5

66

DEPARTMENT OF J.'AJ/.WAVS AXD CAXALS

8-9 EDWARD VII., A. 1909
Table 4. — Amount of Railway Capital at the

No.

Stocks.

FfNDElJ

Name of Railway.

Amount Amount

Out- i per
standing. jMileofLine.

Albert Southern

Harvey Branch

Alberta Ry. and Irrigation Co

Algoma Central and Hudson Bay. .

Atlantic and Lake Superior

*Atlantic, Quebec and Western . . .

Bay of Quinte

Bedlington and Nelson

Beersville Coal and Ry. Co. (now

the North Shore Ry)

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hud-
son Bay

*Brand(m Transfer

British Yukon

Brockville, Westport and North-
western

Bruce ISIines and Algoma

Buctouche and Moncton

*Burks Falls and French River ...
Canada Atlantic (now in Grand
Trunk System)— Including Otta-
wa, Arnprior and Parry Sound . .

Central Counties

Pembroke Southern

Canada Coals and Ry. Co

Canada Southern

Canadian Govt. Rys. : —

Intercolonial

Prince Edward Island

Canadian Northei-n

Canadian Northern Ontario .

Canadian Northern Quebec

Canadian Pacific ....

Owned — Canada Central

Montreal and Western

North Shore

Leased^Atlantic and Northwest.

British Columbia Southern

Calgary and Edmonton. . ..

Cap de la Madeleine

Columbia and Kootenay

Columbia and Western

Fredericton

Great Northwest Central

Guelph and Goderich

Guelph Junction

Kootenay and Arrowhead

Lindsay, Bobcaygeon and Pon-

typool

Manitoba and Northwestern. . .
Manitoba and Southwestern

Colonization

Montreal and Lake Maskinonge
Under construction.

Propor-
tion to Total
Railway
Capital. ,

too X Col. 2

Col. 12.

p. c.

Amount

Out-
standing.

Cols.
8-1-9-MO-fll

Amount

per

Mile of Line.

125,920

32,500

3,250,000

10,000,000

GOO, 000
1,395,000
1,000,000

98,000
500,000

45,000

12,600

2,934,119

900,000
99,000

250,000
12,500

7,200,000

.500,000

178,000

406,000

15,000,000

30,750,000

250,000

7,550,000

170,483,332

7,870
10,833

29,279
82,257

15,620
65,359

11,355
100,000

648

32,485

20,000
5,729
7,812

10000

100 00

44 13

56 -491

61-34
100 00

4,150,130
7,703,763
1,9*1,313
1,281,370
880,000

73

70

100

00

100

00 1

100

00

63

46

66

66

:vs

79!

80

65:

100

00

35,000

1,719,810

4.50,000

194.000

60,000

18,163
12,990
8,334
38,833
39,247

13,435
1,700

27,494
18,267

5,000

3,416.000

172,200

1,000,000

20,000

25,000

1,000,000

319,280

500,000

125,000

21,000

200,000
6,562,500

700,000
2;j,000

9,877

821

2,270

8,571

420

6,365

14,447

4,475

1,564

1,354

33
56
54
100
42

14,384,628
380,000
150,000

33 00

4-45

45-69

52 00

20,130,000

1 40

62,331,237

.5,360,000

8,725,511

157,192,032

973,3.33

353,708

33-52

12-78

11-26

100 00

200
14-94
76 17
26-66

4-92
10-82

6,775,066
1,175,000

7,458,894

5,168
19,730

3,256

2,272l

28-56
.58-51

21 04
19 99

1,277,500

5,691,000

100,000

1,375,000

2,415.000

173,000

780,000

500,000
4,655,940

2,616,000
100,<X)0

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
Close of the Year ending June 30, 1908.

67

7

8

9

10

11

12

vs

Debt.

Designation of Funded Debt.

SfMMAKV.

Propor-
tion to Total
Railway
Capital.

100 X col. 5
Col. 12.

Bonds.

Mis-
cellaneous
Obligations.

Income
Bonds.

Equipment

Trust
Obligations.

Total
Railway
Capital .

Cols. 2 + 5

-Amount

per

Mile of Line.

Cols. 3 4-6

7,870

10,833

66,342

14,5,626

' 19.413

No.

p. c.

S

S

$

$

s

125,920
32.500
7,400,130
17,703,763
1,941,313
1,881,370
2,275,000
1,000,000

133,000
500,0(X>

45,000

12,600

4,6.53,929

1,350,000

293, 'XW

31 ',000

12,500

21,584,628
880,000
328,000
466,000

a5, 130, 000

1

2

55-87

4,150,136
6,750,000
1,941,313
1,281,370
880,000

3

43 -51

953,763

4

10000

5
6

38 66

25,466

65,359

15,411
100,000

648

7

8

26-30

35,000

9

10

11

}'>,

36 54

1,719,810

450,000

194,000

60,000

51,526

30,000
16,955

9,687

54,450
22,863
15,356
38,833
91,917

13

33 34

14

66-21

15

19-35

16

17

66-65

14,384,628
380,000
150,000

IS

43-19

19

45-73

•?o

91

57 31

20,130,006

'>?,

93

94

67 00

50,702,447

5,36u,000

8,725,511

15.5,279,045

973,333

353,708

2,000,000

9,628,790

93,081,237

5,610,000

16,275,511

327,675,364

973,333

358,708

40,665
38,162
60,174
35,110
3,625
5,362

9n

95 ■ 55

96

.54-31

27

48 00

1,912,987

28

100 00

?,9

98-60

30
31

66-48

6,775,066
1,175,000
7,4.58,894

10,191,066

1,347,200

8,458,894

20,000

1,302,500

6,691.000

419,280

1,875,000

2,540,000

194,000

780,000

29,463
6,421

19,207
8.571
21.890
42,590
18,972
16,784
31,789
12,515
23,494

18,087
33.720

15,423
11,362

32

87-22

33

88-74

34

35

9800

1,277,500

5,691,000

100,000

1.375,000

2,415,000

173,000

780,000

500,000
4,655,940

2,616,<X)0
100,000

36

85-06

37

23-83

38

73-34

95-08

39
40

89 18

41

100-00

4'J|

71 44

700,000
11,218,440

3.316,000
125,<X>0

43

41-49

44

78-96

45

80 01

46

206— 5*

68

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909|
Table 4. — Amount Railway Capital at the

No.

60
61

62
63
64
65
66
67
68
69
70
71
72

73
74
75
76

77

77i

78

79

Name of Railway.

Canadian Pacific — Con.

Montreal and Ottawa

Nakiisp and Slocan

New Brunswick

New Brunswick and Canada. . .
Nicola, Kamloops and Similk-

anieen

Northern Colonisation

Ontai-io and Quebec

Ottawa, Northern and Western

Shuswap and Okanagan

St. John Bridge and Railway

Extension

St. John and Maine

St. Lawrence and Ottawa

St. Mary's and Western On-
tario

St. Stephen and Milltown

Tilsonburg, Lake Erie and

Pacific

Tobique Valley

Toronto, Grey and Bruce

Vancouver and Lulu Island

Walkerton & Lucknow

West Ontario Pacific

*Central Railway of Canada

Cape Breton

Caraquet .

Carillon and Grenville

Central Ontario

Leased : — Marmora Railway and

Mining Co

Crow's Nest Southern

Cumberland Railway and Coal Co.

Dominion Atlantic

Elgin and Havelock

Esquimalt and Nanaiino

Eastern British Columbia ...

Grand Trunk (in Canada)

Including Beauharnois Junction,
Brantford, Norfolk and Port
Burwell.

Buffalo and Lake Huron

Cobourg, Blairton and Marmora
Grand Trunk, Georgian Bay

and Lake Erie

Grand Junction, Bellevillt and

North Hastings

Great W^estern

Hamilton and Northwestern . .
London, Huron and Bruce....

Midland, Ontario

Montreal and Champlain Junc-
tion ....

Northern

*Under construction.

Stocks.

Amount

Out-
standing.

22,500
300,000

4,780,800
2,179,867

2.50,000

300,000

2,000,000

1,300,000

750,000

200,000

2,654,153

789,909

25,000
50,000

400,000
29,900

785,490
25,000
19,000
21,000

526,000
1,000,000

950,000

200,000
3,340,000

115,421

120,000

1,000,000

2,433,333

44,900

2,500,000

420,000

221,092.269

2,605,657

Amount

per

Mile of Line,

240

8,219

10,858

18,318

5,319

12,765

2,946

8,207

14,763

100,000
28,296
13,549

1,666
10,870

11,976

1,068

4,127

1,480

504

789

32,258
13,970
15,385
23,857

11,542
1,618

31,250
9,892
1,603

32,051

75,019

14,967

Propor-
tion to Total Amount
Railway Out-
Capital. I standing.

100 X Col. 2

Col. 12

p. c.

1-35
31-67
37-93
92-77

17-54
41 -78
9-26
30 00
4000

61-54
92-43
44-79

11-20
10000

31-37

9-65

18-32

8-20

2-50

10000

100 00

100 00

64-46

100-00

73-56

.53- 11
100 00
100-00

Cols.
8 + 9-f 10 + 11

ECNDED

Amount

per

Mile of Line.

1,636,250'
647,074'

7,821,127
170,000'

1,175.«)00

418,000

19,502,591

3,075,000

1,139,253

125,000
216,664
973,334

198,250

47-30
100 00
100 00

63-20

39-48

875,000
280,000
3,500,000
280,000
740,000

523,994

1,200,000
100,000

5,522,206
50,000

133,469,778

4,279,455

17,500

17,728

17,763

1,429

25,000
17,787
28,871
19,413
22,426

62,500

2,310

16,695

13,216

26,197
10,000
18,392
16,568
19,628

7,705

8^571

10,000

20,000
1,786

45,288

22,942

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Close of the Year ending June 30, 1908 — Continued.

1

8

9 10

1

11

12 j 13

Debt.

Designation of Flnued Debt.

SuJIM.iKY.

Profwr-

tion to Total

Railway

Capital.

100 X Col. 5
Col. 12

Bonds.

Mis-
cellaneous
Obligations.

Income
Bonds.

Equipment

Trust
Obligations.

Total
Railway
Capital.

Cols. 2 + 5.

Amount

l^er

Mile of Line.

Cols. 3+6

No.

p. c.

98-65
<J8 33

1,636,250
647,074

7,821,127
170,000

1,175,000

418,000

19,502,591

3,075,000

1,139,253

125,000
216,664
973,334

198,250

$

8

1,658,750

947,074

12,601,927

2,349,867

1,425,000

718.000

21,502.591

4,375,000

1,889,253

325,000
2,870,817
1,763,243

223,250
50,000

1,275,000
309,900

4,285,490

305,000

759,000

21,000

526,000

1,000,000

1,473,994
200,000

4,540,000

215,421

120,000

1.0(X),000

7,955,539

94,900

2,500,000

420,000

354,562,047

6,885,112

$

17,740
25,947
28,621
19,747

30,319
.30,552
31,817
27,620
37,189

162,500
30,606
30,244

14,882
10,870

38,173
11,068
22,519
18,048
20,132
789

32,2.58
21,675
15,385
32,428

21,542

1,618

31,250

29,892

3,389

32,051

*

120,3D7
37,909

47
48

62 07

49

7 23

50

82-46
58 -22

51
52

90 74

.53

70 00

54

60 00

55

38 -46

:

.56

7 -.57

57

58

88-80

59

j

60

68 -63

875,000
280,000
3,500,000
280,000
740,000

61

9035

6?

81-68

63

91 -80

64

97 -50

65

66

67

68

35 -54

523,994

69

-^0

26 -44

1^200,000
100,000

71

46-89

72

73

75

4,901,706
50,000

620,500

74

52 70

76

77

77*

36-80

133,469,778
4,279,455

78

60 -52

79

80

81

.__

82

1

S3

84

85

86

87

88

70

DEPARTMENT OF RAILWATl-^ AND CANALS

8-9 EDWARD VII., A. 1909'
Table 4. — Amount of Railway Capital at the

No.

Xamk of Railway.

89
90
•♦1
92
93
94
95
96
97
98
99
100

101
102
103
104
105
lOG
107!
108
109
110
111
112
113
114
115
116
117

lis

119
120
121
122
123
124
125
126
127
130
131
132
133
134
135
136
137
138
129
140
141

(irand Trunk— Continued.

North Siincoe

Northern and Pacific Junction

Owen Sound Branch

South Norfolk

Toronto Belt Line

Toi-onto and Nipissing

Lake Simcoe Junction

Victoria

Waterloo Junction

Wellington, Grey and Bruce . . .

Whitby, I'ort Perry & Lindsay
Grand Trunk Pacific (under con-
struction)

Gulf Shore

Halifax and Southwe.stern

Hampton and St. Martins

Hereford -. . . . .

•Huron and Ontario

*Indian River

[nvei-nes.^ Railwa.v and Coal Co. . .
Irondale. Bancroft and Ottawa. . . .
*International of New Brunswick. ,

Kaslo and Slocan

Kent Norlhern, and

St. Louis and Richibucto

Kettle River Valley

Kingston and Pembroke

Klondyke Mines

Lake Erie and Detroit River and . .

London and Port Stanley

Lenora INIoiint Sicker (now the Van-
couver Copper Co. Railway)

Liverpool anil Milton

Lotbiniere and Megantic. .......

Maganetawan River

Manitoba {C. N. R.)

Manitoulin and North Shore

Massawi]jp! Valley

Midland of Manitoba

Montreal and Atlantic and Lake . .
Champlain & St. Laurence Jet. .

Montreal and Province Line

^lontreal and Vermont Junction . .

Morrissey, Fernie and Michel

Napierville Junction

Nelson and Fort Shei^pard

New Brunswick and Prince Fid. I .

New Brunswick Southern

i New Brunswick Coal & Ry. Co. . .

New Westminster Southern

Nosbonsing and Nipissing

JNova Scotia Steel & Coal Co. 's Ry
Orford Mountain . . ,

Stocks.

Amount | Amount

Out- per

standing. iMileofLine.

50,000

24,940,000

6,250

1,000,000

99.000

800,000

3,000,000

15,000

7,500,000

53,500

1,320,000

1,000,000

75,000

20,000

375,000

3,393,550

1,375,000

1,400,000

1,332,854

30,300

50,000

30,000

1,432,200

200,000

800,000

10.000

.3,200,000

600,000

1,000,000

1,000,000

1,163,000

600,000

1,500,000

214,850

49,000

t

600,000

2.50,000

50,000

3,862

390
707
30O
137

114,
1,

516
777
857
243
907
000
042
409

5,

1,

15,

4,

13,

22,

31,

9,

17,

42,

199,

22,

27,

5,

501
666
706
086
271
560
108
098
917
064
372
828
132
066
968
581

Propor-
tion to Total
Railway
Capital.

100 X Col. 2

Col. 12

p. c.

976

FtNDEI)

Amount

Out-
standing.

Cols.
S + 9 + 10+11

Amount

per

Mile of Line.

462,5001

100 00
18-50
52 38
50 00
95-24

100 00
78 00
10 60
59-56
5715
60-00

100 00
72-81
85-57
55-77
45-69

100 00

49,630,445,

1,042

85-84:

100 00'

100 00

20 43

32-92

100 00

100 00'

71-34

61-35

83 33'

100 oo'

94-90

100 00

53-71

l,065,000i
378 000;
200,0001

02,500;

900

1,293,000

71,000;

500,000'

100- 00,
100 00

■001

702,000

35,692

4,341,954

90,000

800,000

150,000

11,741

3,000

15,137

2,115,000

450,000

896,000

750,000

50,000

32,290
9,375

23,637
1,851

140,000

572,000

1,091,2.50

3^048,000

34,063

5,209

34,100

15,331

• 92,466
5,000

7,705
91

5,. 576, 800
408,842

15,9li
27,129

12,500
6,248
4,926

10,739

23,331

1,972
5,931

14,625

*LTnder construction only.
t Operated by New Brunswick (Toverninent Commission.

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Clo.se of the Year ending June 30, 1908 — Contimied.

71

i

8

9

10

11

1
12 1 13

1

Debt.

Dksign.\tion of Funded Debt.

Summary.

Propor-
tion to Total
Rail way
Capital.

100 X Col. 5
Col. 12

Bonds.

Mis-
cellaneous
Obligations.

Income
Bonds.

Equipment

Trust
Obligations.

Total Amount
Railway per
Capital. Mile of Line.

CoU. 2 4-5; Cols. 3-f 6

No.

p. c.

S

$

!
s i $
1

S

S

89

90

91

39,554

9?

90-24

462,500

512,500

93

94

95

96

97

98

99

49,630,445

74,570,445

ion

6,250| 390 101
5,341,954 14,448: 102

81-50

4,341,954

90,000

800,000

150,000

47-62

189,000 6,300' 103

5000

1,600,000 30.274 104

476

3,150,000

15,000

9,615,000

105
106

107

2200

2,115,666

450,000

896.000

750,000

50,000

146.794

89-40

503,500 10.489 108

40-44

2,216,000
1,750,000

125,000
20,000

515,000
3,965,550
2,466,250
4,448,000
1,332,854

92,466
35,300
50,000
30,000

109
no

42 85

55,153

40 00

4,628 111

2,857 112

27 19

140,000

572,000

935,040

3,000,000

125,306 113

14-43

36,116 114

44-23

77,100
22,373
56,409

7,705

5,592

1,666

1.5.706

115

54-31

48,000

116

117

100 00

92,466
5,000

118

14 16

119

120

T?!

79-57

5,576,800
405,000

7,009,000 19,997

608,842, 40,400

800, 0(X) 22,500,

10,000! 108'

4,265,000 43,.59.S
978,000 16,165

1.200,000 21,990

T^-?

67 08

3,842

1-^3

124

125

28-66

1,065,666

378,000
200,000

196

38-65

1^7

16-67

130

1,000,000 42,372 131

5-i6

62,500

..

1,225,500 210,567 132

600,000 22 132 133

46-29

1,293, 000

71,000

500,000

2,793,000 .50,397 134

1

285,850 7,940 135

9100

549,000 6,512

t '

600,000 24,896,
250,000' 45, 454 (

X

752,0Gf 15,667i

136

137

1

138

139

1

140

93-6o

702,000

1

141

: General capital of the X. S. Coal Company.

72 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909'
Table 4. — Amount of Railway Capital at the

1

2

3

4

5

6

Name of Railway.

Stocks.

FU.VDEI)

No.

Amount

Out-
standing.

Amount

per

Mile of Line.

I^ro por-
tion to Total
Railway

Capital.

100 X col. 2

Amount

Out-
standing.

Cols.

8-f9-fl0-rll

Amount

per

Mile of Line.

Col. 12.

149

1.000,000

60,000

124,500

20,000

86,950

201,000

265,585

.3,381,003

4,521,000

3,000,000

387.900

17,575

p. c.

.38-46
10000

98-43
100 00

5<J-00

4-25

5-00

3700

36-99

55 42

100-00

100 00
47-80
.50-00

100-00
45-90
46-60
12-28

100-00

S
1,600,000

28,119

148

*Pacific Northern and Omenica

Philli psbui-g Ry. and Quarry Co. . .

Pontiac and Renfrew .

Pere Marquette (in Canada). . .

Princeton Branch of the Washing-
ton Co. Railway (U.S. )

Qu'Appelle, Long Lake and Saskat-
chewan (C.N.R.)

"Quebec Bridge and Railway Co. . .

Quebec Central.

Quebec and Lake St. John (C.N.R.)

Quebec Ry. Light and Power Co. .

*Quebec and New Brunswick

144
14.5

20,750
4,706

17,049

791

1.5^233

18,3.53
90,909

•7,<Jo6

19,874
29.448
3,333
17,611
14,156
155,556

37,497

2,000

333

146
147

148

149
150
151
152
1.53

5,870,000

86,9.50

4,520,690
.5,016.453
5,746,740
7,702,960
2,512,762

29, .500

17,049

17,800

25^886

31,249
76,144

1.54

Quebec, Montreal and Southern . . . l.OOo!O0O

155

Red Mountain

190,600
100,000
150,000
250,000
608,750
350,000
34,932
1,230,655

•:t*

1,000,000
60,000

2,500,000
37,700
50.000

217,000
1<X),000

22,628
29,448

15R

1.57

Salisbury and Harvey

158
1.59
160
161

Schomberg and Aurora

Stanstead, Shefford and Chambly. .

St. Clair Tunnel . .

*St. John Valley and River du Loup

St. Lawrence and Adirondack

Sydney and Louisburg (Dominion

Coal Co.)

Temiskaming & Northern Ontario.

Temiscouata

Thousand Islands

Toronto. Hamilton and BufiFalo . .

*Trans-Cana<la

Vancouver, Victoria and Eastern. .

300,000

097,461

2,500.000

20,833

16,220

1,111,111

162
163

57-37| 914,418

27,862

164

1

165
166
167
168

8,849

8,185

28,.399

668

234,800
13,714

56

186,046

5,968

24-41

.51-85

36 90

100 00

100 00

100 00

3,096,262

58,000

4,280,000

27,401

7,913
48,619

169

170

Vancouver, We.stminster and Yukon 3.522.000

171
172

Victoria and Sidnej', B.C

Victoria Terminal Railway and
Ferry Co

223,000
10,20')

42-60

100-00
100 00
10000

3iX),000

18,4.50

17.3

Wellington Colliery Co.'s Railway.
York and Carleton

2,000,000
34,320

174

Final Total

607.42.5 349

631,869,664

* Under construction.

§ General capital of the Dominion Coal Company.
** Constructed and operated by the Ontario Government Commission.

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
close of the Year ending June 30, 190S — Concluded.

7a

9

10

il

12

13

Debt.

Propor-
tion to Total
Railway
Capital.

100 X col. 5

Col. 12.

p, c.

Designation' of Funded Debt.

Summary.

61-541

1-57

100 00

50 00

95*75
95-00
63-00
63-01

45-58

52-20
50-00

54-10
53-40

87-72

42-63

75-59
48-15
63-10

.57-40

Bonds.

S
1,325,000

" 2"6oo

5,870,000

86,950

4,520,690
5,016,453
4,101,807
4,586,347
2,500,000

Mis-
cellaneous
Obligations.

217,000
100,000

300,000

697,461

2,500,000

914,418

239,926

50,00©

4,280,000

300,000

Income
Bonds.

8
275,0001

Equipment

Trust
Oblisrations.

Total
Railway

Capital.

Cols. 2 + 5

1,614,933
3,116,613

8,000

608,631,923

3,586,105

2,856,336

12,762

8,049,092

11,602,539

Amount

per

Mileof Line.

Cols. 3 + 6

2,600,000|

60,000

126,500

20,000

.J, 870,000

173,900

4,721,690

5,282,038

9,128,343

12,226,960

.5,512,762

387,900

1,00{»,000

407,600

200,000

150,000

550,000

1,306,211

2,850,000

34,9.32

2,14.5,072

4,090,262

118,000

6,780,000

37,700

50,000

3,522,000

523,000

10,200

2,000,000

34,3-20

No.

45,694 142-
.. .143

21,083 144

4,706 145

29,500 146-

34,098^ 147

18,591 148-

I 149

41,119

49,602
167,053

7,000
4-2,502
58,996

3,333

38,444

30.376

1,266,667

150
151
152
153
154
155
15&
157
158
159
160
161
65,359 162

163
164
165
166
167
1H8
169
170

36,250
16,098
77,018

1,239,295,013

668
234,800

32,164' 171

561 172

186,046 173

5,968 174

74 DEPARTMENT OF RAILWAYS AND CANALS

■^-9 EDWARD VII., A. 1909'
Table 5.— Statement of Aid granted and paid to Railways

li

Name of Railwaj'.

Bv Dominion Government.

Name

of

Province.

s
1

Bonus
Granted.

$ cts.

50,460 00

5,.553 57

148,094 00

1,440,000 00

766,490 84
40,345 00
21,600 00

64,000 00
141,722 45

208,732 80

Bonus
Paid up.

Loan.

Bonus
Granted.

1

Albert Suuthern and Har- f

vey Braiicli \

Alberta Ry. & Irrigation Co
Algoma Central & Hudson

Bay

Atlantic & Lake Superior,
including :

Bale des Chaleiir.s

( Treat Eastern

Ottawa Valley

$ cts.

50,460 00

5,553 57

148,094 00

924,976 00

766,490 84
40,345 00
21,600 00

64,000 00
141,722 45

208,732 80

$ ets.

New Brunswick. .

S cts.
48,680 00

9

9,000 00

3

4

5

Quebec

1,415,000 00

7
8

156,000 00
25,390 00

t)

Atlantic, Quebec & Western

(under construction). . ..
Bay of Quinte, including

Kingston, Napanee and

Western

Bedlington <fe Nelson. ..(Nil)
Beersville Coal & Ry. Cu.

(now North Shore Ry.Co.)
Brandon, Saskatchewan &

Hudson Bay

British Yukon (Nil)

Brock ville, Westport &

Northwestern

10
11

Ontario,

84,000 00

^9.

13
14

20,736 00

20,736 00

New Brunswick . .

16,200 00

To

16

140,800 00

53,920 00

102,400 00

282,355 20
932,512 00

140,800 00

53,920 00

101,600 00

Ontario..., .. .
New Brunswick .

17
18

Bruce Mines & Algoma ....

Buctouche & Moncton

Campbellford, Lake Ontario
& Western (under constr.)

Can. Atlantic (now Grand |
Trunk) inchiding : /
Ottawa, Arnprior & Parry
Sound & Parry S'nd Col'n
Central Counties

50,918 00
96,000 00

19
^0

282,355 20
932,512 00

/

1

'■'270,606 '66

200,000 00
577,326 06

21

Quebec

7?.

23
24

25

Canada Coals & Ry. Co. (now
Maritime Ry. & Power Co

Canada Southern, including
Sarnia, Chatham & Erie.

64,000 00
37,500 00

64,000 00
37,500 00

Nova Scotia

Ontario

55,500 00
35,200 00

?7

Leamington & St. Clair. .

Canadian Gov't. Railways :

Intercolonial, including —

F r e d e r i c 1 0 n & St.

Mary's Bridge Co.. . .

Canada Eastern.

Diummond County. . . .

Prince Edward Island..

51,200 00

51,200 66

147,859 00

m

29

30,000 00
374,839 84
423,936 00

30,000 00
374,839 84
423,936 00

30

31

3^

33

Canadian Nort'n, including
Winnipeg (ireat Northern
Port Arthur, Duluth &

Western

Manitol)a & South Easfn
Lake Manitoba Ry. &

Canal Co

374,606 00

374,606 00

34

35

271,200 00

271,200 00

255,571 00

36

37

38
39

Ontario & Rainy River. . .
Canadian Northern Ontario.
Canadian Northern Quebec.

Canadian Pacific— owned. |

Canada Central

Lake Temiscaming Col'n.
North Shore (Montreal to

Quebec)

Montreal & Western

1,534,526 00

1,696,000 00

1,522,983 31

*10,189,521 00

29,410,346 00

1,525,250 00

310,335 95

11,500,000 00

1,534,526 00

1,316,096 00

1,559,918 46

*10,189,52l 00

29,416,346 00

1,525,2.50 00

310,335 95

11 .^on nnn nn

Ontario

Quebec

Manitoba . , . .

British Columbia

Ontario. . .,

Quebec

1,072,800 00

§

49
41

42

43
44

/

1,194,129 46
r 375,377 50
\ 37,500 00

1,479,000 00
350,076 82

45

361,270 00 ' '361^270 56

Quebec

472, .50(1 00

* This amount was paid to the Company
+ Dominion Go'-ernment pays to Quebec

for 6,793,014 acres land relinquished.
Government 5 p.c. on .^95-1, rK)0 additional.

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

by Government> and Municipalities, to 30th June, 1908.

75

By Provincial Govern.menth.

By Municipalities.

Bonus
Paid up.

Loau.

Subscription
to Shares.

Bonus
Granted.

Bonus T
Paid up. ^^"'*°-

Subscription
to Shai'e.s.

S cts.

48,680 00
9,000 00

S cts.

8 cts.

.? cts.

S cts. S cts.

8 cts.

i

840 000 00

40,, 500 00

82 699 25

24,500 00

10,tX)0 00 9,000 00

84,000 00

197,900 43 197,990 43

16,200 00

116,000 00
500 00

116,000 00
500 00

50,918 00

94,500 00

270,000 00
200,000 00

154,392 00

152,900 66

32,000 00

577,326 06

24,000 00
20,000 00

24,000 00
20,000 00

35,200 00

322,500 00

322,500 00

147,859 66

1

255,571 00

'

40,000 00

40,000 00

. . .

1,072,800 <X)

50,000 00
20,000 W>
72,000 00

572,500 00

5o,6o6 00
2o,<:k)o 00

72,0<J0 00

§

1,194,129 46

372,157 50

37,500 00

1,479,000 00
350,076 82

" " " 472,5<X)'6o

200,000 00

1

464,761 29

J

42,500 00

§ Ontario Government guarantees bonds, 268 miles at .S^O.iWO per mile.

76

DEPARTMENT OF RAlLWAYfi AXD CAXALS

8-9 EDWARD VII., A. 1909
Table 5. — Statement of Aid granted and paid to Railways,

46

79
80
81
82
83'
84
85
86
87
88

89
90
91
92
93

94

Name of Railway.

Quebec, Montreal, Ottawa
& Occidental (IMontreal

to Ottawa)

Canadian Pacific— Leased :

Atlantic and North-West

British Columbia South'rn

Calgary & Edmonton

Cap de la Madeleine ....

Columbia & Kootenay. . .

Columbia & Western

Credit Valley

Fredericton . ,

Great North-West Cent'l

Guelph & Goderich

Guelph Junction .

Lindsay, Bobcaygeon ^
Pontypool

Manitoba & Northwestern

Manitoba Seuthwestern
Colonization

Montreal & Lake Mas-
kinonge

Montreal & Ottawa

By Dominion Governement.

Bonus
Granted.

Bonus
Paid up.

cts.

8 cts.

3,702,200 00! 3,702,200 00

7,424 00 7,424 00

88,800 00 88,800 00

Loan.

Name

of

Province.

Quebec

Bonus
Granted.

S cts.
727,000 00
711,122 02

.51,200 001 46,000 00
185,173 013 18.5,173 06

Nakusp & Slocan

New Brunswick

New Brunswick and Can-
ada

Nicola, Kamloops fe Simil-

kameen

Northern Colonization . . .

Ontario & Quebec

Ottawa, Northern & West-
ern

Saskatchewan & Western.
Shuswap k. Okanagan. . . .
St. John Bridge & Ry.

Extension

St. John & Maine

St. Lawrence & Ottawa . .
St. Stephen & Milltown . .
Tillsonburg, Lake Erie

& Pacific

Tobique Valley

Toronto, Grey & Bruce. . .
Vancouver & Lulu Isl.and.

West Ontario Pacific

Cape Breton

Caraquet

Carillon & Grenville. ..(nil).

Central Ontario

Colchester Coal & Ry. Co . .
Crow's Nest Southern (nil),
Cumberland Ry. & Coal Co.
Dominion Atlantic, includ-
ing—
Windsor and Annapolis. .

Cornwallis Valley

Western Counties

Midland of Nova Scotia .
Edmonton. Yukon & Paci-
fic (C.N.R)

Elgin & Havelock

41,280 00
192,000 00
121,600 00

300,800 00
133,760 00
190,000 (X)

950,000 00

163^266 00

*14,848 00

158,871 48

134,010 00

14,6.56 00

41,280 00
192,000 00
117,700 00

300,800 00
133,760 00
190,000 00

821,009 20

163,200 00

60.000 00
192,000 00
224,000 00

144,061 30
12,800 00

14,843 00

117,431 48

134,016 OOl

14,656 00

Ontario

New Brunswick .

Ontario .

Manitoba .

433,900 00

Quebec

Ontario

Quebec

British Columbia .
New Bi'unsvvick. .

Quebec

Ontario

(Ontario.. ..

i Quebec

ManitoVja

531,000 00
230,000 00

52,500 00

87,750 00
100,000 00
182,210 00

76,000 00
575,000 00

96,000 00

Ne.v Brunswick.

j Ontario

! New Brunswick.

00,000 00
182,400 00
224,000 00

44,8.50 00

1,193.369 00

44,800 00

500,000 00

399, 0(50 40

144,001 36
12,800 00

jOntario

New Brunswick. .
Ontario

50,000 00
1,316,389 15

5,181 81
880,000 00

13,920 00

38,564 00

70,000 00

375,282 00

Ontario.

Nova Scotia

New Brun.s%vick.

Ontario.

39,850 00

1,193,309 00

44,800 00 1

.500,000 OO'

.399,000 40

Nova Scotia

Nova Scotia.

90,000 00
180,000 00

2:^,000 00

184,4.50 <I0

44,800 00
079,197 45
185,600 00

1(>0.000 00 91,200 00!

82,0.52 8jJ -82,0.52 821

J Dominion Government i>ays to Quebec Government 6 p.c. on -SI, 410,000.
* Includes $9,635.89 u.sed iron rails.

New Brunswick..

107,500 00

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

by Governments and Municipalities to June 30, 1908.

77

Bv Provincial Governments.

Bv Municipalities.

Bonuh
Paid up.

Loan.

Subscription 1 Bonus
to Shares. Granted.

Bonus
Paid up.

T Subscription
I^^^^"- to Shares.

i

$ cts.
727,000 00[
699,192 08

S cts.
1,176,956 00

S cts. $ cts.

S cts.

25,000 00

1

$ cts.
771,644 62|

$ cts.

325,000 00

i

1

531,000 00
230 000 00

1,085,000 00
80,000 00

1,085,000 00
80.00() 00

. ... . . . ! 1

31,000 00

31,000 00

193,000 00

52,500 00

73,000 00

73.0(X> 00

215,600 00 215.600 00

900,000 00

'

87,750 00
100,000 00
182,210 00

5,300 00

5,300 00

647,074 00

76,000 00
575,000 00

23,000 00
47,500 00

23,000 00
47,500 00

96,000 00

52,500 00
150,000 00
101,000 00

10,0<X» 00

52,500 00
150,0(X) 00
100,000 00

10,000 00

50,666 00

\

1,192,672 58

f

5 181 81

880,000 00

3<X),000 00

60,000 00

300,000 00

90,000 00

13,920 00

38,564 00

70,000 00

375,282 00

75,000 00
'"" 988,660 00

75,000 00
■ 969,561 44

25,000 00
10,000 00

25,000 00
10,000 00

91,400 00

180,000 00

233,000 <X

93,500 00

93,500 00

i

173,650 00

44,800 00

27,685 <X)

1.50,000 00

36,000 00

27,685 00

150,000 00

36,000 OC

679,197 45

1

183,510 40

!

107,500 or

13,000 OC

13,666 OC

1

78 DEPARTMEXT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Tablio 5. — Statement of Aid granted and paid to Railways,

Name of Railway.

By Doj'iniox Government.

Name
of

Bonus 1 Bonus
Granted. Paid up.

Loan.

Province. g^„^^
Granted.

95

Esquimau & Xanaimo

Grand Trunk (in Canada).

•§ cts.
750,000 00

$ cts.
750,000 00

$ cts.

S cts.

W>

15,142,633 33

07

including
Beauharnois Junction. . .
Brantford, Norfolk ifePort

Burwell

62,100 00

62,400 00

Quebec. . .

179,073 00

9«

Ontario

68,000 00

90

Buffalo & Lake Huron . .

100

Cobourg, Blairton & Mar-
mora

18,740 ()0

101

Grand Trunk, Victoria
Jubilee Bridge

Grand Trunk, Georgian
Bay & Lake Erie. ..

500,000 00

500,000 00

102

Ontario

336,000 00

103

Grand Junction, Belle-
ville & North Hastings.

Owen Soinid Branch

Great Western

21,888 00
39,744 00

21,888 00
39,744 00

224,660 00

104

105

106
107

Hamilton & North- Webt-

ern ,

London, Huron & Bruce .
Midland, Ontario

Ontario

56.5,020 00
178,630 00

108

,,

168,350 00

109

Montreal & Champlain

Junction

Northern ...

103,'K)0 00

103,600 00

Quebec

Ontario

150,000 00

no

196,188 00

111

North Simcoe . .

83,300 00

11^

Northern Pacific Junction

South Norfolk.

Toronto Belt Line

1,320,000 00
54,400 00

1,320,000 00
54,400 00

113
114

Ontario

115

Toronto & Nipissing. . . .

Ontario

105,212 00

116

Lake Simco-^ Junction .

53,000 00

117

Victoria

312,000 00

118

Waterloo Junction

Wellington, Grey & Bi uce

Whitby, Port Perry &

Lindsay

32,800 00

32,800 00

119

New Brunswick..
Nova Scotia

New Brnn.swick..

Quebec.

Nova Scotia

Ontario

New Brunswick..

241,276 00

120

94,957 59

121

12-;^

Grand Trunk Pacific.

Gulf Shore

53,699 20
819,874 93

653,776 00
160,000 00

125,760 00
1-83,612 54

170,560 00
627,000 00
144,000 00

178,408 07

53,699 20
819,874 93

053,776 00
160,000 00

125,760 00
t83,612 54

170,560 00
368,545 97
144,000 00

178,408 07

41,950 00

^?^

Halifax & South-Western,

including

Central of Nova Scotia &

Nova Scotia Southern .

Halifax & Yarmouth. . . .

Middleton & Victoria

Beach

Hampton & St. Martins. . .

Hereford, including Domin-
ion Lime Go's hne

Inverness R'y. & Coal Co..

Irondale, Bancroft &Ottawa

International of New
Brunswick. . .s

Kaslo & Slocan, B. C. .(nil)

Kent Northern and

St. Louis & Richibucto. .

Kettle River Valley

Kingston & Pembroke

Klondyke Mines

L'Assomption (road aban-
doned)

Lake Erie & Detroit River,
London & Port Stanley
(lea.sed)

124

125
126

156,499 33
96,000 0(J

127

14.5,600 00

128

103,000 00

129
130

272,000 00
31.5,000 00

131

75,000 00

139

133

( *58,334 27

t 22,400 00

97,771 52

48,000 00

197,184 00

11,200 00
r .571,851 00

I

*5S,334 27
22,400 00
97,771 52
48,000 00

197,184 00

11,200 00
571,851 00

New Brunswick..

'' .::

135,000 00

134

21,000 00

135

136
137

Ontario

456,493 00

138

1

139

Ontario

83.000 00

140

flncluding loan of used iron rails.

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
by Governments and Municipalities to June 30, 1908.

79

By Provixcial Governjiexts.

By Muxicip\lities.

Bonus
Paid up.

Loan.

Subscription
to Shares.

Bonus
^Granted.

Bonus
Paid up.

Loan.

Subscription
to Shares.

8 cts.

-S cts.

S cts.

B cts.

S cts.

•S cts.

S Ct5.

179,073 00
68,000 00

1

966,000 00
113,500 00

966,000 00
113,500 00

18 740 00

26,000 00

336,000 00

'.•29,000 00

213,000 00
85,500 00

929,00<J 00

213,000 00
85,500 00

224,660 00

50,000 00

565,020 00
178,630 00
168,350 <X»

599,805 00
311,500 00
144,870 85

21,774 00
241,980 00

599,805 00
311,500 00
144,870 85

21,774 00
241,980 00

150,000 00

390,000 00

83,300 00

65,000 00

65,000 00

105,212 00
53,000 00

376,702 59
100,000 00
186,000 00
47,000 00
682,000 00

222,094 93

376,702 59
100,000 CK)
186,000 00
47,000 00
682,000 00

222,094 93

•;;■■; ; ' ; ;

312,000 00

241,276 00

94,957 59

41,950 00

3,831,939 00

156,499 33

15,338 93

15,338 93

145,600 00

60,500 00

233,000 00

100,000 00

50,000 00

135,000 00

75 000 00

5,000 00

5,000 00

135,000 00
21,000 00

456,493 00

.509,320 00

5<J9,320 00

;

'

83,000 00

356,500 00

356,50<J W

1,332,854 00

414, IMX) <j0

^0 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 5.- -Statement of Aid Granted and Paid to Railways,

Name of Railway.

By Dominion Government.

Name

of

Province.

Bonus
Granted.

$ cts.

Bonus
Paid up.

Loan.

Bonus
Granted.

141

Lenora Mt. Sicker (Van-
couver Copper Co. .(nil).

$ cts.

$ cts.

S cts.

14-;^

Liverpool & Milton. . .(nil)

Lotbiniere k Megantic

Marmora Ry. & Mining Co.

Maganetawan River

Manitoba(Canadian North-
ern system)

143

96,000 00

30,720 00

3,552 00

96,000 00

30,720 00

3,552 00

Quebec

126,994 00

144

Ontario

19,149 39

145

10,000 00

146

Manitoba

641,575 25

147

Manitoulin & North Shore.

Massawippi V^alley

Minudie Coal & R'y. Co. .

Montreal & Atlantic, in-
cluding Lake Champlain
& St. Lawrence Junct . .

Montreal & Province line. .

Montreal & Vermont Junc-
tion. . (nil)

32,000 00

5,376 00

18,544 00

r

32,000 00

5,376 00

18,544 00

14S

Quebec

149
15a

444,000 66

151

(

250,280 00

152
153

58,560 00

58,560 66

"

231,122 00

154

Morrissey,Fernie &Michel

B.C.. (nil)

Napierville Junction. ....
Nelson & Fort Sheppard . .

155

173.440 00

173,440 00

Quebec

15fi

157

New Brunswick & P. E. I.
New Brunswick Southern.

113,440 00

113,440 00

New Brunswick..
New Brunswick..

New Brunswick..

99,708 90

158

413,000 00

159

New Brun.swick Coal &
R'ly. Co

190,400 00

190,400 00

224.000 00

160

Nosbonsing & Nipissing
(Nil)

161

Nova Scotia Steel & Coal
Co'.s. R'y

40,000 00
192,942 50
262,384 00

23,712 00
13,600 00

39,840 00
192,942 50
262,384 00

23,712 00
13,600 00

Nova Scotia

Quebec

40,000 00

16-^

Orford Moimtain

138,881 92

163

Ottawa & New York

Phillipsburg R y. & (Quarry
Co

Ontario

35,000 00

164

Quebec

25,667 00

165

Pontiac & Renfrew

Princeton Branch of Wash.
Co. R'ly

17,4.33 60

160

•

167

Qu'Appelle, Long Lake &
Saskatchewan

16S

Quebec Bridge & R'ly. Co

Quebec Central ...

Quebec & Lake St. John . .
Quebec R'ly., Light & Pow-
er Co., formerly, Quebec,
Montmor'cy& Charlevoix
*Quebec & New Brunswick
Quebsc, Montreal & South-
ern, including

United Counties, East

Richelieu Valley

South Shore

374,353 33

403,980 69

1,454,695 00

96,000 00
201,600 00

188,816 00

69,952 00
296,998 38

374,353 33

403,980 69

1,233,943 50

96,000 00

Quebec.

New Brunswick..
Quebec

25ij, 666 66

169
170
171

1,076,123 14
2,533,000 00

306,945 50

173

45,000 00

173

188,816 00

69,952 00
296,998 38

210,000 00

174

115,215 00

175

276,645 00

176

Red Mountain (Nil)

Rutland & Noyan. . .(Nil)

Salisbury & Harvey.

Schomberg & Aurora

Shediac & Coast (Nil)

Stanstead, Shefford &

Chambly (Nil)

St. Clair Tunnel

*St. John Valley & River

du Loup ..(Nil)

St. Lawrence & Adirondack

177

178

29,665 45
48,000 00

**29,391 01
46,144 00

New Brunswick..

455,000 00

179

180

181

}H?,

375,000 00

375,000 00

183

184

149,481 60

149,481 60

Quebec

70,400 CO

*Under construction.

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

by Governments and Municipalities, &c.- Continued.

81

Bv Provincial Governments.

By Municipalities.

Bonus
Paid Up.

Loan.

Subscription
to Shares.

Bonus
Granted.

Bonus
Paid Up.

Loan,

Subscription
to Shares.

§ cts.

S cts.

S cts.

$ cts.

i? cts.

S cts.

S cts.

126,994 00
19 149 39

10 000 00

641 575 25

65,000 00

315,891 89
250,280 00

528,000 00

51,000 00
25,000 00

36,000 00
25,000 00

231,122 00

10,000 00

10,000 00

99,708 90
413,000 00

224,000 00

3,000 00

3,000 00

40,000 00
138, ^84 92

4,000 00

4,000 00

35,000 00

85,666 bi)

85,000 00

25,667 00

17,4.33 60

•

250,000 00

300,000 00

103,000 00

12,000 00

290,817 46

103,000 00

12,000 00

1,076,123 14
2,368,816 88

306,945 50

450,000 00

207,565 00

115,215 00

276,645 00

25,000 00

25,000 00

455,000 00

70,000 00

76,660 66

1

70,400 00

**Includes .$14,663.45 loan, used ii-on rails.

206—6

82 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 5. — Statement of Aid Granted and Paid eo Railways,

Name of Railways.

Br Dominion Government.

Name

of

.Province.

3
i,

Bonus
Granted.

Bonus
Paid up.

Loan.

Bonus
Granted.

^?l^

St. Marj^'s & Western Ont.

$ cts.

$ cts.

$ cts.

Ontario

$ cts.

186

Sydney & Louisbiirg (Dom.

Coal Co. )

Temiskaming & Northern

Ontario

89,600 00

87,808 00

Nova Scotia

87,808 00

387

188

645,950 00
61,200 00

57,600 00

645,950 00
29,840 00

57,600 00

•■•;■■■■■■{

Wuebec . .

New Brunswick..

362,250 00

189

Thousand Islands

66,000 00

190

Toronto, Hamilton & Buff-
alo

191

*Triins-Canada

192

Vancouver, Victoria &
Eastern . ...(Nil)

Vancouver, Westminster &
Yukon (Nil)

193

194

Victoria & Sidney, B.C

British Columbia

95,635 00

195

Victoria Terminal R'ly. &
Ferry Co (Nil)

196

Wellington Colliery Co, BC
York & Carleton

Grand totals

197

32,896 00

32,896 00

New Brunswick..

25,247 00

76,.S55,380 56

74,527,468 94

15,576,533 33

29,819,526 89

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

by Governments and Municipalities, to 30th June, 1908. — Concluded.

83

By Provincial Governments.

By >[unicipalities.

Bonus 1 T^„„
■o -J ' Loan.
Paid up. 1

Subscription
to Shares.

Bonus
Granted.

Bonus
Paid up.

Loan.

Subscription
to Shares.

.$ cts. S cts.

S cts.

S cts.
8.'>,000 00

S cts.
50,00<3 00

§ cts.

$ cts.

82,000 00

362,250 00
66,000 00

25,000 00

25,000 00

10,000 00
268,000 00

10,000 00
265,500 00

.

95,63566

143^452 50

' 143^452 50

...: :..:

25,247 00

28,309,445 80

6,581,969 00

300,000 00

12,473,806 23

12,186,946 42

2,404,498 62

2,839,500 00

206—6^

84

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

O

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t^ :s c; i^ s; •*

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RAILWAY STATISTICS

85

SESSIONAL PAPER No. 20b

i~ z'. ~ -v c<i y. -^ -rf t^

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96

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Expenses

Name of Railway.

MAI^TE^■A^■CE of Way

Repairs of
Roadway.

Alberta Ry. and Irrigation Co

Algoma Central and Hudson Bay.

Atlantic and Lake Superior

Atlantic, Quebec and Western ....

Bay of Quinte

Bedlington and Nelson.

Beersville Coal and Ry. Co.
(now North Shore Railway Co.)

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hud-
son Bay

British Vukon

Brockville, Westport and North-
western

Buctouche and Moncton

Canada Coals and Ry. Co. (now
Maritime Coal, Ry. and Power
Co.)

Canada Southern

Canadian Government Railways —

Intercolonial

Prince Edward Island ,

Canadian Northern

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontario

Crow's Nest Southern

Cumberland Ry. and Coal Co

Dominion Atlantic

Elgin and Havelock

Esquimalt and Nanaimo

Grand Trunk in Canada

Canada Atlantic (G.T.R.)

Halifax and Southwestern

Hampton and St. Martins

Hereford

Inverness Ry. and Coal Co

Irondale, Bancroft and Ottawa. . . .

Kaslo and Slocan

Kent Northern

Kettle River Valley ...

Kingston and Pembroke

Klond j'ke Mines

Liverpool and Milton

Lotbiniere and Megantic

London and Port Stanley

Maganetawan River (G.T.R.)

Manitoulin and North Shore

Massawijipi Valley

Midland Kv. Co. of Manitoba

S cts.

36,650 01
20,006 57
14,380 84

3,047 35
21,496 .51!

3,105 56j

883 00

Renewals
of Rails.

cts.

417 61

123 43
49 19

27,078 04j
29,133 85 i

1,729 85
4,732 45

2,837 10
407,118 25

291 39

203 05

230 88
190,059 84

Renewals
of Ties.

S cts.

17,108 07
1,228 14
1,306 64

3,654 49
1,490 17

83 08

838,021 69

92,308 32

77,358 66

612 34

836,520 17

9,194 81

33,697 34

60,862 14

Cr. 8 25

4,784,415 49

657,934 65

.3,346 34

10,2.59 20
483 05

28,089 51

254 72

42,931 14

213 74

15,719 63

524 75

58,164 91

7,954 55

3.168 55

15,379 70

2,109 06
2,283 18

636 58
88,827 33

292,669 39

10,477 23

245,223 74

1,342 55

10,422 96

871,907 95

866 55

3,610 10

890 00

6,440 00

1,573 26

3,956 30

21,806 60

521 07

1,722,205 82

203,597 86

77,995 53

532,260 70

19,299 51

19,690 07
22,188 37

6,679 55
10,895 67

3,000 00

884 91

34,346 20

19,058 99

5,509 11
8,102 87

7 24
2,463 41

29 57

178 72
622 29

8,142 06
19,146 83
34,322 15

200 97

11,564 72

2,795 20

296,519 03

44,972 17

14,131 98

280 23

3,714 73

4,752 74

1,482 74

518 50

950 00

9,262 87
655 84

952 54
4,634 74

1,235 86
4,490 42
1,371 60

Repairs
and

Renewals of
Bridges

and
Culverts.

Repairs and
Renewals
of Fences,

Road-
Crossings,

Signs

and Cattle

(iuards.

•S cts.

9,072 27
1,128 65
1,268 80
307 10
330 69
7,028 48

S

cts.

4,295 40
115 99
242 52

413 24

10 48

781 55

2,166 00 1

144 05

1,110 17

147 70,
34,593 15

46,696 771

861 34

121,493 69

3,144 35

16,212 68

814,023 45

5 801

375 25j

294 10

4,442 27

1,364 95

328 14

15,733 58

243 89

953 19
13 90

129 60

58 90

48 22
20,261 40

53,175 32

5,950 35

21,071 38

208 70

11,597 56

246,028 72

46 80

325 10

330 50

2,215 16

35 16

158 45

5,188 36

21 85

15.3.401 97|

r. 8,752 32,

5.108 75

145 00

2 612 98

1,975 78 1

97 56

12,904 43

81,967 03
4,954 84
1,098 90

"979 31
394 03

40 93

147 23

2,371 78

0 75

1,448 24

582 89

1,257 77
3,535 30

145 81

2,829 92

015 57

07 72
018 48

0 75
789 54
427 60

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
for the Year ending June 30, 1908.

97

7

8

9

10

11

12

13

AND StRUCTURI

iS.

Repairs and
Renewals

of Buildings

and

Fi.xtures.

Repairs and

Renewals

of Docks and

Wharves.

Repairs and

Renewals
of Telegraph.

Stationery

and
Printing.

Other

Expenses.

Snow
Clearing.

Total.

No.

$ cts.
5,863 08

§ cts.

S cts.

1,740 28
2,371 99

S cts.

65 48
203 23

S cts.

1,828 23

1,957 55

368 81

S cts.

199 49
3,330 27

84 55
902 10
330 72

28 91

§ cts.

77,239 92
35,453 96
18,442 75
4,373 13
29,907 52
12,135 63

992 54

1

2,913 68
790 59

2,137 89

2
3

116 58

4

3,543 37

10 12

15 23

4 95
0 38

5

375 73
26 46

31 50

6
7

8

1,593 22

239 01
507 45

5 00

141 72
27 00

1 72

1,169 42
2,763 95

705 50

7i292'62

176,846 90

200 00

39,125 06

6,383 39

22,161 17

482,090 80

22 75

32,249 26
54,360 21

5,251 59

8,582 82

4,049 90
807,947 07

1,732,390 38

116,098 35

1,458,588 41

52,022 06

132,358 35

9,630,803 95

4,386 16

14,911 15

2,540 00

50,999 01

49,029 68

24,006 43

118,591 97

4,074 65

9

4,168 40
213 08

199 96

10

12 40
166 48

16 68
50 00

956 15

11

231 64

12

62 58

70 16
2,029 79

1,749 14

40 39

23,401 48

1,047 32

1,078 21

2.37,242 74

10 90

13

53,567 23

206,206 79
19 155 25

2,213 85

19,172 07

1,258 74

750 07

9 41

99,67i'39

1,934 21

4,587 84

184 05

l,fiOO 74

405 94

62 46

26,175 83

14

15
16

121,910 81

1,577 94

9,233 60

1,336,241 96

87 02

38,296 46

4,205 06

735 82

45,070 97

17
18
19
20
21

100 00

84 50

157 00

200 10

19 39

1 53

2,684 54

411 35

22

55 25

287 00

"' 4^805 "4i
1,507 05

""3,i66'75

23

4,690 80
1,155 89

37 63
131 59

4 12
115 37

24

25

634 62

26

4,284 06
63 13

1,396 47

410 95

134 39

55 56

27
28

29

n5,248 52
52,340 76

33,690 51
594 09
268 63

6,009 51

6,057 30

989 05

2,493 91
301 49
141 91

Cr. 958 63

110,482 26

36,596 72

636 54

3,653,320 63

359,962 42

118,154 14

1,934 26

29,711 22

36,282 41

8,929 85

32,372 56

4,020 00

981 45

52,916 97

29,802 07

6 20

8,693 00

21,219 78

30
31

7,182 18

10,600 67
1,509 03

'■"l,422'82

510 00

2,885 65

20 00

43 12

331 73

155 75

32
33

1,217 88

6 12
103 54

1,482 89
372 45
160 00

4,672 51

34

2,170 13

439 14

35

.36

484 89

io 56

0 35
50 00

37

38

5 74

39

980 50
1,110 87

2,569 86
395 84

86*92

161 99
66 03

3,668 35

5,287 59
6 20

40
41
42

303 73

250 65
511 00

172 76
2 44

43

1,739 21

1 51

30 61

1,421 33

44
45

276 67

55 85

6 12

78 27

278 59
204 05
481 78

10,420 95
40,648 54
42,045 01

46

1,623 06

47

1.353 17

502 30

i73 30

2 28

48

206—7

98

DEPARTMENT OP RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909-
Table 9. — Classification of Operating Expenses

No.

Name of Railway.

57
58
59
60
61
62
63
64

65
66

67
68

71
72
73
74
75
76

77
78

79
80
81
82

83

84
85
86

87

Maintenance of Wat

Repairs of
Roadway.

49 Montreal and Atlantic

50 Montreal and Province Line

51 Montreal and Vermont .Junction.

52 Morrissey, Fernie and Michel, B. C

53 Napierville Junction

54 Nelson and Fort Sheppard

55 New Brunswick Coal and Ry. Co,

56 New Brunswick and frince Ed
ward Island

New Brunswick Southern [

New Westminster Southern ...

Nosbonsing and Nipissing ', .

Nova Scotia Steel and Coal Co |

Orford Mountain i

Ottawa and New York |

Philipsburg Ry. and Quarry Co. . . i .
Princeton Branch of Washington

Co. Ry

Pere Marquette

Qu'Appelle, Long Lake and Sas-
katchewan (Canadian Northern)

Quebec Central

Quebec and Lake St. John ....

69 Quebec Ry., Light and Power Co.

70 Quebec, Montreal and Southern. . .

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Shefford and Chambly.
St. Clair Tunnel, yard and ap-
proaches

St. Lawrence and Adirondack ....
Sydney and Louisburg (Dom. Coal

Co.)

Temiscouata . .

Temiskaming & Northern Ontario.

Thousand Islands . . . .

Toronto, Hamilton and Buffalo . . ,

( Vancouver, Victoria and Eastern
-! Vancouver, Westminster and

t Yukon

Victoria Terminal Ry. & Ferry Co.

Victoria and Sydney, B.C

Wabash Ry. Co. in Canada

Wellington Colliery Co

Wellington (Ladysmith Extension)
89 York and Carleton

$ cts.

93,517 88

12,646 86

8,056 78

7,930 84

5,580 88

31,261 24

14,824 25

4,477 92
11,608 81
15,547 96

2,494 92

9,044 25

22,249 33

1,570 10
100,296 06

Total

83,200 22
55,258 74

8,871 83
40,332 16

6,038 57

972 57

10,290 21

2,079 44
15,469 40

20,147 21

33,814 26

30,389 10

96,798 86

4,185 43

128,025 44

60,412 06

424 30

5,636 01

126,413 00

8,441 60

1,171 00

10,640,542 68

Renewals
of Rails.

$ cts.

4,788 24
9 96

'239'7i
120 06

271 48

228 42

"83 ei

99 02
107 44

1,606 18
11,792 85

32,545 87
3,223 18

310 62
34 27

4,966 32

608 34

981 98

Renewals
of Ties.

$ cts.

21,673 68
5,323 41
1,883 48
1,261 47
1.30 56
6,150 25

1,529 72
1,197 47
1,445 34

1,673 60
1,230 56
3,531 41

159 88
13,387 68

Repairs

and

Renewals of

Bridges

and
Culverts

Repairs and
Renewals
of Fences,

Road-
Cro.ssings,

Signs,

and Cattle

Guards.

$ cts.

40,270 52
2,819 15
1,251 61

30 91

7,292 10

272 15

894 23
891 96
320 44

1,088 03
3,864 79

13 09
10,693 29

16,500 00

17,252 23

1,806 68

11,370 68

445 25

620 00

2,248 77

2,565 42

11,110 22
604 75

1,074 89

1,604,594 76

13,795 93

25,445 60

6,137 00

526 90

630 25

9,134 60

2,592 27

232 n

3,082 36

25,529 06

2,907 66

4,861 50

80 00

2,204,083 47

31,964 61

1,891 59

1,649 30

9,671 43

814 53

8,927 34
l,i43'24

3,324 09

1,756 27

4,099 88

5,094 47

196 95

13,627 36

I

8,875 79 1

47 28

627 81

10,601 91

$ Ct8.

5,487 88
619 16
253 10

367 64
17 61

Cr.

r27 66
50 65
47 60

500 60

36 68

954 75

22 40

11,891 74

3,561 02

3,958 82

1,179 80

4,231 67

4 20

14 65

64 06

288 12

1,465,753 45

1,947 20

2,670 21

519 99

1,233 42

78 98

3,193 20

518 40

16 92

225 16

3,933 79

4,913 72
10 00

519,671 89

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908 — Continued.

99

7

8

9

10

11

12

13

AND Structures.

Repairs and
Renewals

of Buildings

and

Fixtures.

Repairs and

Renewals

of Docks and

Wharfs.

Repairs and

Renewals
of Telegraph.

Stationery

and
Printing.

Other
Expenses.

Snow
Clearing.

Total.

No..

S cts.

15,765 78
1,569 72
1 570 37

S cts.

$ cts.

1,756 60
57 79
86 16

S cts.

269 95
10 54
24 45

$ cts.
495 64

S cts.

9,189 07
1,774 24

511 42
2,778 17
2,001 06
1,961 17

219 85

S cts.

193.215 14
24,830 83
13,637 37
11,982 46
8,501 14
48,429 44
15,907 55

8,342 35

14 263 05

17,843 89

7,860 79

4,669 12

14,413 08

49
.50

51

114 80

Cr. 342 53
29 37
17 96

5 00

6 30

0 58

52

228 38

1,327 07

323 17

6 75

75 38

268 13

5 53
55 18

15 00

53
54

55

290 27

174 13

56

609 16

57

297 82

Cr. 26 00

59 79

49 59

17 16

58
59

60

182 39

125 20
316 54

40 66

62 67

2,504 28
2,127 59

61

5,212 54

0 80

38,365 191 62

1,417 43 63

3 69
245 66

5 20
7,455 75

3,380 54
167,091 14

64

12,612 58

Cr. 1,566 65

268 5i

13 67

65
66

10,080 89

1,832 21

1,101 30

24 97

359 81

15 52

10 00

4,i67 29

4,364 45

3,760 61

420 85

0 38

6i3"93

2,222 78
2,622 68
3,968 14
9,165 14
1,093 18
71 43

" " 2i226'94
814 18

186,064 89

91,930 40

23,709 32

85,500 38

8,649 47

1,688 65

27,366 25

4,308 95

21,410 71

15,733 38
49,312 79

67,705 97
43,806 63

125,150 68
5,698 10

182,074 81

79,675 66

786 53

10,449 83

197,803 08

11,349 26

9,775 22

1,300 00

67

2,257 41

68

2,447 99

9,559 55

151 06

69

32 84

45 63

52 51

70
71

72

255 62

73

2 57
90 85

74

1,028 75

10 75

75

76

6,658 96

10 87

2,820 19

1,086 72

1,184 15

11,115 29

153 01

3,646 18

2,133 11

77

2,202 91

730 00

78

1,476 51

79

4,514 81
452 60

063

101 45

50 32

668 07
2,205 23

4,008 38

143 05

733 52
0 25

80
81

13,219 93

10 93
572 05

106 95

174 77

82

3,641 26
3 21

49 75
12 39

83
84

165 40

45 02l

1

85

27,784 92

205 86

54 42

86

87

88

10 00

10 00

19 00

89

2,690,915 90

167,017 45, 294,301 15

43,924 32

129,098 56

993,694 55

20,778,609 78

206—71

100

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 9 — Classification of Operating Expenses

Name of Railway.

Alberta Ry. and Irrigation Co ....

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, Quebec and We.stern

Bay of Quinte

Bedlington and Nelson

Beersville Coal and Railway Co. (now North Shore Ry. )

Bessemer and Barry's Bay .

Brandon, Saskatchewan and Hudson Bay

British Yukon

Brockville, Westport and Northwestern _ - . .

Buctouche and Moncton

Canada Coals and Railway Co. (now Maritime Coal,

Railway and Power Co

Canada Southern ,

f^'anadian Government Railways —

Intercolonial

Prince Edward Island ,

Canadian Northern ,

Canadian Northern Ontario

Canadian Northern Quebec ,

Canadian Pacific.

Cape Breton ...

Caraquet

Carillon and Grenville

Central Ontario

Crow's Nest Southern

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock

Esquimau and Nanaimo

Grand Trunk in Canada

Canada Atlantic (G. T. R.) ,

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

Kaslo and Slocan, B.C

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondyke Mines

Liverpool and Milton

Lotbiniere and ISIegantic

London and Port Stanley

Maganetawan River

Manitoulin and North Shore

Massawippi Valley. .

Midland Railway Co. of Manitoba

Monti-eal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction

Morrissey, Femie and Michel, B. C

Maintenance

Superin-
tendence.

S cts.

1,069 51
4,392 19
1,090 62

15 69
20 21
90 55

599 58

1,667 40

725 00

25,064 49

91,864 54
6,270 28

23,561 20

1,614 00

4,161 66

222,091 54

500 00

560 00

1,020 00

662 55

1,200 00

2,113 35

155,044 71

19,717 97

3,027 39

490 09
1,707 79

250 00
56 86

300 00
12 50
12 50

607 50
1^097 35

287 21

3,300 39

2t4 67

625 18

Repairs

and

Renewals

of

Locomotives.

S cts.

8,287 93

13,166 90

4,711 8

1,254 58

1.3,410 07

65 11

4,367 52

6,298 80

441 92

1,438 47

1,176 17
385,754 15

824,983 04

24,224 56

625,839 2

16,553 78

56,210 06

3,420,041 98

2,170 97

6,625 50

196 45

6,936 01

5,820 91

2,343 21

22,838 17

646 64

1,652,014 99

186,315 19

20,172 06

7,270 13

12,900 89

1,096 93

1,227 58

1.50 00

434 30

11,368 67

12,646 55

1,045 23
12,806 74

738 13

4,125 58

2,583 58

62,702 85

842 oO

16,014 57

7,067 98

Repairs

and
Renewals

of

Passenger

Cars.

S cts.

2,002 84
2,152 20
1,271 94
71 19
4,446 49

75 00

1,411 07

2,632 10

690 31

337 10

378 28
29,257 71

303,213 89

25,007 09

120,223 73

5,413 70

13,396 89

1,620,680 47

490 97

1,460 25

40 62

1,511 65

918 98

11,475 41
22 43

392,493 07
5,403 S5
5,777 92

2,271 31

957 87

104 30

272 49

75 00

43 15

4,748 50

533 51

283 71
3,102 02

4,313 47
837 58

5,722 39
463 41

3,032 89

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

for the Year ending June, 30, 1908.

101

5

6

7

8

9

10

11

OF Equipment.

Repairs

and

Renewals

of

Freight Cars.

Repairs

and

Renewals

of

Work Cars.

Repairs

and
Renewals

of

Marine

Equipment.

Repairs

and

Renewals of

Shop

Machinery

and

Tools.

Stationery

and
Printing.

Other
Expenses.

Totals.

Xo.

S cts.

3,215 00
20,691 27

§ cts.

S cts.
1,832 13

$ cts.

S cts.

64 88
57 53

S cts.

3,169 90

2,871 61

901 35

S cts.

19,642 19

48,413 90

8,328 05

1,381 96

23,995 39

486 59

189 45

1

4,257 34
16 66
28 66

824 86

2

335 6]

3

27 53

4

6,107 21

1 17
113 15

8 25
0 59

6 51
0 08

5

287 45

6

23 90

7

8

1.638 56

2.639 10
614 37

1,371 10
2,697 35

307 67

937 14

8 36

87 76

42 88
17 65

308 82

iieos

10,047 20

16,889 54

2,479 96

3,038 45

1,719 19
828,970 61

2,059,883 21

75,487 85

1,130,198 13

36,842 05

114,079 03

9,459,860 45

2,691 53

10,940 85

1,085 33

14,149 63

17,235 86

10.822 80

59,479 08

832 68

9

10

11

1,059 03
164 74

12

13

318,938 51

642,405 29
10,323 35

290,443 62

3,248 72

32 707 36

6,048 49

32,143 63
1,316 20

14,967 44

3,432 14

2,446 35

448,450 15

28,630 14
6,937 60

9,381 41

63,972 91
4,928 01

37,510 91

2,410 22

2,057 07

337,104 38

2,142 30

11,350 61

327 58

2,515 92

291 10

142 65

41,586 14

23,753 41

83,011 70
3,090 78

15,136 04
3,878 39
2,956 99
2,238 48

14

15
16

17

18

19

3,360,657 59
29 59

7,009 72

20
21

545 10

1,810 00

26 93

86 15

522 99

22

26i 33

32 94

325 96

?3

4,542 68

7,503 14

7,279 53

16,272 78

20 20

42 82

24

1,438 51

25

26

146 73

6,043 08

190 23
10 63

399 33

0 85

27

28

4 00

145 58

57,178 72

6,541 09

275 42

2 55

235,386 60

24,988 07

1,416 24

29

1,400,741 61
154 809 96

Cr 13,684 02

10,958 90

1,365 38

181 64

244,798 41

32,659 87

5,065 85

4,134,932 99

431,800 88

41,864 74

30
31

5,948 22

32

33

6,531 61
6,339 83

106 64
68 40

313 74
1,118 66

337 16
103 54

i82'76

17,320 68

23,379 68

1,551 23

2,951 22

825 00

695 21

24,798 40

15,138 91

1,621 26

3,381 28

21,725 91

34

35

100 00

36

1,212 85

51 92

"* 2464

283 79

120 98

1

0 35

129 17

37

300 00
76 34

368 98

.38

11 89

92 39

5,109 14

363 71

39

3,235 20
1,072 43

40 60
32 75

40

41

42

i 263 39

21 35
145 17

570 91
436 69

60 90
35 14

135 79
1,498 S7

43

3,033 78

44

45

2,474 47
8,305 95
1,411 84
36,287 84
1,075 86
4 685 03

32 99

328 93

1,091 13

150 86

8 02

"216 33

3,724 10 1

1 42

744 20

6 12

" 22 04

431 41

33 39

67 14

278 20

4,635 28
17,073 93

6,567 39
112,319 84

2,661 25
25,329 41

46

47

123 68

48

49

.50

160 40

51

6,259 52

13,327 50 52

102

DEPARTMENT OF RAILWA78 AND CANALS

8-9 EDWARD VII., A. 1909
Table 9 — Classification of Operating Expenses

No,

1

Na j ci Railway.

53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82

83

84
85

86

87
88
89

Napierville Junction

Nelson and Fort Sheppard

New Brunswick Coal and Railway Co

New Brunswick and Prince Edward Island. . . .

New Brunswick Southern

New Westminster Southern

Nosbonsing and Ni pissing

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

Philipsburg Railway and Quarry Co —

Princeton Branch of Washington Co^ Railway.

Pere Marquette

Qu'Appelle, Long Lake and Saskatchewan

Quebec Central.-

Quebec and Lake St. John

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

Rutland and Noyan .

Salisbury and Harvey ,

Schoniberg and Aurora

Scanstead, Shefford and Chambly

St. Clair Tunnel, j'ard and approaches - . .

St. Lawrence and Adirondack.

Sydney and Louisburg (Dominion Coal Co.) . .

Temiscouaia . . . .

Temiscaming and Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo

/ Vancouver, Victoria and Eastern

t Vancouver, Westminster and Yukon

Victoria Terminal Railway and Ferry Co

Victoria and Sydney, B.C . . .

Wabash Railway Co. in Canada

Wellington Colliery Co

« . Lady smith extension . .
York and Carleton

Maintenance

Superin-
tendence.

Repairs

and

Renewals

of

Locomotives.

S cts.

351 73
532 86

Repairs
and

Renewals

of

Passenger

Cars.

100 00

Final total.

650 12

1,409 69

66 74
5,315 41

5,324 15
2,800 00

400 20
6,305 48

173 09
85.16

838.00

281 94

8,016 39

2,543 52
1,853 33

6,788 33

$ cts.

412 31
7,085 38
4..564 90
i;545 61
2,691 68
3,753 98

Cr.

$ ct.-;.

68 04

2,399 90

651 72

566 42

231 25

2,476 43

811 25

869 89

7,547 07

549 00

653 45

1,442 23

462 15
90,271 08

220 65
9,110 13

52,172 72

29,668 34

3,685 37

19,489 19

2,415 54

542 78

2,033 66

712 28

6,673 56

24,071 11

13,912 44

8,055 66

6,253 80

76 12

143 42

771 14

1,335 96

11,717 46
61,092 78

8,572 07
44,233 22

2,813 26
36,100 05

20,556 77!

71 02

944 99

103,780 22

4,117 39

7,781 55

95 00

3,922 57
2,743 16
5,849 51
20,053 52
295 98
9,253 61

4,434 39

25,734 46

15 00

621,032 61 8,008,613 01

2,723,846 82

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908. — Continued.

103

5 6

7

8

9

10 11

OF Equipment.

Repairs

and

Renewals

of

Freight Cars.

Repairs

and

Renewals

of

Work Cars.

Repairs

and

Renewals

of

Marine

Equipment.

Repairs

and

Renewals of

Shop

Machinery

and

Tools.

Stationery

and
Printing.

Other
Expenses.

Total.

No.

$ cts.
80 67

$ cts.

$ cts.

$ cts.

S cts.

3 55

22 27

476 63

20 00

$ cts.

113 73

134 06

9 50

$ cts.

916 30
12,060 98
9,724 88
3,693 30
2,765 18
9,276 68
3,684 75
1,360 25
2,080 14
13,726 16

53

1,338 77
2,647 73
1 186 37

426 27

141 80

1,249 84

161 32

30 86

349 31

54

55

104 08

56

169 08 104 81

57

1,409 75 j 254 56

49 84

332 60

58
.59

...

60

349 54
1 456 01

176 99
945 28

"286

30 27
867 45

61

ii5 63

62

63

563 72 11 08

9 47
3,472 92

3 05

280 89

1,336 86
287,878 31

64

162,011 62 705 51

3,511 43

13,199 32

65
66

35,077 75
19 152 68

10,495 12

2,879 12

331 19

1,444 13

1,172 62

1,101 30

29 36

396 58

5 94

96 15

4,934 54

4,769 53

3,635 04

371 10

1,564 01

149 01

172 27

133,248 01

75,151 65

18,416 62

42,293 82

5,269 27

1,774 56

4,572 26

929 .S7

10,847 39

18,612 12

27,494 44

120,681 84

26,518 54

108,008 13

3,142 97

69,145 95

55,422 22

423 39

5,626 53

302,851 70

13,898 98

17,582 45

137 00

67

868 24

68

2,208 93 70 87
6,372 27 1,661 27

69
70

884 23 112 11

38 23
147 31

71

510 73 100 00

72

757 19

212 49

2 086 £2

7."

4 60
364 42

74

7fi on

28 59

75

76

11,225 58

49,447 06

5,199 18

19,305 18

78 76

Cr. 53 94
4,245 21

3 79

600 22
3,153 63
6,897 78
7,361 86
14 20
3,339 61

16,335 79

77

78

79

.5.818 86

2,775 58

17 53

7,984 33

491 22

443 52

2 00

99 52

78 12

80

8,893 67 93i 64

9 440 62 2.2.^1 98

81
82

83

352 37

4,681 54

121,468 22

1,324 29

9,800 90

10 00

84

8t

8,45730

17,944 21

3,912 51

571 74

22,652 01

86
87

88

9 00

8 00

S9

6,855,843 98

608,109 17

52,181 21

779,160 38

77,384 68

523,535 96

20,273,625 95

101

DEPARTMENT OF RAILWAYS ASD CANALS

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Ex

26

28

29

30

31

Name of Railway,

Alberta Ry. and Irrigation Co . . .

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, C^uebec and Western . . .

Bay of Quinte

Bedlington and Nelson

Beersville Coal and Ry. Co. (now
North Shore Ry. Co.)

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hud-
son Bay

British Yukon

Brockville, Westport and North-
western

Buctouche and Moncton

Canada Coal and Ry. Co. (now
Maritime Coal and Ry. and
Power Co . )

Canada Southern

Canadian Government Rys. : —

Intercolonial

Prince Edward Island

Canadian Northern

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontario

Crow's Nest Southern

Cumberland Ry. and Coal Co. . . .

Dominion Atlantic

Elgin and Havelock

Esquimalt and Nanaimo

Grand Trunk in Canada

Canada Atlantic (G.T.R)

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Ry. and Coal Co

Irondale, Bancroft and Ottawa. .

Kaslo and Slocan (B.C.)

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbiniere and Megan tic

London and Port Stanley

Maganetawan River (G.T.R.) . . .

Manitoulin and North Shore

Massawippi Valley

Midland Ry. Co. of Manitoba . . .

Moutreal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction.

Conducting

Superin-
tendence.

$ cts.

2,170 70

3,514 71

856 85

6,764 18
116 18

600 00

2,352 37
4,760 10

88,119 43

132,410 71

8,155 07

141,949 27

11,807 42

20,859 22

1,009,014 45

720 00

519 00

1,193 91

2,520 10

1,200 00

10,336 41

315,746 64

37,747 96
14.229 60

386 44
324 07

200 00
1,889

625 00

50 00

3,883 32

Engine and

Roundhouse

Men.

$ cts.

12,850 05

27,679 93

3,662 95

1,801 40

9,131 69

451 13

7,079 32
7,656 28

3,025 93
362 50

3,659 70
423,191 01

876,814 35

35,6.32 17

712,026 26

19,878 60

56,757 91

4,427,789 65

1,934 75

2,110 50

257 00

12,012 66

10,990 16

1,542 02

48,581 19

973 98

407 00
1,229 60
2,060 02

1,585 76
225 00
1,278 51
6,925 45
1,322 45
1,830 23

1,772,002 58

175,023 92

28,191 32

304 34

7,710 .51

9,717 07

1,243 83

2,416 82

150 00

351 96

15,510 34

4,611 40

1,013 00

1,347 75

14,771 65

2,774 82
14,706 62

4,063 65
63,676 99

4,210 92

7,815 33

Fuel for
Locomotives

Water Sup-
ply for
Locomotives

Oil, Tallow
and Waste

for
Locomotives

S cts.

12,478 72
34,408 78
13,990 43
4,288 87
33,6C4 32
276 06

842 15

9,663 34
9,917 12

5,102 20
3,032 70

4.812 00
717,092 92

1,806,

44,

1,037,

34,

185,

7,183,

2.

195 09
983 12
381 06
739 17
914 81
793 79
024 72
955 50
389 88
039 25
593 51
560 00
243 07
146 08

4,070,474 52

400,485 39

80,077 70

1,228 87

19,093 70

17,751 28

6,313 73

3,142 02

1,000 00

427 24

24,932 82

10,643 04

1,423 42

3,969 42

28,661 52

4,377 21
33,556 86

6,886 07

114,590 58

15,828 21

19,472 22

$ cts.

1,576 09[
1,203 99

52 57

229 10

0 25

1,133 80
763 2S

200 00
30 00

65 46
33,291 59

61,649 89

2,553 02

70,324 71

2,688 29

4,543 82

356,377 69

33 71

210 00

1,108 16

866 66

79 50

1,232 12

138,045 11

15,118 87

1,984 90

695 16
275 67

219 45

50 00

42 00

647 28

855 87

25 00

73 11

1,352 62

183 85
413 00
958 74
1,907 44
384 25
649 18

.$ cts.

656 03

1,161 94

570 72

136 48

1,052 58

3 88

62 47

85 92
207 48

.399 40
148 74

771 45
21,735 69

38,735 14

2,435 49

42,017 69

2,088 91

4,558 28

122,383 14

127 62

473 00

57 45

671 70

277 87

276 32

2, t93 74

260 31

80,771 80

10,842 09

2,448 52

183 53
875 37
310 60

93 13
125 00

46 62
820 24
310 02

70 28
285 30
549 19

111 25
562 98
133 32
2,331 00
178 92
367 90

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
penses for the Year ending June 30, 1908.

105

32

33

3i

35

36

38

Transportation.

Other Sup-
plies for
Locomotives

cts.

15G 02
25 33

82 07

518 19

6 00

Train
Service.

8 cts.

9,380 55
8,624 89
4,387 20
1,915 35
9,261 86
376 67

1,758 76

Train Sup-
plies and
Expenses.

S cts.

684 79
1,730 66

411 57

680 55

39 60

Switchmen,

Flagmen and

Watchmen.

Telegraph
Expenses.

§ cts.

3,374 95

17,336 44

1,408 20

§ cts.

1,534 77
1,044 15

2,391 62,

716 63
203 92

171 60'

Station
Service.

Station
Supplies.

•S cts.

10,099 .32

13,719 89

4,091 63

1,135 00

10,672 12

199 36

S cts.

1,095 71
270 52
265 90
841 16

2,408 88
32 86

No.

9
10

11
12

282 75
60 89

60 13

225 21
4,544 92

19,180 72
601 01

23,442 46

587 15

290 78

184,002 19

175*25

320 27

1,388 08

357 26

5,972 67
4,974 46

3,060 31
3,000 33

2,791 53
274,780 07

705,412 40

31,383 95

609,812 96

13,344 18

45,112 .36

4,315,751 63

1,444 96

1,890 00

258 00

11,3(33 10

9,479 97

2,323 83
977 05

49 40

6,703 64
1,038 63

200 65
63,566 68

198,232 47

6,927 28

128,397 09

7,868 11

14,121 04

1,208,163 17

179,406 18

247,682 62

5,534 09

44,495 36

2,706 40

3,451 47

302,255 87

459 50

658 07
2,273 67

685 00
2^8456

41,703 79
1,369 59

10,820 98
0 80

1,724 68

1,121 57
4,615 93

56,224 66

177,977 98
6,817 75

3,210 90

994,762 51

47 08

360 00

1,522 31
964 32

7,977 29:
17,629 26

2,601 43
660 00

1,198 48
118,458 59'

646,675 39

41,958 35

466,163 45

14,320 12

50,465 25

3,065,164 34

884 48

2,660 00

200 00

10,858 85

6,083 22

1,970 81
1,063 75

78 95
118 13

2 00
14,128 22

1,989 13

41,686 53
408 00

98,665

7,239

37,866

1,666

5,018

319,048

49

365

952

448

5,146 59

13
14

15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
27: 32
.. 33
231 34
08 35
31 36
50 37
00 38
511 39
67; 40
35' 41
..| 42
561 43
80 44
..j 45
.46
36 47
65 48
24! 49
06 50
00 51

46,830 00 1,212,965 20

6,117 81 124,743 12

499 09! 20,613 47

284,870 91

30,799 97

5,508 32

655,860 84

45,492 65

1,324 42

341,890 79

33,277 47

2,414 49

1,482,483 91

139,564 40

15,335 73

171,928

15,466

2,866

261 60

499 63

740 00

5 33

10 00

415 32
56 75
103 37
129 29
365 52

10,018 70
8,211 6
1,232 92
2,932 85
1,600 00
223 .59

11,991 02

2,645 25

354 50

2,668 4

6,044 85

1,351 98

1,430 86

240 00

109 02:

10 00

22 16

194 09
70 51

2,447 00
46 91

152 26
2,130 64

5 95

144 69

3,257 73

179 03

406 51 1

2,287 37
18,622 72

3,970 97
46,255 64

3,894 47

3,665 44

37 79

2,952 27

1,293 29

11,076 76

37 27

1,491 40

410 00
374 75
273 00

77 27:
75 00
14 87 i

212 65

5,374 56

4,906 00

1,260 00

2,156 33

625 00

192 50

11,601 23

7,426 60

626
493
137
227
10
21
970
175

8,173 26

12 60
836 61 1

I

343 98
10,128 46

110
338

12 50

6,471 75
8,283 88

1 08

659 91
208 81
586 29
674 92

1.046 47
17,382 80

6,5Sl 36
48,239 60

4,726 73

3,851 72

1,485

2,084

6,075

669

503

106

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A._1909
Table 9. — Classification of Operating Expenses

No.

26

Name of Railway.

27

28

29

30

31

Conducting

Superin-
tendence.

Engine and

Roundhouse

Men.

-r, , c Water Sup-

Fuel for j ^^^

Locomotives Lo^^^otives

52 Morrissey, Fernie and Michel, B. C. ]
63 Napierville .Junction

54 Nelson and Fort .Sheppard

55 New Brunswick Coal and Ry. Co.

56 New Brunswick and Prince Ed-
ward Island

57 New Brunswick Southern

58 New Westminster Southern

59 Nosbonsing and Nipissing

60 Nova Scotia Steel and Coal Co . . .

61 Orford Mountain

62 Ottawa and New York

63 Philipsburg Ry. and Quarry Co. . .

64 Princeton branch of Washington
Co. Ry. (U.S.)

65 Pere Marquette .... ...

66 Qu'Appelle, Long Lake and Sas-
katchewan

67 Quebec Central

68 Quebec and Lake St. John

69 i Quebec Ry. Light and Power Co. .

70 iQuebec. Montreal and Southern . .

71 Red Mountain

72 Rutland and Noyan

73 Salisbury and Harvey

74 Schomberg and Aurora

75 Stanstead, Shetford and Chambly.

76 St. Clair Tunnel, Yard and Ap-

proaches

77 'St. Lawrence and Adirondack —

78 Sydney and LiOuisDurg (Dom. Coal

Co.)

79 iTemiscouata

80 Temiscaming and Northern Ontario

81 ! Thousand Islands

82 Toronto, Hamilton and Buffalo

83 Vancouver, Victoria and Eastern

Vancouver, Westminster and
' Yukon

84 Victoria Terminal Ry. & Ferry Co.

85 Victoria and Sydney, B.C .

86 Wabash Ry. Co. in Canada

87 Wellington Colliery Co
Wellington, Ladysmith Extension

89 York and Carleton

$ cts.

1,585 00 j
1,267 .561
1,862 631

S cts.

8,063 73
2,132 97
6,358 94

100 001
1,113 00|
2,612 63

1,777 98
3,409 37
6,494 54

4,123 05

149 07
29,384 82

§ cts.

9,674 19

7,626 76

18,378 32

7,459 53

4,003 34

8,670 13

19,045 35

Oil, Tallow
and WastH

for
Locomotives

$ cts.

298 00
710 ,56
193 56
160 94

50 00
160 96
168 37

1,440 00

2,429 89

6,796 31

742 31

1,371 65
102,605 25

1,189 30i

4,402 lOj

2,250 OOi

12,661 48 i

506 97

305 96|

1,500 75

4,696 74

12,307 351

746 Oil

I

2,802 03i
222,038 21 [

587 24

2 42
13,004 61

511 20

785 80

• ■ 549 54
1,700 00

48,228 97

40,216 31

13,733 72

19,927 97

4,162 75

725 17

2,494 23

3,359 06

4,641 01

148,786 89;

142,883 60

10,254 65

57,968 41

8,686 84

1,636 09

6,426 62

16,817 44

770 82

7,439 02

5,973 26

52 96

703 04,

15,556 42

16,805 97

10,828 36
8,204 80

53,207 49
2,200 71

41,976 10

29,585 52

2,727 81
175,154 37

8,859 50
1,080 00

15,864 02

335 00
7,375 72

187 14
1,650 07

197 45
47 83

272 74
167 36

40,812 94

39,374 42

29,840 19

160,688 94'

4,739 82

86,832 23:

67,828 24

326 74

4,340 93

379,652 98

10,800 00

15,270 50

70(J 00

3,790 25

808 90

11,572 03:

36 63

3,538 87j

2,418 34

9 31

123 21

12,153 47

Final Total 1,956,260 03 9,471,240 67 17,718,468 24 764,790 58

S cts.

146 42
276 34
748 70

266 13
164 45
186 58

157 07
480 79

23 80

3,877 35

4,499 20
3,099 97

402 42
1,366 95

102 81
89 44

362 69

674 40i 1,007 08

2,695 10
592 90

2,914 77
163 12

1,770 22

1,025 03

7 22

96 21

10,546 35

1,254 75

80 00

383,670 36

RAILWAY STATISTICS

Sessional paper no. 20b

for the Year ending June 30, 1908. — Concluded.

107

32

33

34

35

36

37

38

Transportation.

Xo.

Other Sup-
plies for
Locomotives

Train
Service.

Train Sup-
plies and
Expenses.

Switchmen,

Flagmen, and

Watchmen.

Telegraph
Expenses.

Station
Service.

Station
Supplies.

S cts.

2,043 93

45 05

366 45

§ cts.

.10,140 37
1,552 69

.5,745 22
8,747 09

2,021 43
3,633 05
6,785 30

S cts.

41 69

128 24

1,670 88

S cts.

2,000 00

895 99

0 60

,S cts.

i',002 26

1,318 42

S cts.

621 40
1,378 67
8,659 30
2,208 00

648 00
2,117 07
6,013 66

S cts.

.509 36
416 07
479 12

52
53
54
55

100 00

158 95
768 91

2,788 88

12 00
213 04
492 96

56

42 63

681 01
1,156 62

57

221 75

763 31

58
.59

151 38

i,744 40
2,488 44
6,525 12

1

966 66

4,091 14
9,848 47

40 00

568 19

5,346 29

60

130 74
69 34

95 44
1,119 44

732 00
3,122 89

85 93
3,179 54

61
62
63

31 25

804 33
73,680 83

173 86
20,421 13

30^697 33

80 01
26,819 43

1

64

2,659 10

59,i56 85

8,811 15

65
66

44,9i7 95

29,795 92

14,777 40

11,551 43

3,932 75

775 40

1,959 95

490 12

4,421 31

7,726 3i

2,889 14

2,263 22

5,434 48

328 36

186 54

49 95

951 6C

824 23

727 89
7,717 44
4,322 62
5,014 74

960 '66

5,015 90

55,791 73
17,059 98

9,925 74
14,249 53

3,179 37
540 00

1,212 00

6,606 36

6,920 45

1,791 17

3,249 43

201 17

125 00

31 12

10 00

67

68

75 86

593 82

93 81

14 93

210 48

5,895 43

5,815 01

515 05

69
70
71
72

73

2,560 90

1

74

191 27

: 880 43
1

270 11

8,594 28

75

76

105 27

19,553 76

66,744 95

8,333 15

40,263 45

1 1,625 89

30,881 51

25,363 79

345 17

1,859 07

114,186 59

5,046 37

366*36

13,963 44

221 69

12,032 32

4,780 36

20 67

275 22

57,270 04

177 03
4,606 19

4,782 56

5,654 60

17,801 38
8,023 05

39.492 70
3; 157 92

47,838 07

30,799 44

171 30

2,276 60

87,820 05

3,320 27

77
78

79

1,598 29
85 26

7,513 67

301 00

20,936 35

708 87

19,866 79

7.rf58 98

282 18

2,188 74

2,389 11

6 02

79 89

10,354 39

80
81

634 24

933 54

0 87

11,871 32

4,532 60

1 84

24 23

30,248 60

82

83
84

11 60
3,829 96

"" 48',924'89

85
86
87

6,222 00
432 00

88

10 00

10 00

i

180 00

89

313,146 02

8,155,855 59

2,136,581 33

1,690,242 28

i

1,757,495 05

6,748,608 03

765,240 87

108

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Expenses

39

40

41

42

43

Name of Railway.

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Atlantic, Quebec and Western

Bay of Quinte

Bedlington and Nelson

Beesville Coal and Railway Co

Bessemer and Barry's Bay . .

Brandon, Saskatchewan and Hudson Bay

British Yukon

Brockville, Westport and Northwestern

Buctouche and Moncton

Canada Coal and Railway Co., (now Mari-
time Coal, Railway, and Power Co

Canada Southern ...

Canadian Government Railways : —

Intercolonial

Prince Edward Island

Canadian Northern

Canadian Northern, Ontario ,

Canadian Northern, Quebec

Canadian Pacific

Cape Breton .^

Caraquet

Carillon and Grenville

Central Ontario

Crow's Nest Southern

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock

Esquinialt and Nanaimo.

Grand Trunk in Canada

Canada Atlantic (G.T.R.)

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co ,

Irondale, Bancroft and Ottawa

Kaslo and Slocan, B. C . .

Kent Northern , .

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbiniere and Megantic

London and Port Stanley

Maganetawan River

Manitoulin and North Shore

Massawippi Valley

Midland Railway Co. of Manitoba

Montreal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction

Morris.sey, Fernie and Michel, B.C

Napierville Junction

Conducting

Switching
Charges

Balance.

$ cts.

116,234 58

117,565 48

598 70

23,419 17

22,524 79

Car

Mileage.

Balance.

Hire of

Equipment.

Balance.

$ cts.

5,227 931
13,005 58:

7,052 17|

845 751

11,433 23

$ c|;s.

347 00
881 05

147 48

144 00

5,046 42

179 88

1,264 94

515,662 38

Cri08,539 22 Cr. 10,140 70

81,766 89

Cr. 1,068 03

8,551 17

19 25
2,197 00

Cr. 17,805 62

3,517 28
11,929 81

7,282 36

397,702 74

1,488 24
248 04
2,847 90
1,394 74
1,852 36

107 40

283 76
2 50

6,708 64

46 56
8,097 02

1,341 50

7,707 78

2 50

106 75
19,855 24

7,700 34
637 23

3,756 08

907 05

3,787 39

38,860 52

268 68

1,563 38

1,172 74

Loss and
Damage.

B cts.

2,063 81
202 86
207 77

45 95
244 55

14 42

498 48
90 28

44 14

113,481 44

50,291 46

999 77

71,422 72

3,368 32

4,800 45

568,858 95

38 23

110 00

203 59
2,153 67

539 33
3 13

285,312 38

18,701 32

979 25

440 80
324 32

29 85

2 50

2,,^)16 46

223 30

2,421 70

3 69

869 06

65 79

930 86

450 74

797 63

26 95

12 00

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
for the Year ending June 30, 1908.

109

44

45 46

47

48

49

50

51

Transportation.

Injuries

to
Persons.

Clearing
Wrecks.

Operating

Marine
Equipment.

Advertising.

Outside

Agencies.

Commis-
sions.

Stock Yards
and

Elevators.

Rents
for Tracks,

Yards,

and

Terminals.

No.

S cts.

S cts.

750 01
604 91

$ cts.

S cts.

S cts.

$ cts.

8 cts.

S cts.

1

iflK so

30,050 44

387 65

2

67 7.5

3

4

34 15
6 54

310 45
0 13

0

48 85

7,390 56

6

36 22

7

«

2,813 62
355 90

32 62

450 06

1,035 09

31 35

60 10

9

1,211 37
1,903 75

10

24 79

11

12

217 15

164 77
4,984 28

27,975 99

114 14

47,705 12

2,433 44

5,279 04

191,882 33

13

66,777 37
8 757 36

138,087 15

42,030 41
209 10

14,704 59

45,767 15

758 31

25,927 21

4,447 00

2,159 52

280,153 22

75 30

122,626 94
59,804 51

515,451 98
75,268 47

14

12,038 70

15

1 50

16

26 687 98

40,423 65
622 42
815 12

783,298 27

17

319 89

18

2 930 38

8,960 00

19

357,553 47

787,970 07

275,226 48

157,849 67

20

21

59,804 51

12,038 70

75,268 47

J22

23

186 00

43 70
140 10

601 00
28 42

141 44

1,595 95

272 05

420 00
951 75

24

504 44

25

26

507 10

394 06
10 15

6,707 40
15 00

9,050 25

133 60

1,200 00

27

28

29

177,953 94

14,922 07

4,072 10

43,589 6'>

20,197 54

1,588 05

21,106 12

145,886 79

A079 38

2,087 53

30 00

171 76

130 50

398,161 39
6,770 37

79,465 01
0 64

1,998 80

24,801 48

2,716 73

644 50

30
31

32

33

1,341 35
180 30

157 50
345 70

43 28

34

.35

36

37

10 00

2 50

193 77

635 50

38

39

306 70

209 06
22 75

2,853 84

40

38 50

41

42

10 00

43

3,184 80

357 02

647 94

2,171 11

118 19

44

45

84 00

64 49

2 75

46

171 20

331 78
768 80

2,449 96

47

337 52

197 55
555 49
318 44
136 42
113 46
84 07

112 86

48

2,693 07
189 56

49

123 76
477 85

446 66
1,358 92

6 02
5 34

50

51

11,206 84

52

2 66

53

110

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Expenses

39

40

41

42

43

Name of Railway.

Nelson and Fort Sheppard

New Brunswick Coal and Railway Co

New Brunswick and Prince Edward Island . . .

New Brunswick Southern.

New Westminster Southern

Nosbonsing and Nipissing ...

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

Philipsburg Railway and Quarry Co

Princeton Branch of Washington Co. Ry. (U.S.)

Pere Marquette

Qu'Appelle, Long Lake and Saskatchewan. ..

Quebec Central.,

Quebec and Lake St. John ...

Quebec Railway, Light and Power Co

Quebec, Montreal and Southern

Red Mountain

Rutland and Noyan

Salisbury and Harvey . .

Schomberg and Aurora

Stanstead, Shefford and Chambly

St. Clair Tunnel, yard and approaches

St. Lawrence and Adirondack

Sydney and Louisburg (Dominion Coal Co. ) . .

Temiscouata

Temiscaming aud Northern Ontario

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern

Vancouver, Westminster and Yukon

Victoria Terminal Ry. and Ferry Co..

Victoria and Sydney, B.C

Wabash Railway Co. in Canada

Wellington Colliery Co

Ladysmith Extension

York and Carleton

Total.

Conducting

Switching
Charges.

Balance.

$ cts,

15 00

459 90

17,137 00
17J382 31

3,849 84

319,186 77

Car
Mileage.

Balance.

$ cts.

3,002

917

1,387

36

2,634

2.920

231

826

247,040

12,398

179

2,011

1,341
' 335

35,219
7,195
2,678

27,517
2,001

72,615

144

1,919

26,505

264 00
1,467,775 90

Hire of
Equipment.

Balance.

$ cts,
2,018 61

5,294 95

329 86

52,686 94

2,948 02

Cr. 939 77

610 69

4,807 aa

"80 66

Cr. 5,027 4
26,360 56

115,250 52

Loss and
Damage.

$ cts.
2,526 81

64 37

765 28

5,500 65

36 00
309 12

34 51

18,467 52

6,353 85

20 80
761 49

71 52
141 52

82 50

2,495 75

1,896 83

112 89

1,749 72

2.981 94
1 94

3.982 83

6,202 94

76 75

1,019 81

4S,00S 44

1,232,518 70

RAILWAY STATISTICS

HI

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908 — Continued.

44

45

46

47

48

49

50

51

Transportation.

Injuries

to
Persons.

Clearing
Wrecks.

Operating

Marine
Equipment.

Advertising.

Outside
Agencies.

Commis-
sions.

Stock Yards
and

Elevators.

Rents
for Tracks,

Yards

and

Terminals.

No.

S cts.
6,686 67

$ cts.
1,418 62

S cts.
154 11

$ cts.
1,768 61

$ cts.

$ cts.

$ cts.

$ cts.
1,000 00

54

55

25 00
200 00

587 42

56

S47 36

185 65

1,036 08

57

128 83

1,413 43

.58

59

60

75 00

61

102 96

5 64

2 28

225 59

353 95

7,326 41
2 50

62
63

12 12
1,850 84

26 33
3,631 91

20 85
18,643 57

64

25,165 90

18,655 05

951 76

204,413 85

65

66

5,508 90

4,086 04

7,735 05

1,614 81

112 00

6 89

74 12

195 35

4,067 74

1,396 54

2,060 37

470 32

27,802 07

67

6,352 23

68

19 45

1,266 05

129 71

' ' ' 610 84
353 99
295 35

333 30
5,190 00

69

481 92

70

207 57

71

72

73

74

29 91

135 91

203 24

580 84

2 25

75

76

74 82

598 88

845 40

204 17

5,401 26

0 12

851 03
2.52 60
649 97

3,651 13
132 55

1,799 14

543 10

2,%1 27

42,689 67

780 00

540 00

1,278 80

""5,83643

77

78

267 85

79

3,359 00

80

81

1,656 00

1,356 88

0 35

724 59

1,957 15

38 23

507 68

6,486 18

82

19,727 29

3,315 08

83

84

85

33,131 17

80,280 50

6,504 20

36,070 46

5,441 28

380,846 52

86

87

88

89

758,011 23

372,627 40

1,138,272 64

571,387 92

1,500,272 23

365,588 35

171,887 17

1,333,401 74

112

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Expenses

Name of Railway.

Alberta Ry. and Irrigation Co.

Algoma Central and Hudson Bay

Atlantic and Lake Superior. . . .

Atlantic, Quebec and Western.

Bay of Quinte

Bedlington and Nelson

Beersville Coal and Railway Co

Bessemer and Barry's Bay ....

Brandon, Saskatchewan and Hud-
son Bay Co ,

British Yukon

Brockville, Westport and North
western

Buctouche and Moncton

Canada Coals and Ry. Co. (now
Maritime Coal and Ry. and
Power Co

Canada Southern

Canadian Government Rys. —

Intercolonial

Prince Edward Island ,

Canadian Northern

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Grenville

Central Ontario

Crow's Nest Southern .

Cumberland Ry. and Coal Co

Dominion Atlantic

Elgin and Havelock

Esquimalt and Nanaimo

Grand Trunk in Canada

Canada Atlantic (G.T.R.) ,

Halifax and Southwestern

Hampton and St. Martins

Hereford

Inverness Ry. and Coal Co

Irondale, Bancroft and Ottawa.

Kaslo and Slocan, B.C

Kent Northern ,

Kettle Riv er Valley

Kingston and Pembroke ,

Klondyke Mines ... .....

Liverpool & Milton

Lotbiniere & Megantic

London & Port Stanley

Maganetawan River ,

Manitoulin & North Shore

Massawippi Valley

Midland Ry. Co., of Manitoba . ,

Montreal & Atlantic ,

Montreal & Province Line

Montreal & Vermont Junction .

Morrissey, Fernie & Michel, B.C

Napierville Junction

Nelson & Fort Sheppard

New Brunswick Coal & Ry. Co. .

Conducting Tr.\nsport.\tion— ConiinMfc?.

Rents

of Buildings

and other

Property.

$ cts.

400 00

449 58

7 00

561 00

50 00
126 00

2,219 16
Cr. 1,815 58

15,730 47
'""72'66

37 50

317 77

25 00
10 00

94,627 38
2,190 51

33 50

1,930 25

48 00

439 74
i',22i'76

37 50

Stationery

and
Printing.

$ cts.

1,546 07

978 80

12 50

144 48

2,112 26

5 60

Other
Expenses.

301 33
746 39

350 90

178 21
47,550 67

85,312 46
6,188 21

5.5,976 30

3,179 11

5,522 92

321,458 83

210 00

554 69
63 37

3,683 33
50 75

130,530 56

11,962 46

3,265 25

344 14

368 81

36 38

1,104 33
170 07

262 51
1,358 00

144 33
900 08
174 26
4,839 57
412 13
910 87

444 72
293 58

$ cts.

13 00

124 01

1,278 25

17 75

120 24

0 81

Unclassified

$ cts.

70 58
2,350 97

230 68
826 47

26,135 27

18,571 72

36 61

20,319 48

346 71

1,648 19

120,156 62

57 00

475 00

54 55

19 30

749 29
16 88

25,138 38

1,339 55

11,380 33

2,137 71

0 09

13 67

991 81
10 00
31 10

863 26
17 00

139 10
49 14

25 92

,110 12

5 50

712 00
39 96
42 20

842 44

Total.

$ cts.

65,658 52

156,581 30

38,648 90

12,606 45

99,638 16

1,965 96

3,578 97

57,149 79
60,272 61

15,335 22
8,343 24

15,551 55

3,678,4.55 77

5,314.

202,

3,684.

137.

423.

27,448.

6,

21,

1,

79,

67:

11,

290.

5.

955 54
528 33
106 62
514 41
100 46
405 51
736 58
127 75
735 88
669 35
503 22
045 92
469 67
267 17

12,423,565 03

1,122,269 60

200,999 08

3,948 96
51,265 48
47,313 25
13,530 75
14,327 56

4,300 00

1,488 95
89,773 68
30,445 96

3,717 57
12,075 45
94,775 61

14,050 74
114,484 93
39,997 03
391,343 54
41,976 93
46,721 21
48,209 6()
21,642 7q
61,218 9"^
23,768 8

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
for the Year ending June 30, 1908.

113

General Expenses.

Salaries

of General

Officers.

$ cts.

6,390 00

2.174 14
2,500 00

1.175 80
3,130 08

14 49

Salaries General Office
of Clerks and i Expenses
Attendants, and Supplies.

516 71
4,110 68

5,579 17
1,800 00

2,339 00
51,301 69

14,742 42
1,560 00

30,988 55
4,346 39
6,348 30
288,026 74
2,848 9it|
3,820 00

4,445 00

527 02

il^&69 20
500 13

169,332 76
9,2.S3 29
4,438 32
250 00
657 62
1,904 64!
3,981 45|

1,200 66

171 m

4,215 09

9,562 60

300 00

1.080 35

1,174 98
746 61
288 00

374 20.

926 Oil

3,300 91

.583 51 i

414 35j

2,100 OO'

206-

§ cts.

3,452 73!

3,419 40

1,982 20

626 50

644 87

37 70,

1.103 96
3, .548 10

691 35

65,633 22

88,116 06
5,421 41

91,193 23
7,431 87

10,933 64
401,830 25

1,057 40
1,204 03

8,152 55
75 lO

191,585 23^

18,321 04

5,953 25

666 44

613 64

2,533 94

420 00

391 141

593 54
2,659 70j

1,000 35
2,847 26,

S cts.

1,692 57
3,861 70

454 35
1,078 28

471 66
0 83

Insurance.

S cts.
1,454 04

385 10

60 38

2,711 10

220 73

Stationery
Law I and Printing.
Expenses. | —

General Offices

No.

Other
Expenses.

■S cts,

533 561
2,291 13

'9265
23 84
91 86

S cts.

997 56
546 34
221 86
330 83

80 02
6 16

30 25

71 95
2,246 53

669 44
210 53

1,073 44
1,349 92

216 00

219 50
515 24

500 00

I

3,444 97

26,524 98
997 49

14,437 96
1,004 52
2,253 20

76,054 55

565 io

25 00

1,780 19 1

72 89;

11,096 90

80,896 22

5,419 09

54,485 06

3,920 55

9,345 27

262,109 24

351 82

166 00

18,908 61

15,679 37

339 65

31,214 58

1,444 47

7,145 69;

219,485 77 i

1,057 31
1,024 -48

6,770 24!

3,679 98
43 50

101 00

35 00

802 61

.^063 00
21 75

(>2,033 60

3,389 94

597 23

143 17

1,732 22'

84 09

107,840 97

17,044 61

1,583 95

57 50

545 31

847 18

15 00
55 51

588 66
83 21
66 35

305 77

120 00

121 21

420 00

98,352 56
3,291 59
5,975 22

276'i5
109 85

76 50j
10 00

0 37]

478 40i

640 54'

40 00

1,842 56

2,168 47

693 29

17,577 26

892 83

2,114 54

2,507 58

547 54

982 79

SOO 00

1,221 64
79 99
35 77

30 99
128 70
64 00
58 52
53 41
958 10

647

332 561

588 97
1,209 85'
2.133 00
298 06
693 79
108 17

476 44

l.a>9 43

1,893 66' .

281 511

3..S69 37-

148 59

374 511

262 50

21 15:

768 61 !

320 54

^i77 53

145 61

89 55
4,951 39

14,090 94
502 46

13,115 63
530 52
881 90

75,386 84
94 77

17 00
157 77
344 12 I

1,087 06
50 20!

24,279 95

1,412 04

421 67

71 47

112 00

604 58

10 07

12 01

34 18
104 60
46 43
40 00
48 13
455 14

159 27
"263 76

102 67
222 36
287 05
76 71
215 55

S cts.

1,005 11
404 84

2,544 12

457 16

185 51

8 80

170 97
178 52

130 00 11
313 55 12

94 78
15,418 11

1,793

105

19,440

140

2,965

118,305

16

1,041

20

576

206

6,864
5

135,325

1,927

4,993

17

211

358

65

250

45

1,425

3,027

20

1,126

267

138 24

135

250

3

826

500

146

3,337

98
00
12

581 55

13
14

15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54

114

DEPARTMEyr OF RAILWAYS AXD CAXAT.!^

8-9 EDWARD VII., A. 1909
Table 9. — Classification of Operating Expenses

No.

56

78

79

80
81

82

83

84
85
86
87
88
89

Name of Railway.

CoxuucTiXG Transportation — Continued.

of Sings: stationery
and other

and

Property.

S cts.

New Brunswick & Prince Edward
Island

New Brunsw ick Southern

New Westminster Southern ....

Nosbonsing & Nipissing

Nova Scotia Steel & Coal Co. . .

Orford Mountain

Ottawa & New York

Philipsburg Ry. and Quarry Co.

Princeton Branch of Washington
Co. Ry. (U.S)

Pere Marquette

Qu'Appelle, Long Lake and Sas-
katchewan

Quebec Central

Quebec and Lake St. John

Quebec Ry. Light and Power Co.

Quebec, Montreal and Southern. .

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schomberg and Aurora

Stanstead, Sheflord and Chambly

St. Clair Tunnel, yard and ap-
proaches

St. Lawrence and Adirondack.. . .

Sydney and Louisburg (Dom.
Coal Co.)

Temiscouata . .

Temiscaming and Nor. Ontario .

Thousand Islands

Toronto, Hamilton and Buffalo . .

/Vancouver, Victoria and East'n

I Vancouver, Westm'ster & Yukon, J

Victoria Term'l Ry. and Ferry Co .

Victoria and Sydney, B.C

Wabash Ry. Co. in Canada. . .

Wellington Colliery Co ;

11 (Ladysmith extension)

York and Carleton

100 <X)
513 58

630 00

o,.S83 43

1,209 30

560 00

52 00

540 26

24 68

120 00
792 00
163 50

7,027 16

135,834 45

Printing.

8 cts.

30 GO
293 80
347 25

205 00
1,483 58

29 33
10,927 26

3,664 43

2,203 63

1,2.57 15

3,250 43

91 92

1.53 12

87 70

Other
Expenses.

cts.

8 00

16 64

466 40

37 28

0 49
8,130 47

4,407 46

976 46

11,9(J7 22

227 65

9 08

18 74

.389 45

1,361 10 Cr.

7,9.51 65
202 46

4,809 99

1,136 11

7,327 00

740,851 59

0 01

15,757 37

2,598 42

2,650 48

359 44

2ti4 57

412 28

4 41

.58 70
1,909 45

Unclassified

8 cts.

295,729 6;

Total.

S cts.

10,182 39

25,120 53

- 61,228 11

.5,812 .53
18,755 90
66,903 34

1,721 82

6,388 33
1,209,704 65

397,671 06

282,427 62

83,580 83

151,923 96

21,838 24

6,113 89

14,091 15

8,1.55 62

41,785 65

106,075 26
189,411 04

172,483 99
64,977 48

448,558 46
16,446 01

377,010 53

186,234 15

20,933 74

16,028 01

1,604,387 35

12,054 75

30,352 00

2,756 00

62,486,270 59

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
for the Year ending June 30, 1908 — Continued.

115

<tEneral Expenses.

Salaries

of General

Officers.

Salaries
of Clerks and
Attendants.

General Office

Expenses
and Supplies.

Insurance.

Law
Expenses.

Stationery
and Printing.

General Offices

Other
Expenses.

No.

8 cts.
625 00

•s cts.

250 <X>

39 60

1,^87 11

S ots.

48 25

110 78

82 16

8 cts.

S cts.

8 cts.

8 cts.

431 32
484 61
195 69

56

2,681 32
610 56

1,997 40
.500 71

222 63

412 26

65 27
374 57

57
58
.59

fiO

2 580 00

i35 00
456 00
600 00

156 14
23,900 39

285 58
539 78

35 66
516 .58

62 99
64 04

120 58
0 92

61

2,880 03
2,500 00

1,227 00

62
63

115 27
8,460 35

30 61
2,422 52

23 89
4,928 13

285 59
2,701 70

17 42
.3,677 84

30 05
2,184 73

64

65

66

15,755 30

14,750 00

3,394 44

5,894 50

117 98

191 97

1,500 00

13,043 59

14,801 93

1,450 75

5,253 76

332 27

332 32

3,083 32

2,325 46

692 22

970 74

15 60

47 56

7,446 40

1,873 51

1,413 86

22 18

141 27

24 68

54 50

82 50

302 41

374 50
1,325 81
1,074 88

533 68
Cr. 2,577 65

147 59

204 00

160 98

659 61
850 00
.540 74
978 87
77 36
25 74

29,946 47

3,872 43

15,204 66

526 87

60 60

12 58

67
68
69
70
71
72
7H

70 00
900 71

62 18
.55 71

114 00
96 40

74

384 27

76

1,321 76

125 7/

240 4]

298 46

154 23

102 20

77

78

7,590 71

3,555 04

2,706 00

14,806 58

1,595 01

192 31

14,134 35

3,100 20
8,988 17

axt CM)

16,395 31
3,704 32

2,555 07
33,917 87

323 51

4,251 62

44 35

1,984 57

231 73

17 83

236 52

3,167 85

1,195 23

5,986 00

574 11

1,650 00

2,356 30

0 70

9 30

8,915 53

220 40
3,322 58

' 4,66899
3,063 18

0 11

1 34

7,786 91

1,685 33

1,892 12

22 40

1,059 70

800 05

48 85

649 11

4,078 57

3,504 64

485 91

7 23

149 29

595 26

7 15

95 10

1,686 77

79

80
81
82

83

84

85
86
87

::::;::::::. .i::::;:::;:::;.i;;;. ;...:;:::

88

1

45 25

8q

775,732 94

],0a5,738 37

237,571 05

615,638 68

445,076 69

161,271 64

386,499 27

206—81

116

DEPARTMENT OF KAILM'AT^ AXD CANALS

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DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

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SESSIONAL PAPER No. 20b

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128

DEPARTMENT OF RAILWAYfi AND CANALS

8-9 EDWARD Vll., A. 1909
Table 12.— Summary of Freight Traffic

Name of Railway.

PRODUCTS OF

Grain.

Tonnage
Originat-
ing on
Road.

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

Bay of Quinte . ; .

Bellington and Nelson

Beersville Coal and Railway Co. (now

North Shore) "...

Bessemer and Barry's Baj'

Brandon, Saskatchewan and Hudson Bay.
9 British Yukon

10 Brock villa, Westport and Northwestern. . .

11 Buctouche and !Moncton

12 Canada Coal and Railway Co. (now Mari-
time Coal Railway and Power Co

13 Canada Southern

Canadian Government Railways : —

14 Intercolonial

15 Prince Edward Island

16 Canadian Northern

17 Canadian Northern, Ontario

18 Canadian Northern, Quebec

19 Canadian Pacific

20 Cape Breton

21 Caraquet

22 Carillon and Grenville ...

23 Central Ontario '.

24 Crow's Nest Southern

25 Cumberland Railway and Coal Co

26 Dominion Atlantic

27|Elgin and Havelock

28,Grand Trunk

29 Grand Trunk (Canada Atlantic)

3C Halifax and Southwestern

31 Hampton and St. Martins

32|Hereford

33, Inverness Railway and Coal Co

34 Irondale, Bancroft and Ottawa

35 Kaslo and Slocan

36 Kent Northern

37 Kettle River Valley

38 Kingston and Pembroke

39 Klondyke Mines

40 Liverpool and Milton .

41 Lotbiniere and Megantic

42 London and Port Stanley

43 Manitoulin & North Shore

44 Massawippi Valley

45. Midland Ry. Co. of Manitoba

46 Montreal & Atlantic

47 Montreal & Province Line ...

48| Montreal & Vennont Junction

49 Morrissey, Fernie & Michel

50 Maganetawan River .•

51 Napier ville Junction Ry

52|Nelson & Fort Sheppard

25,220
1,156

93
6,313

10

26,062

15

152

® e *

CJ mO

M C c .

<B O =3 £

bow' X OJ

5 S s fa

S ? 9 *

2,741
3,500

96

23,277

44,294

18,303

645,055|

4,782:

225

2,003,586

120
699,835

55,528
120

Total
Freight
Ton-
nage. '

Flouk.

25,243
1,196

93
6,313

10

Tonnage
Origi-
nating

on
Road.

2,233

266

2,083

4,449

26,062
2,756
3,652

74

14

917

4,268
45,203

110

50

5,527
166

2,833

20

243,825

7,542
305

188
59

60
7,362

119

7,500

65

464

16,155

2,523

146

97

5,633

182

809

2,698

800

293,909

371,983

1,040

95

2,510

169

90

25

4,417

182
15,678

13,348
2,002

103,829
1,142

116,142

216,
723,112

99,822

18,423;

64.5,055

4,782

4,493

2,048,789

21
19,562

33,372
3,648

36,337
1,100

13 tt u

'I io Total

3 S^ Freight
^ 5 i 2 Ton-

c c § I I

48'

2,233

314

2,083

4,449

882j
800

74

896
1,717

1601

418,513
24
25

67| 88

195.493 215,055

117,539'
921i

11,160

348

809

5,531

820

537,734

379,525.

1,345

95,

2,698

228

90,

25'

222

16

13,177,

81,471!

281:

1,275

150,911

4,569

36,3.37

1,100

13,177

499,9&4

305

1,300

12,366

27

212,379

9,975

2,152

133
145

188

60
11,779

301

23,178

65

13,812

18,157

106,352

1,288

116,239

2,112

190

1,510

34

344

220

1,451

90

2,289
104

9,240

8,779!

700

64,314|

42,209;

3,278]
260
826

2,321
322

2,511

120

9,240

21,145

727

276,693

52,184

5,430

260

959

2,466

.322

188

2,072,

75
4,184

58li
3,423

6101
179

447
134
123

2,135

42i

114,968

1,641;

19,467

771

4,933

34

2,479

262

116,419

1,731

19,467

447 ....

744| . . . .
302

243
'269'

243
296

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1908.

129

AGRICULTURE.

Other Mill Products.

Hav.

Tobacco.

i

Tonnage
Originat-
ing on
Road.

l.sl
||o

CD = ^ £

S 5 q ?e

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

III.
c o q ,s

Total
Freight
Tonnage.

1 'O !ws-
3) c®

1 -s ■** **
Tonnage u "O

Originat- a5 cl .

ing on : ® ,<= « £

Road. |°|.|

SiS6

Total
Freight
Tonnage.

2,656
119

2,656
119

410

1,418

.52

410
1,470

2

3

5

1

3

352

352

2,481
11

50

2,481
21

50

4

10

.

5

6

::;

20

35

261
1,150

55

265

1,900

64

27
250

2,047

1,100

64
2,074

1,350

S

4

9

750

9 12

21

10
11

139

83
191,996

18,179
105

222
199,133

38,732

819

9,954

1,072

350
7,519

29,617
1,745

21,463

1,878

8,200

202,018

12
49,915

2,118
24

362
57,434

31,735

1,769

21,468

1,878

9,220

216,866

16

400

4

6,696

4

6,826

12

7,137

20,553

714

9,954

130

13
14

132 17

149

15
16

1 072

1,020

14,848

16

150

17

801 ei

6,405j 1,188

862
7,593

18

219,497

19,208

238,705

19

10

90

100

250

25

25

21
22

43

1,272

20

962

1,315

20

962

678
123

5^448

40

71,232

11,445

842

5,108

922

1,250

113

4

9,870

1,172

1,364

140

5,786

1,045

1,250

5,561

44

81,102

12,617

2,206

140

371

288

138

25

.........

93

93

23
94

'>^

22

929

118

18

3

3,135

40

3

4,064

118

26

17

71,864

6,936

1,644

800

30,995

57

4,015

■817

102,859

6,993

5,689

27
28
29
30

31

92

98

39

464

190
687
464

371
13

4

4
11

32

648

275
138

25

11

33

34

35

36

100

1,038

2^101

100
3,139

37

723

1,117

1,840

46

33

79

38
39

1

40

1^460
19

14
3,660

14

5,120

19

4,754

383

42,654

566

51,416

300

3,600

114

375

34
5,150

736

334
8,750

114
1,111

6
48

4

231

10
279

41
42
43

765

3,989

77

38,855

472

51,416

28

28

44

306

45

3,799
94

16,995
4.670
4,172

607

1,240

20,432

17,602

5,910

24,604

10

1,034

1,044

t?

48

..........

49

243
1^316

243
1,208
1,357

.50

' m

1,208
41

'1

38

69

52

206—9

130

DEPARTMENT OF RAILWAY;^ AND CANALS

8-9 EDWARD VII., A. 1909'
Table 12. — Bummarv of Freight Traffic

Name of Railway.

Ghain.

producp: of

Flour.

Tonnage
Originat-
ing on
Road.

New Brunswick Coal & Ry. Co

New Brunswick & P. E. Island.

New Brunswick & Southern

New Westminster & Southern . .

Nosbonsing & Nipissing

Nova Scotia Steel & Coal Co [

Orford Mountain ......

Ottawa & New York i

Pere Marquette Ry

Phillipsburg Ry. & Quarry Co

Princeton Branch of Washington Co. Ry . .

Quebec Central ....

Quebec, Ry. , Light & Power Co

Quebec & Lake St. John

Quebec, Montreal & Southern

Red Mountain

Rutland & Noyan

Salisbury & Harvey

Schomberg & Aurora

Stanstead, Shetford & Charnbly

|St. Clair Tunnel

St. Lawrence & Adirondack

Sydney & Louisburg (Dom. Coal Co.)

Temiscouata

Temiskaming & Northern Ontario

Thousand Islands

Toronto, Hamilton & Buffalo .

Vancouver, Westminster & Yukon

Vancouver, Victoria & Eastern

Victoria & Sydney B.C

Victoria Terminal Ry. & Ferry Co

Wabash Railroad Co. (in Canada. )

Wellington Colliery Co

Wellington Colliery Co. vLadysmith Extn.)
York & Carleton

260

129

777

3,727
4,58fi
3,452
2,736

230

30

199
110

288

456
2,363

1,758

617
154,099

Final total.

.•^.270.315

« bo h

« o S M

be'-' oa S

G S a r

c o q J3

223

571

83

3,026

Total I Tonnage
Freight j Origi-
Ton- nating
nage. on Road

223

571

343

3,155

199

1,038

2,205

92,094

652

677

7,265

4,524

39

99

231

119,146

1,529
1,220
1,224
7,053

6,193

L579
617

318

203

1,038

2,982

92,094

652

3,727

5,263

10,717

7,260

39

99

461

119,176

1,728
1,330
1,512
7,053
456
8,556

3,337

617

617

154,099

318

2.000.620 .%210.mo 820.676

191

124

7,256

19,580

730

2,150

154
160

652
228

681

8^5

20

516
21,120

T3 tc >-
o go to

1. o =s n

Sod

Total
Freight
Ton-
nage.

252

1,052

20

423

1,745

1,366

12,346

121

"ii8

3,200

13
123

308

22,164

1,014
1,690
1,216
3,105

1,070

813
516

117

252

1,052

211

423

""S8

1,745

1,490

19,602

121

19,580

848

.5,350

13
123
462

22,324

1,666
1.690
1,444
.3,105
681
1,905

833
516
516
21,120
117

744,332 1,565,008

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Movement for the Year endint;; June 30, 1908 — Continued.

131

AGRICULTURE.

Other Mill Products.

Hay.

Tobacco.

Total
Freight
Tonnage.

'x tci'
.S.S J

Tonnage. § gO
Originat- 1 P^ §"§

ing on 1 ®<^ <« 2
Road. |^|.£

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Roads and Other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage Received
from Connecting
Roads and Other
Carriers.

B

193

193
2,076

207
2,503

53

767

19

1,381

767

466

1,401

2,076
182
192

54

447

20

25
2,311

5

1

6

55

56

1

57

84

84

10

23

33

1

^8

59

210
K,400

1,685
13,942

1,895
20,342

1,214

5,325

160

220
29,442

1,434

34,767

160

73

540

1

570

i

1,110

60
61
63

73

6?

64

8

14

22

439

4,726

10,904

165
1,370

604
6,096
10,904
433
504
167

9

i

10

65
66

67

204
130

204
130

433
504

68
69

167

70

71

162

57,960

58,122

1,672

27,460

29,132

T>

73

(il5

726

68

20

1,332

1,341
68
60

1,332
95

2,938

942

690

2,700

4

6,994

i36

i,632
2,700

772
6,994

175
1,210

91

1

16

91

1
20

74

75

40

768

4

76

77

95

175
1,074

!

78

655

2,283

149 121

270

79

80

125

1,317

1,442

2,780

848

3,628

81

•

8^

1

83

24 952

24,952
263

12,208

12,208

468

468

84

263

85

86

448

529

977

87

451,723

836,877

1

:38.5,154

446,023

197,672

643,695

9,833

13,402

23,235

lOb—9^

132

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909v
Table 12— Summary of Freight Traffic

«

Name of Railway.

PRODUCTS OF AGRICUL-

Cotton.

Fruit and Vegetables.

J

s

Tonnage
Originat-
ing on
Road.

T3 bDt"

s * '■

Total
Freight
Ton-
nage.

48

Tonnage
Origi-
nating

on
Road.

6,397
440

IP

till

Total
Freight
Ton-
nage.

1

9.

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay

Atlantic and Lake Superior

3

45

232

6,629
440

8

4

Bay of Quinte -

1,973

1 97:;

5

Bedlington and Nelson

Beersville Coal and Rly Co. (now N.Shore) .
Bessemer and Barry's Bay

fi

7

748

1,762

175

1,572

79

88,861

9,943
108

8

Brandon, Saskatchewan and Hudson Bay.

British Yukon

Brock ville, Westport and North Western. .

m

9

24
65

3

13,545

44,333

3,108

21,458

876

87

113,278

1,786

10

240

11

^9.

Buctouche and Moncton |

Canada Coal and Railway Co

1.572

S2

18

Canada Southern

30,652

1,345
15

30,652

4,965
15

102 406

14
15

Canadian Government Railways —

Intercolonial , . . . .

Prince Edward Island

3,62C

54,276
3 216

16

Canadian Northern

21,458

876

17

Canadian Northern, Ontario

' 1,125
61,550

18
1V»

Canadian Northern, Quebec

Canadian Pacific

1^038

ib;9i2

ii;956

1,212
174 828

W

Cape Breton

5^1

Caraquet

35

35

5??

Carillon and Grenville .

Central Ontario .

^8

11,385
29

71^279

90

180,378

871

1,239

1,193
251

"i74

5

53,266

422

824

12,578

^4

Crow's Nest Southern 1

28<)

25

26

28
29
80

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock . .

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and South Western

" i",i69

2,214

1,196

465

4

1,749

GO

1,634

4

3,963

1,256

71^453

95

233.644

1,293

2,063

81

Hampton and St. Martins

8?

Heref Old i

104
24

14

84
7

118

83

Inverness Railway and Coal Co

108

34

Irondale, Bancroft and Ottawa

7

85

Kaslo and Slocan .- <

86

Kent Northern

37

Kettle River Valley

50
316

li2

50

88

Kingston and Pembroke

6

557

563

428

89

Klondyke Mines

40

Liveriwol and Milton

41

Lotbiniere and Megantic !

48
12,010

55
160

50
709

9
13,354

235

106
7,685

57

42
48

London and Port Stanley |

Manitoulin and North Shore

326

326
»2

25,364
55

44

Massawippi Valley

92

395

45

Midland Railway Co. of Manitoba

156

46

Montreal and Atlantic

6,074

6,074

8,394

47

Montreal and Province Line

48

49

Morrissey, Fernie and Michel

1

50

Maganetawan River

51

Napierville Junction Railway

-16

245

5?

Nelson and Fort Sheppard

291

53

New Brunswick Coal and Railway Co

RAILWAY STATISTICS

133

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1908 — Continued.

TURE.

PRODUCTS OF ANIMALS.

Other Pkoduct.s of Agricllturk.

Live Stock.

Dressed Meat.s.

'S o o

Tonnage g g-o

Originat- "- § § .

ing on « " « ^

Road, i §=£•§•£

■ c o o S

: §^P3 6

i ^

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
carriei's.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnag<! received
from connecting
Roads and other
carriers.

Total

Freight

Tonnage.

c

1

3,314
932
112

4,073

.557
11

3,871
943
112

4,073

62
238

21

83

1

238 i 9.

3
4
5
6

7
8
9
10
11

19

1

™i:.:.::::::

116

1

208

2

3,132

80

3,300

40

288
3,302
3,172

31

-

46

1

76
26,25<J

17,713

2,582

19,440

1,666

450

299,678

6

75

30

4,359

204

16
315,656

1,909

8

92
341,906

19,622

2,590

19,440

1,666

567

:i35,.517

11

75

30

4,398

594

15

2,372

83

264,833

12,612

3:34

2
1,147

0,418

1,996

3,202

110

25
170,141

10,165

27

7,874

78,394

86,268

171,28813

16,583|14
1,99615

3 202 16

11017

117

35,839

5

39

390

15

270

3

20,629

3,531

189

18
19
20

21

19,419

100,109

119,528

10

10

22

7,346

273
157

7,619
167

23
2\
25
91;

10

193

193

2,102

80

244,204

9,081

145

647

100

34,378

615

3

2

1,169

79

050

102 27

35, 547 i 28

694 '29

. jSd

31
32
3*?

95

5

100

451

223
127

4
14

455
237
127

'I

16

16
11
25

29
20

25^34
16!3.^

5

36

.

5
18

i03

^7

1,786

123

1,909

121 -^

39
40
41
42
43

41

13
1,445

11
3,070

24
4,515

2(J

6
1,024

26
- 1,024

1,620

754

2,374

577

50

3,124

742
60

1,322

10

4,942

127

20,167

1,899

60

8,066

869

20,227

225

173

398

;45

20

76,.330

76,350 -ifl

.

47
48
49
50
51
52
53

79

79

153
11

2
52

155
63

55

55

134

DEPARTMENT OF RAILWAY.^ AND CANALS

8-9 EDWARD VII., A. 1909
Table 12. — Summary of Freiijht Traffic

54^New Brunswick and P. E. I.sland

55 New Brunswick Southern

56,Nosbonsing and Nipissing

57 1 New Westminster Southern

58^ Xova Scotia Steel and Coal Co

59|Orford ^Mountain

fiO^Ottawa and New York . . .

61 Pere Marquette Railway

62 Phillipsburg Railway and Quarry Co

63 Princeton Branch of Washington Co. Ry. .

64 Quebec Central

65 Quebec and Lake St. John

66 Quebec Ry., Light and Power Co., Mont

morencj' Div

67 Quebec, Montreal and Southern

68 Red Mountain

69' Rutland and Noyan

70 Salisbury and Harvey

71 Schomberg and Aurora

72|Stanstead, Shefford and Chambly

73 St. Clair Tunnel.

74 1 St. Lawrence and Adirondack

75jSydHey and Louisburg ( Doni. Coal Co) . . .

76|Temi.scouata ....

77iTemiskaining and Northern Ontario

78 Thousand Islands

79!Toronto, Hamilton and Buffalo . .

80l Vancouver, Victoria and Eastern

81 : Vancouvt-r, Westminster and Yukon ....

82| V^ictoria and Sydney, B.C

83 1 Victoria Terminal Ry. and Ferry Co

84 Wabash Railroad Co. in Canada

85'Wellington Colliery Co

86| Wellington Colliery Co. (Ladysmith Exten.)
871 York and Carleton

Tonnage
Originat-
ing on
Road.

Cotton.

PRODUCTS OF

Fruit and Vegetable.s.

0,0

= C^r^

I Total
j Freight
j Ton-
nage.

Tonnage
Origi-
nating

on
Road.

321

866
1,294!

1,187
1,294

538

538

2,689

Total

2,692

2,005

11, .581

rsi

757

188

188

82
158

14

173

8,430

<s S ±

<JJ j; — ;

"^ O 3 X

« £ g C

S O q ei

Total
Freignt

Ton-
' nage.

103
1

232
3

591

28,556

1,138
1,580

267

186

37

1,340

233
6,247

181

2,005

20,172

58,622 70,203; 524,668

163
40

2,720

308

24

1,908
214

70

185
159

232

3

14

7&4

36,986

1,138

1,580

267

163
40

2,906

345

1,364

233

8,155
395

20,172
70

279,109] 803,777

RAILWAY STATISTICS

135

SESSIONAL PAPER No. 20b

Movement for the Year eaded June 30, 1908 — Continued.

AGRICULTVRE—Conclvded.

Other Pkodccts of Agriculture.

Tonnage
Originat-
ing on
Road.

868

32

25,315

'S oc
o a. ^

C ei r-

« S 3 1:

fi O O -5

Total
Freight
Tonnage.

Live Stock.

Dressed Meats.

Tonnage
Originat-
ing on
Road.

P2 S

g g g
Coo

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

= S .^
g ? q 5

Total
Freight
Tonnage.

287 i
39

592;

592!

91
47,916

123
73,231

50
3

386
1,800
4,650

525

165
13,288

287;

39

38
22

575 ..

3
386 . .
1,965
17.938 . .

8')
3

4. 068

16
4.068

.5,637

5,637

112

112]

30

30

3,658
1,318

298 i
1,0441

4.52

185

187

78

91

140

138,

182

14,260

6:
3,658
1,770

298

1,122

91

140

138

40

40 66
.67
...68
...69
...70

14,442 1 72

169

2,621
692

2,254
114

1691

4,875!
806i

531

56
148
250
754
1,630
411

9441
106;
4121

2,176'

5,387
511

1,475
1G2
560

2,426
754

7,017
922

1
59!
12

ie

71
13

10
3,902

12'
2,209

421
49!

1174
3,961 75

24 76
2,209 77

16 78
11379

6280

!81

182

83
16^129 '84
..:...!85

86

!87

340

39,018

116

340

39.018

116

16,429

52,224

131,013 183,237

705,667

451,105 1,156,772 85,528 370,052 455,.5S0

I ' ' ' [ ' I

136

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 12. — Summary of Freight Traffic

Name of Railway.

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay ,

Atlantic and Lake Superior

Bay of Quinte

Bedlington and Nelson

Beersville Coal and Railway Co. (nov
North Shore)

Bessemer and Barry's Bay

Brandon. Saskatchewan and Hudson Bay.

British Yukon

Brock ville, Westport and Northwestern. .

Buctouche and Moneton .

Canada Coal and Railway Co

Canada Southern

Canadian Government Railways —

Intercolonial. . ,

Prince Edward Island

Canadian Northern

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Qrenville

Central Ontario . .

Crow's Nest Southern

Cumberland Railway and Coal Co

Dominion Atlantic

Elgin and Havelock

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and Southwestern ,

Hampton and St. Martin's ...

Hereford

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondike Mines

Liverpool and Milton

Lotbini^re and Megantic ,

London and Port Stanley

Manitfjulin and North Shore ...

Massawippi Valley

Midland Railway Co. of Manitoba ,

Montreal and Atlantic

Montreal and Province Line ~

Montreal and Vermont Junction ,

Morrissey, Fernie and Michel

Maganetawan River

Napierville Junction Railway

Nelson and Fort Sheppard

Other Packing-House
Products.

Tonnage
Originat-
ing on
Road.

fc. c c

g 5 o §

PRODUCTS OF

Poultry, G.^me and Fish.

® c £

43:

.56

9,488

1,558

3,759

170

3

22,606

446

42
90,305

15

1,042
54,100

22
'841

303

70,176

4,128

50

306

"79

15

34
10

,348
75
74

59

2,979

278
26,558
47,i60

Total
Freight
Ton-
nage.

99

TorinageJ "§1 o
Origin-
ating

453

42
99,793

1,573

3,759

170

1,045

76,712

22

337

10

78,524

4,203

124

60

2,979

584
26; 635
47466

Road.

20

134

1

1,334

35,900

3,793

2,509

147

2,140

23,131

52

2,510

3

1

3,176

2,074

367

2,223

!- C C .

O c3 £
® O „ S

175
6

19

13

27,780

547
66

2,396

13,564

1

61

30

362

601

29

358

Total

Freight

Ton-

nj^e.

12
6^535
4^267

.39
134

22

52

112

14

29,114

36,447

3,859

2,509

]47

4,536

36,695

53

2,510

3

1

3,237

30

2,436

968

2,252

3

237

6

366

18
186

74
6^546
4,29i

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1908. — Continued.

137

ANIMALS.

Wool.

Hides .^nd Le.\ther.

Other Products ok
Animals.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carrier.s.

Total
Freight
Tonnage.

46

Tonnage
Originat-
ing on
Road.

Tonnage leceived
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

Tonnage 1 g S-c
Originat- - 2 = ^j
ing on J, 8 r. i
Road. ^5 IT

- 3 o 3

, 1""

Total
Freight
Tonnage.

46

46

1

47

1

•y,

3

17

17

4

*■■■

5

6

7

34

15

17
692

51

707

8

9

g

8

200

10

210

10

11

1
19,194

965

4

1

20,646

5.139

319

2,662

1?

216
492

9,939
131

10,185

623

18

1,452

4,174

315

2,662

6,202

67,7.54

73,956

13
14

18

15

16

244

244

17

83

20,529

11

75

104
16,417

187

36,946

11

75

18

2,659

3,778
1

6,437
5

19

4

9.0

'^1

9->

123

123

379

379

226

102

226
102

•>:^

•^4

9R

43

43

10

7,113

90

2.30

20

1.5.223

341
63

14

3

4,940

20

20

244

23
20,163

?.6

10

'^

2,165
90

4,918

?«

361
83

! _ _ ...

•^9

30

31

5

5
21

34

72
5

14

1

48

73

5

88

7

95

3^

14

7

38

49

49

34

35

36

1

37

348

244

592

38

89

40

18
114

18
1,536

64

64
1,117

41

20

119
25

139

1,422

142| 975

42
43

2

27

131

436

567

1

44

45

33

3,100

3,133
40

1,647

1,940

162

37

11,701

641

10,467

13,641

803

10,504

46

40

:::::::::: ;::::::;;; ■■■■:'i

47

1,647

4S

49

50

::.;::;:: ::'"i

51

21

2ll

52

138 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vll., A. 1909
Table 1?. — Summa.ry of Freight Traffic

Name of Railway.

PRODUCTS OF

Other Packing-House
Products.

Poultry, Game and Fish.

6

3

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Ton-
nage.

Tonnage
Origi-
nating

on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Ton-
nage.

•iS

New Brmiswick Coal and Railway Co

^4

New Brunswack and Prince Edward Island

New Brunswick Southern

New Westminster Southern

Nosbonsing and Nipissing

796

248

i21

796

65
56

^7

30

299

30

299

248
121

58

2

2

5P

Orford Mountain

60
f>1

Ottawa and Ne>v York.

Pere ISIarquette Railway

12

12
11,835

24
11,835

26
410

6
330

32
740

6'>

Philipsburg Railway and Quarry Co

6S

64

65

Quebec and Lake St. John .

1,180
3

1,180
3

66

Quebec Railway, Light and Power Co

22

1

23

fi7

68

«P

Rutland and ISIovner

70

Salisburj' and Harvey

71

7?

Stanstead, Shefford and Chambly

49,142

49,142

140

7,247

7,387

7S

St. Clair Tunnel "

74
75
76

St. Lawrence and Adirondack

Sydney and Louisburg (Dominion Coal Co.)

28
12

111

610

S6

139
610

48

29

4

4,297
3
4

4,297
32

8

77

Temiskaming and Northern Ontario

■^8

Thousand Islands

7q

1,973
47

1,160

230

3,133

277

424

88

424

80
81

Vancouver, Victoria and Eastern

Vancouver, Wi^stminster and Yukon ....

88

89

Victoria and Sydney, B. C

8*?

Victoria T-^rminal Railway and Ferry Co..

84

Wabash Railroad (in Canada)

33,351

33,351

85

Wellington Colliery Co

86

Wellington Colliery Co. (Ladysmith Exten-

87

220

59

279

Total

149,710

295,131

444,841

81,703

69,397

151,10(»

RAILWAY STATISTICS

139

SESSIONAL PAPER No. 20b

Movements for ;he Year ended June 30, 1908 — Continued.

ANI MALS-Conclmkd.

Wool.

Hides asd Leather.

Other Products of
Animals.

Tonnage
Originat-
ing on
Road.

-a be j-

g c-r Total

S i £ Freight
|°|.| 1 Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

Tormage
Originat-
ing on
Road.

Tonnage received
from connecting
Road.s and other
Carriers.

Total
Freight
Tonnage.

1
1

1

53

. ...

60

60

7
47

54

1

•t

55

11«

116

15

32

642

642

56
57

1

1

3
10

3

10

170

6,103

58

112

4,040

59

52

218

52

58

2,622
1,840

60

2,598

2,682
4,438

60

337

555

2,063

61

63

64

65

3

3

22

227

22

227

111

111

66

67

68

69

70

71

1,743 1,743
1

61

11,416

11,477

79

7S

39 39

75

1
8

1,298
3

1,373
4

231

1,173

1,404

74

4

4

20 28

76

6

6

78

35

117

152

184
59

i78
12

362
71

1,504

1,628
610

3,132
610

79

80

81

89

■";"'::;':::i ::::

83

689

689

6,077

6,077

84

85

86

87

1

7,271

26,047

33,318' 57,611

83,730

141,341

13,128

76,279

89,407

140

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909>
Table 12. — Summary of Freight Traffic

Name of Railway.

PRODUCTS

Anthracite Coal.

Tonnage
Originat-
ing on
Road.

Ij Alberta Railway and Irrigation Co.
2| Algoma Central and Hudson Bay. .

3! Atlantic and Lake Superior

4j Bay of Quinte

5|B'3dlington and Nelson

6 Beers ville Coal and Railway Co. (now

j North Shore)

7; Bessemer and Barry's Bay

8 Brandon, Saskatchewan and Hudson
i Bay.,

9 British Yukon

10 Brockville, Westj^rt and North-

j AVestem

lliBuctouche and Moncton

12 Canada Coal and Railway Co

13'Canada Southern

Canadian Government Railways—

14 Intercolonial

15| Prince Edward Island

16|Canadian Northern

17|Canaclian Northern Ontario

ISjCanadian Northern Quebec

19|Caiiadian Pacific .

20lCape Breton ....

21iC iraquet ....

22|Carillon and Grenville.

23jCentral Ontario

24;Crow's Nest Northern

25jCuniberland Railway and Coal Co. . .

26!Dominion Atlantic

27|Elgin and Havelock

28'Grand Trunk

29|Grand Trunk (Canada Atlantic)

.30 Halifax and South Western

31, Hampton and St. Martins

32 Hereford.....

33! Inverness Railway and Coal Co

.34 Jrondale Bancroft and Ottawa , . .

35] Kaslo and Slocan

36; Kent and Northern

37 Kettle River Valley

38 Kingston and Pembroke

39;Klondyke Mines. ...

40jLi verixml and Milton

41 Lotbiniere and Megantic

42 London and Port Stanley

43jManitoulin and North Shore

44 Massawippi Valley . .

45]Midland Railway Co. of Manitoba. .

46| Montreal and Atlantic . .

47|Montreal and Provincial Line

48, Montreal and Vermont Junction

49'Morrissey, Femie and Michel, B.C..
50 Maganetawan River

'^ c s •

o ts £

J) O ffi Oi

? s s ^^

S g 9 =«

13'

348i

Total
Freight
Ton-
nage.

13
348

3,056

725

48
55,046

3,056

5,189,

203

1,001,079

135,629

527

93,871
125

343

3,200
588,423

200

5,189

928

1,001,079

B1TUMINOU.S Coal.

Tonnage
Origi-
nating

on
Road.

ai o o
« 2^

O ^ u.

c o o S

Total
Freight
Ton-
nage.

27,794
6,367

1,891

65,144

6,556

110

81,356

48
.55,046

3,200
724,052

1,173,507

5,587

140,227

17,349

677^630
55

200

4,427

967,272
164,472

4,954

5,73V

31,578

292,921

3,898

l,061,143i
164,597:

426,231
149

168

26,529

1411

4,310

1,956

4,959

370

473

306,507

511

26,529

4.310

1,956

5,100:

370

473

22

476

476'

560,225

1,079
91

250
3,122

336^607

8,614
485

25,760

506,000

358

125

22,761
29,805

35^006

40

1,338,197

343,581

9,457

.346

12

54

1,49'

29,685
6,367

65,144

1,079
91

360

3,122

81,356

336,607

1,182,121

6,072

140,227

17,349

25,760

1,183,630

413

12;5

80

28,498

61,.383

292,921

38,904

40

1,764,428

343,730

9,457

346

12

306,561

1,497

102

113,143

578

12,395

14,747

4,918

16,419

7,143

113,143

578

12,395

14,747

4,918

16,419

7,143

560.225

RAILWAT STATISTICS

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1908 — Continued.

141

OF MINES.

Coke.

Ork.

Stoxk, Sand, and Other
Like Articles.

Tonnage
Originat-
ing on
Road.

-a tci?

^ 0 cs 2

!■ O 00 O'

S£Odo

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

li « o

" *-^

t- '-• C •

., 5 cs £

P U X !D

3 S :« S

E ? <5 !3

Total
Freight
Tonnage.

9,098'

7,149

7,149!...

213,744
9,69«! 1^554

20

2o:

213,744

1,5541

Tonnage
Originat-
ing on
Road.

23

10,867

11^378

S ? =

£, a X t

00 -.TIT"

~ S c3 S
= 0 = 2

Total
Freight
Tonnage.

1.08/

1,110 1
10.867 2

..;...! 3

11,378 4

2,044

185.915

2,378

2,378

50

89,375

89,375

170

336!

20,984: 20,984!

73,553

2,044
259,468

43,807
21,725

or
20;

43,864

20|

21,725'

263
993,661'

. . . i 263

47,927 1,041,.588

184
141,622

175,584

2,808 .
85,129 .

2,290:.
8,540-
727.989.

■ ll.

3,094

266

123,146

750:

1,734
104,458;

1,115

386
9

ilO
170
094;] 1
450il2

768:13

334 14

808 15
129;16
29017
274118
447il9
120
1,11521

122

2,124 23

151 i24

125

25^563|26

!27

3

264,

176,
2

85,'

2,

10,

832,

4

120,869

262 266 26,508
. . . . ; 120,869

14,215

662 27,170
14^215

993i 1,131
no! 41

23,809

1,754

22,422
10

11.5,463!

137,885
10

198,050

1,070

42

221,368;

38!

419,418

1,108

42

2,861
7^332'

3.53,275

8,215

119'

,.318

288

2,8611
7^332

70
1621

68

430,593

8,503
119

138
162

500:.
20,1211 .

500
20,121

40
141

40
141

17;

39!

28

l,489i

1,489|

43

698

4,482

20

1,021

4,499

20

1,060

230,391
23,505

167

25,181:

3,850

973

71

698

^30,391

48,686

4,017

973

47

9,450

386

13,964

144

1,489

3,110

413

1
19,732

50,036
310

24,515
460

60,142

48

29,182

386!

64,000

454

26,004

3,570

60,555

142 DEPARTMENT OF RAILWAYS AND CANALS

879 EDWARD VII., A. 1909
Table 12. — Summary of Freight Traffic

Name of Kailway.

PRODUCTS OF

Anthracite Coai-.

BlTfMIXOU.S C

3AL.

Total

Freight
Ton-
nage.

e
1

Tonnage
Originat-
ing on
Road.

111
'S 0 0

t)C t> 05 (D

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

■5 "80

Q) q =^ (2
£ P <= ss

.51

Napierville Junction Ry

32 9641 -SS 9fi4

.52

Nelson and Fort Sheppard

201
2^35

201

.5,S

New Brunswick Coal and Ry. Co

39,867

39,867
2,135

,54

New Brunswick and P. E. Island . . .

.55

New Brunswick Southern . . . .

New Westminster Southern

292

29

321

5fi

20

4,664

4 684

57

Nosbonsing and Nipissing

.58

Nova Scotia Steel and Coal Co

476

476

.59

Orford Mountain

fiO

Ottawa and New York

21,191

105,409

1,000

16, .583

21,191

105,409

1,000

16,583

11,991

449,559

950

6,896

11,991

449,559

950

fil

Pere Marquette Ry

62

Phillipsburg Ry. and Quarry Co

63
<)4

Princeton Br. of Washington Co. Ry.
Quebec Central

6,896

65

Quebec and Lake St. .John ...

Quebec Ry. Light and Power Co

Quebec, Montriial and Southern. . . .

610

1,256

1,256
610

12,744

12,744

66

11,665

11,665

67

81,257

6,403

422

2,767

81,257
6 403

68

Red Mountain

69

Rutland and Noyan

48

48

422

70

Salisbury and Harvey

2,767

71

Schcmberg and Aurora

72

Stanstead, Sheflford and Chambly. . .

643

643

17,912

17,912

73

St. Clair Tunnel

74

St. Lawrence and Adirondack

161,547

161,547

226,989

226,989

75

Sydney & Louisburg (Dom. Coal Co.)
Temiscouata

3,388,469
16

566

3,388,469

76

32

228
2,776

327,i67

260

2,776

44

327,167

16

77

Temiskaming and Northern Ontario.

56,869

56,8i9

78

Thousand Islands

Toronto, Hamilton and Buffalo

44

566

79

220,4^)7
657

220.437

80

Vancouver, Victoria and Eastern...

177

834

81

Vancouver. Westminster and Yukon
Victoria and Sydney, B.C

82

26

26

8.S

Victoria Terminal Ry. and Ferry Co.

26
319,726

26

84

Wabash Railroad Co., in Canada. . .
Wellington Colliery Co

32,630

32,630

319.726

85

276,875
483,347

276,875

86

n 1, fLadysmith Ex.)

483,347

87

York and Carleton

Final total

323,480

3,411,661

3,735,141

8,349,704

3,970,880

12,320,584

RAILWAY STATISTICS 143

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1908. — Continued.

MINES.

Coke.

Orks.

Stone, S.^nd and Other
Like Articles.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and oth6r
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

s

3

51

1

.5,823

2,361

8,174

5?

1

5S

1

383
1,904

383

1,956

52

'^4

4 ....

4

1,099

52
52

55

1,099

56

57

302
5

931
1,719
3,444

302

5

2,005

115,949

3,444

3,585

94,378

2,080

47,081

33,628

36

7,512

14,994

58

1,074

114,230

59

233

5,918

233
5,918

17

15
2,774

32
2,774

60
61

6"^

3,585

fiS

6,432

6,432

94,378

2,080

46,977

11,909

" ' 14^994

64

65

20

20

2

2

104

21,719

36

7,512

66

67

33

33

82,279

11,290
2,046

93,569

2,046

130

68
69

130

70

71

971

61,493

62,464

7'^

7S

23,950

23,950

458

458

51

12,008

4

9,494

1,024

7,697

36

3,066

3,117

12,008

204

9,494

1,024
23,568

2,488

74

75

200

76

25,652

25,652

77

78

87,836
9 ,906

87,836

1,509

1,.509
683,269

15,871
2,452

79

22

90,928

662,747

20,522

80
81

8'>

8S

3,453

3,4.53

5,563

5,563

42,182

42,182

84

85

86

55 ."iS

i

40

40

87

.S43,917

501,845

845,762J 2,590,567

362,786 2,953,353

1,835,1051 703,228

2,5:^8,333

144

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909-
Table 12. — Summary of Freisht Traffic Movement

Name of Railway.

9
10

11
12
13

14
15
10
17
18
19
20
21
22
23
24
251
26i
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
40
47
48
49
50

Alberta Railway and Irrigation Co. .
Algoma Central and Hudson Bay. . .

Atlantic and Lake Superior

Bav of Quinte

Bedlington and Nelson

Beersville Coal and Railway Co.

(now North Shore)

Bessemer and Barry's Bay

Brandon. Sa.skatchewan and Hudson

Bay . . : ^.

British Yukon

Brockville, Westport and North

Western

Buctouche and Moncton

Canada Coals and Railway Co

Canada Southern

Canadian Government Railways —

Intercolonial

Prince Edward Island

Canadian Northern

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

Cape Breton

Caraquet

Carillon and Gremille

Central Ontario

Crow's Nest Southern

Cumberland Railway and Coal Co. . .

Dominion Atlantic

Elgin and Havelock

Grand Trunk

Grand Trunk (Canada Atlantic)

Halifax and Southwestern

Hampton and St. Martin's

Hereford

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

Kaslo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

Klondyke Mines

LiveriKX)l and Milton

Lotbiniere and Megantic

London and Port Stanley

Manitoulin and North Shore

Massawippi Valley. .

Midland Railway Co., of Manitoba. .

Montreal and Atlantic

Montreal and Province Line

Montreal aud Vermont Junction ....

Morrissey, Fernie and Michel

Maganetawan River

PRODUCTS OF MINES-Con. i

Other Products of Minks.

PRODUCTS OF

Lumber.

Tonnage
Originat-
ing on
Road.

80

22,504

38

777

56

45,564

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

^ a a

0) o o

bo '^ » *

s= g S ^

a P 9 ts

118

777!

2,072
1,163
6,255
20,907
1,200

.3,540

561

96
112

110

68,068

45,8521
163,

35,170

86

13,962

30

40

81,022
249

1,184
8,198

718,416

13,109

852,099

36,979

125,370

2,256,851

62

1,200

Total
Freight
Ton-
nage.

4,604
107

1,201
2,159

6,676
1,270
6,255
20,907
1,200

3,540

1,297
2,271

505! 615

15,G21! 15,021

918 i 2,102

136,973j 145,171

8,407

120,085
395,193

13,962

30

40

24,121

18,625

20,135

79,128

11,900

2,619,098

426,312

62,848

10,025

18,881

2,006

4,952

100

10,781
,33,343

17,263

9,620

611

10,734

125

75,497

1,367

9,451
3,331 1

726,823

13,109

852,099

36,979

245,455

2.652,344

160

1,200

2,614

20

316,467

227,153

136

1,302;

153

33,572

21,956

20,135

81,742

11,920

2,935,56.5

653,465

62,848

10,025

19,017

3,308

4,952

253

389<

10,781
33,732

222
27,287

91,155
2.092
98,308
17,4iO
42,180

17,485

36,907

611

101,889

2,217

173,805

18,787

42,180

10,452! 10,452

RAILWAY STATISTICS

145

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908 — Contimied.

FORESTS.

MANUFACTURES.

—-

Other Products of Forests.

Petroleum and Other Oils.

Sugar.

Tonnage
Originat-
ing on
Road.

l.sl

*" = S IT

c o q cj

Total
Freight
Ton-
nage.

Tonnagp
Originat-
ing on
Road.

•n bs:)>-

bfl O :c (C

Total
Freight
Ton-
nage.

Tonnage
Originat-
ing on
Road.

•O be s-

t s 2
a; 9 o
" I"?
(T 3 ^ £

be " »= D

iijl

Total
Freight
Ton-
nage.

1
5

98
60

70

168
60

1,958
65

1 1,958
66

1

124,731

124,731

1

2

s

20,973

20,973 577

577

4

fi

1

7

1,585

303 1,888

15

55

160

15
56

650

263

260

265

590

8

1
490

2
330

q

10

I

n

: .'I.:. ;■■■ ■

55
35,410

14,721
130

55
44,227

29, .333

750

14,354

461

1,315

99,950

2

75

741

40,719
854

15,424
381

59
28,150

277
104

59
28,891

40,906
9.")8

15,424
381

T*

35,224
370,799

49,935
1,581

85,159
372,380

8,817

14,612
620

14,354
461

' " " 38^459

1

13

14
15

16

17

30,785

922

31,707

1,315
61,491

1
75

18

86,438

23,229

109,667

19

1,240

1,240
600

'?0

600

65

05

•'1

99

44,296
3,082

4^827

44,296

7,909

140

509
120

649
120

2

482

484

23
''4

'>'>

13,200

13,200

937

669

45

29,793

247

196

1,606

45

130,330

779

576

1,780

t)

89,008

665

497

113

60

4,006

39

204

1,893

66

93,014

704

701

9(J

•)J

100,537
532
380

28
29
30
31
32
33

71,171

71,171

148,560
" " 16^566

36

118,596
" " 16,566

17
63

62
150

54
263

79
213

54
340

66

7

274

75

50

42

1,364

141
57
42

77

1 638 ^~

36

f7
38

39

^0

4l

42

i3

48
*9

30

15,740

15,740

24

24

10

10

30,1941

30,194

49,428

16,803

103,776

6, .301

30
15

29

136

5,849

625

166

5,864

29

625

9
2,721

9|

2,070 47,358
16,803!

1,049
14

3,770

14

1,062

9,979

93,797
5,719

1,062

582

91

2,639

62

1,647

2,730
62

557

7,557

80

38,162

8,114

SO

38,162

41,417

41,417

1,647

24

24

27

27

206—10

146

DEI'ARTMENT OF RAILWAYS AA'D CANALS

8-9 EDWARD VII., A. 1909^
Table 12. — Summary Freight Traffic Movement

PRODUCTS OF MINES— Con.

Other Products ov Mines.

Name of Railway.

Tonnage
Originat-
ing on
Road.

Napierville Junction Railway

Neison and Fort Sheppard

New Brunswick Coal and Railway Co
New Brunswick and P.E. Island. . . .

New Brnnswiek Southern

New Westminster Southern

Nosbonsing and Nippissing .

Nova Scotia Steel and Coal Co. ....

Orford Mountain

Ottawa and New York

Pere Marquette Railway ....

Pliillipsburg Ry. and Quarry Co . . .
Princeton Branch of Washington Co.

Railway

Quebec Central

Quebec and Lake St. .John . .

Quebec Rail way Light and Power Co.

Quebec, Montreal and Southern

Red Mountain

Rutland and Noyan

Salisbury and Harvey

Schombcrg and Aurora

Stanstead, Shefford and Chambly. . .

St. Clair Tunnel

St. Lawrence and Adirondack

Sydney and Louisburg,Dom.Coal Co.

Temiscouata

Temiskaming and Northern Ontario.

Thousand Islands

Toronto, Hamilton and Buffalo

Vancouver, Victoria and Eastern . .
Vancouver, Westminster and Yukon.

Victoria and Sydney B. C. . . .

Victoria Terminal Railway and

Ferry Co

Wabash Railroad Co., in Canada

Wellington Colliery Co

Wellington Colliery Co., (Ladysmith

Extension. )

York and Carleton

1,344
15G

Final Total.

922

2.2 S

PRODUCTS OF

Lumber.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

21

622

513

55,478

1,844

1,470

4,977

21

622

1,314
669

55,478

1,844

2,392

4,977

1,060
4,764

5,258
301

6,318
5,065

7,128

4,794

25,338

16,374

20,584

4,396

9,761

980

20,106

80,303
91,405

4,958

637

OJ o =s £

a ts <s 1^
c p o t«

, Total

j Freight

I Tonnage.

87
756

420

20

9,497

371

7,031

126,542

100

5,827

12,317

164

20,051

1,083

314,008

11,450
" ia27

59,872

1,219

84,563

85,782

26,200

31,140

57,340

23,092

356

123,448

21,015

14,011

35,026

2,748

2,748

2,465

7,241

9,706

23,479

7,373

30.8.52

2,7341

2,734

59,931

475

7,284

200

76,845 166,209 243,0.54 S,076.S78l 2,241.163 10.317,541

87

7,884

4,794

25,758

16,394

30,081

4,438

9,761

8,011

146.648

100

5,827

80,303

103,752

5,122

20,051

1,720

314,008

11,450

60,999

2,734

2,734

59,931

475

(,484

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b
for the Year ending June 30, 1908 — Continued.

147

FORESTS.

j
MANUFACTURERS.

Othee Products of

^'OKEST.

Petroleum and other Oils.

Sugar.

Tonnage
Originat- \

ing on

Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Toiniage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

1

Total

Freight

Tonnage.

s

20,167
24

20,167
7,982
2,441
2,235

102
32

102
56

1

[

.51

7,958

24

52

2,441
2.198

.53

37

205

205

98

501

.. : 281

281
.59

.54

98

59

55

320

1,091

1,411

501

.56

57

42

42

I 20

56! 10

276; 88

8,3011 6.678

20

.58

6,288

6,385

31,570

222

5,844

164,823

6,5i6

12,229

196,393

66 59

189

182
23,301

5
Ul

371
23,301

5
111

364

14.!t79

60
61

62

38,956
396,226
102,738
20,686
296,147
4,658

18

18

63

396,226

38,956
1,712

64

101,026

88

225

578

225
104

578

107

107
140

65

20,686

140

66

296,147
3,7%

67

862

68

41

41

69

6 962

6,962

70

71

7,642

7,642

1,972

1,972

39,416

39,416

72

73

122

21,074

21,196

43

1,456
182
192
949

6^310

371

1,499
182
384
949
551

6,565
491

1

37,563
160

37,564
160
264

74

75

;:::::::::i::::.::::

192

551

255
120

96

368

76

197.683

197,683

111

6,497

5,947

77

111

2.56i
1,536

:::::::;:: :::::::::.i.;;. ......

78

3,936
4,411

298' 303

601

79

80

1 1

81

8,015

8,015

8,015

19,739

!
1

82

8,015
19,739

1

83

; 13,985

13,985

8,321

8,321

84

85

j . ; !

86

1

I 1

87

1,775,119

819,566

2,594,685

196,943

193,388

390,331

258,385. 193,256

4.51,641

206—101

148

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 12. — Summary of Freight Traffic Move

Name of Railway.

MANUFAC

Naval Stores.

Iron, Pig and Bloom.

i

Tonnage
Originat-
ing on
Road.

'S be*-

>-s|

'(U o o

O li _
CD C^
'^ S= S aj
a> O ra t.
bo" M D

c g S ^

SiS6

Total
Freight
Ton-
nage.

Tonnage
Origi-
nating

on
Road.

.2 •« -»i

<u o o

bJjU M m

S 3 c ^

Total
Freight
Ton-
nage.

1

Alberta Railway and Irrigation Co

5

8

13

9.

Algoma Central and Hudson Bay

3

Atlantic and Lake Superior

4

3,274

3,274

f)

Bedlington and Nelson

6

Beersville Coal and Railway Co. (now
North Shore)

7

Bessemer and Barry's Bay

8

Brandon, Saskatchewan and Hudson Bay.
British Yukon

q

12

363

375

10

Brockville, Westpart and Northwe.stem. . .

11

Buctouche and Moncton

1^

Canada Coals and Railway Co . ,

14

26,802

3,686
22

14

13

Canada Southern

5,319

103,604

49

4,391

32,121

14

Canadian Government Railways-
Intercolonial

107,290
71

15

Prince Edward Island

20

17

37

Ifi

Canada Northern

4,391

17
18
19
20
21
22
23
?4

Canada Northern Ontario

164

164

Canada Northern Quebec

i94

58,925

194

Canadian Pacific

Cape Breton

63

173

236

143,258

202,183

Caraquet

20

20

Carillon and Grenville

Central Ontario

113

88

201

Crow's Nest SoiUhern

?,'-)

Cumberland Railway and Coal Co

?.H

Dominion Atlantic

437

72

509

5,065

1,401

6,466

^7

Elgin and Havelock

28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43

Grand Trunk

133,361
7,239

14,164

78

147,525

Grand Trunk (Canada Atlantic) .-.

7,317

Halifax and Southwestern

Hampton and St. Martin's . .

'

Hereford

3
26

3

26

145

6
26

6

Inverness Railway and Coal Co

Irondale, Bancroft and Ottawa

171

Kaf-lo and Slocan

Kent Northern

Kettle River Valley

Kingston and Pembroke

168

168

3

237

240

iKlondvke Mines

Liverpool and Milton

'Lotbiniere and Megantic

6
1,612

5
2,903

ii

London and Port Stanley

279

279

4,515

iManitoulin and North Shore

44

Massawippi Valley

21

40

61

165

288

453

45

Midland Railway Co. of Manitoba

4P

Montreal and Atlantic

1,732

9,378

11,110

47

Montreal and Province Line

48

Montreal and Vermont Junction

49
50
51
62

jMorrissey, Fernie and Michel

,Maganetawan River

Napierville Junction Railway ....

27
20

27

Nelson and Fort Sheppard

20

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

ment for the Year ending June 30, 1908 — Continued.

149

TVRES.— Continued.

Iron and Stkkl B

AILS.

Other Castings and Machinery.

Bar and Sheet Mftal.

Tonnage
Originat-
ing on
Road.

'' C 5 aj
0) c — &-
tjC O no OJ

Total

Freight

Tonnage.

1

Tonnage
Originat-
ing on
Road.

T3 he Sti

■300

be u oj «

c 1 g £
in

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

■§12

^9§2

bo " « aJ

Total
Freight
Tonnage.

16
130

16
130

132
211

179
2,087

386

518
211

179
2,087

12

9

21

337

337

22
15
80

111

5,258
540

133

5,273

620

39
102
415

39
102

560

145

34

146

12,087

1,413

180
13,401

131,263

62

137,198

6,869

4,426

145,962

90

27
29,900

186,016

470

18,598

1,195

250

70,378

216
165,858

9,507
98

243
195,758

195,523

568

18,598

1,195

3,477

154,543

• 38

10

36
102,509

330

118

36
123,556

9,401

.190

648

465

11,972

1,314

129,850

62

137,198

6,869

21,047

9,071

72

648

465

522

22,662

4,426

85,374

90

3,227

84,165

38

10

11,450
13,231

60,588

35,893

655
127

52
4,349

707

4,476

304

90

1,662
391

1966
481

15

470
256

485
256

2

131,154

295

10

31,690

59

579

12

162,844

354

579

35', 809
332

10
24,050

16

59,859

332

92,490
1,830

14,290
685
199

106,786

2,515

199

2
110

9
163

11
273

1

20

76

508

63

116

512

83

10
10

125

81

135
91

279

859

1,138

1

348

349

i42

527

Wd

1,986

247
2,513

27
696

27

372

731

58

3,283

2d0

4,267

372

79

779

58

3,305

260

4,267

514

1,210

70

48

5.58

36

668

629

58

6,705

1,187

i 94

7,373

66

178
448
231

244

448

22

42

273

8

8

95

ioo

i95

ios

105

1

2
3
4
5

6

7

8

9
10
11
12
13

14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52

150

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD Vil., A. 1909
Table 12. — Summary of Freight Traffic

Name of Railway.

MANUFAC

Naval Stores. Iron, Pig and Bloom.

i

S

3

Tonnage
Originat-
ing on
Road.

T3 be'-
OJ o o

0) o CO £

Total 1 Tonnage

Ton- : ^*;f
"^^•^- ' Road.

o =s 2

Total
Freight
Ton-
nage.

53

New Brunswick Coal and Railway Co

54

New Brunswick and P.E. Island

55

New Brunswick Southern

3

3

56

New Westminster Southern

17

17

57

Nosbonsing and Nipissing

58

Nova Scotia Steel and Coal Co

Orford Mountain

Ottawa and New York

47

47

59

«0

36
420

197

690

233
1,110

46
17,938

46

61
62

Per e Marquette Railway

Phillipsburg Railway and Quarry Co ..... .

17,938

63

Princeton Branch of Washington Co. Rail-
way

10

10

312

312

64

Quebec Central

65

Quebec and Lake St. John

66

Quebec Railway Light, and Power Co.

(Montmorency Division)

Quebec, Montreal and Southern

8

8

263

79
4,397

342

67

4,397

68

Red Mountain

69

Rutland and Noyan

951

951

70

Salisbury and Harvey

71

Schomberg and Aurora ,

i

72

Stanstead, ShefFord and Chambly

i_ .

73

St. Clair Tunnel

881

74

St. Lawrence and Adirondack

47(^

476

........

881

75

Sydney and Louisburg (Dom. Coal Co.)

Temiscouata

76

208

208

77

Temiskaming and Northern Ontario

78

Thousand Islands

2,079
5.991

2,079
22,239

79

Toronto, Hamilton and Buffalo

Vancouver, Victoiia and Eastern

16.248

80

37 49

86

81

Vancouver, Westminster and Yukon

82
83

Victoria and Sydney, B.C

Victoria Terminal Railway and Ferry Co. .

84

Wabash Railroad Co. in Canada

6,816

6,816

85

Wellington Colliery Co '.

86

Welliiigton Colliery Co. (Ladysmith Ex-
tension

87

York and Carleton i

Total

3,742

340,391

1,181

2,561

243,557

583,948

__

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b
Movement for the Year ending June 30, 1908. — Cantinued.

151

TUni^S- Continued.

Irox .\Nn Steel Rails.

Other Casti.sgs and Machinery.

Bar and Sheet Metal.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

S

3

j

53

87

24

.3,083

87

i

1,642

54

29
19

8^209

29 121
8,228 79

145
3,162

6

1
1,636

55
56

57

43 16
90 30

432 1,198
1 078 .S90.t!

59

120

1,630

9,986

19
l,0l:^
4.81)8

58

19
1,002
4,233

59

35
1,479

35
1,479

41

575

60
61

100
1 ni9

100
1 019

6"?

23

23

50

f)0

63

_!

64

9,890
76

9,890
155

2.51

601 445
92 397

251

1,046

489

65

79

128

128

66
67

1

22 4t?

64'

45
80

45

80

68

1

3,514

3,514

69

70

! j

71

' J

72

i

i .

73

7

612

5,545

21.2.S2

7 1171 4 .^SXi 0 504

3

1.690

1,693

150

24

74

i,6i6

160

1,628

5,705

21,232

810
156

410; 1,220

2601 416

l,798i 1 798

8 142
4 20

75
76

77

35

35

52,231
1,995

5,7391

2,104 54,503
3251 1,490

5,739

56,607

1,815

78

193

6,871

J376
1,252

1,069
8,123

11,487 40,744
141 1,8.54

79
80
81

8*^

1

83

7,364

7,364

15,382

■

1.5,382

31,993

31,993

84

■

85

86

1,250

1,250

87

447,498

181,490

628,988, 475,514

383,400 858,914

132,474

221,328

353,802

152

DEPARTMENT OF RAILWAYS^ AXD CANALS

8-9 EDWARD VII., A. 1909
Table 12. — Summary of Freight Traffic

Name of Railway.

MANUFAC-

Cbment, Brick and Lime.

Agricci.tural Implements.

S

Tonnage
Originat-
ing on
Road.

■500

" oS ^•
to a '' >-
bo "1 *

Total
Freight
Ton-
nage.

Tonnage
Origin-
ating

on
Road.

Mi

0) 0 0

<B CO

-' SB ■

C J3 ^ S

Total
Freight
Ton-
nage.

1

9

Alberta Railway and Irrigation Co

Algoma Central and Hudson Bay

137
62

185

322
62

253

240

493

s

Atlantic and Lake Superior . .

358
253

358

4

Bay of Quinte

60,353

60,353

253

5

6

Beersville Coal and Railway Co. (now

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson Bay..
British Yukon .

8
q

45

1,957

2,002

35

103

138

10
11

Brockville, Westport and Northwestern. . .

1,860

280

2,140

60

1,350

1,410

12
18

Canada Coal and Railway Co

2
7,379

8.3,439
1,413

50,348
4,915

15,002
347,336

263

50,557

12,783
239

265
57,936

96,222

1,052

56,348

4,915

15,214

46.5,971

37

75

2J266

1,397

323

27,564

133

65^i21

15
47,120

'4,-502
92

15
49,320

14

Canadian Government Railways —

Intercolonial

5,899

15
16

Prince Edward Island ...

Canadian NoHhern

Canadian Northern, Ontario

Canadian Northern, (2uebec

415
27,564

17

133

18
1<)

2i2
118,635

75

669

23,385

7

215

669
88,506

90

Cape Breton

7

21

99

Caraquet

215

9S

Central Ontario

562

3,342

745

3,904
745

1

190

191

*>!

Crow's Nest Southern

9n

26
97

Dominion Atlantic

Elgin and Havelock

6,783

1,300

80

70,904

1,084

1,002

8,083

80

425,678

21,327

2,731

636

49,428

885

45
10
13,822
41
89

681
10

''S

(irand Trunk

354,774

20,243

1,729

63,250

29
SO

Grand Trunk (Canada Atlantic)

Halifax and South We.stern. .

926
89

SI

32
SS

Hereford . . . . : .

Inverness Railway and Coal Co

8,264
18

165

326

89

8,429

344

89

2
9

59
42
16

61
51

S4

Irondale, Bancroft and Ottawa

16

S5

Kaslo and Slocan

S6

S7

Kettle River Valley

75
420

878

75
1,298

108

•SO
50

30

38
SO

Kingston and Pembroke

158

40

41
42
4S

Lotbiniere and Megantic

London and Port Stanley

47

8,750

50

167

261

5,538

2',268

241
5,346
1,142

8,762

308

14,288

50

2,435

241

9,049

1,500

8,762

14

18

40

820

54

838

44

4n

Massawippi Valley

Midland Ry. Co. of Manitoba

57

35

653

101

254

1,147

158
289

46

Montreal and Atlantic

3,703
364

1,800

47

48

Montreal and Vermont .Tunction

590

590

40

Morrisey, Femie and Michel .

^0

383

383

■51

Napierville Junction Ry ...

Nelson and Fort Sheppard

52

1

RAILWAY STATISTICS

153

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1908.

-Continued.

TURES.— Cortfi'nHec?.

Wagons, Carriages, Tools, &c.

Wines, Liquors ane

Beers.

HoDSEHOLD Goods and
FuRNrruRE.

Tonnage
Originat-
ing on
Road.

S o o

O 01

c s ts tj

C O O cS

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

?

o
u

?
to

ci

C

c

so s-

1°

5 i K

B c 3

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

73 be is

» c ^ ^

C O q ;3

Total
Freight
Tonnage.

u

a)

P

3

37

104

141

30

30

658

108

59

362

562

1,220

108

59

362

1
2

89

89
945

28
179

28
179

3

945

4

5

6

7

65
235

65
320

i5

210

158

1,052

340

158

1,067

550

117

68

315

117

68

500

8

9

85

185

10
11

2
7,000

• 18
19,0.52

20
26,052

1^615

29
9,021

29
10,636

32

1,917

2,021

365

46,961

766

320

70,851

2

31
15,591

3,443
63

63
17,508

5,464

428

46,961

766

1,020

93,721

4

15

12
13

14

i48
7,187

75

223

7,187

77

848

22,252

276
11,551

923

54

56,363

80

356
11,551

923

14,547

84,126

1

150

15
16

17

' " " ' 14 J88

848
7,464

14,493

27,763

1

150

700

22,870

2

15

18
19
20

45

73

7

45

10

73

7

21

io

22

4

373

95

377
95

1,081

199
102

1,280
102

23
24

25

81

10

91

1,875

163

2,038

15

62,041

1,209

664

26

20

1,546

42

104

20

13,029

2,501

166

5 10

45.207! 16,834

1,1601 49

27

11,483
2,459

36,823
1,188

2,121

38,944
1,188

28
29

62

195

469

30

31

2

61
12
16

63
14
16

12
35

101

120

49

113

155

49

696
65

58

184
55
23

880

120

81

32
33
34
35

36

10
120

437

10
557

10
498

136

10
634

37

26

6

32

38
39

40

620

16
1,335

23
1,P55

4

760

10
1,195

14
1,955

209

562

3

177

23
974

586

76
2,708

940

' 232

1,536

3

763

76

3,822

267
1,037

41
42
43

83

207

17

874

290

17

883

224

308
100

8,722
190

3,641

532
100

9,185
190

3,641

44
45

9

463

1,114

267
97

46

47

48

49

50

22

85

22
97

28
60

52

84

80
144

.51

12

52

154

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII.. A. 1909
Table 12. — Summary of Freight Traffic

Name of Railway.

MANUFAC

Cement, Brick and

Ll.ME.

Agricultural Implements.

s

Tonnage
Originat-
ing on
Road.

c o o ^

H

Total
Freight
Ton-
nage.

Tonnage
Origin-
ating

on
Road.

"is"

Total
Freight
Ton-
nage.

.^3

New Brunswick Coal and Ry. Co.

1

.'i4

New Brunswick and P. E. Island

123

1

1,621

123

151

1,709

27

32

1

29

32

55
•Rfi

New Brunswick Southern . .

New Westniinster Southern

150

88

28
29

57

Nosbonsing and Nipissing

58

Nova Scotia Steel and Coal Co

25
55

1,111

45,358

55

4,267

25
60

3,933

56,773

55

4,267

5<i

5

2,822

11,415

9

23

55

3,329

23

m

Ottawa and New York

64

fii

Pere Marquette Ry

3,329

fi-7

Phillipsburg Ry. and Quarry Co

'

r.3

64

fi5

Quebec and Lake St. John

Quebec Ry. Light and Power Co

1,440
1,476
1,967

1,440

1,778

2,337

69

1,349

48

492

8

492

fiR

302

370

69

1,349

56

67

■68

Quebec, Montreal and Southern

Red Mountain .

214' 41

255

69

Rutland and Noyan

32

32

70

Salisbury and Harvey

71

Schomberg and Aurora

Stanstead, Sheff ord and Chambly

r?

167

4,231

4,398

i 604

604

73

St. Clair Tunnel

74

75
76

St. Lawrence and Adirondack

Sydney and Louisburg (Dom. Coal Co.). . .
Temiscouata

56
1,016

680
0,076

591
1,866

551

3,226
461

448
486

7^96i

1,776

3,282
1,477
1,128
6,562
591
9,827
2,327

2 506
'■"""68 204

508

1
272

77

Temiskaming and Northern Ontario

Thousand Islands

78
79

27,6861 430

27,516

80

77

81

8^

S3

84

Wabash Railroad Co. in Canada

Wellington Colliery Co

44,698

44,698

3,935

3,935

85

86

Wellington Colliery Co. (Ladysmith Ex-
tension)

87

Final total

1,059,304

362,374

1,421,678

180,926 100.908

281,834

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1908 — Continued.

155

TURES. — Continued.

Furniture

Wagons, Carbiages, Tools, &c.

Winks, Liquors and

Beers.

Household Goods & '.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total

Freight

Tonnage.

Tonnage
Originat-
ing on
Road.

Tonnage received
from connecting
Roads and other
Carriers.

Total
Freight
Tonnage.

a

3

53

5

.5

138

G
1,998

138
63

1,998

54

19

16 35
279 279

163
39

1
378

164 57
417,

55
56

57

1

il 2

19 19

123 223

5,661 7,767

2

5

20

213

3,997

25

50

27

32
343

7

20

385

6,102

25

50

i35

214
656

,58

25

25

246

7,767

5

59

100
2,106

206
2,970

40

4,797

5

172
2,105

60
61
6?

19

20

7

l!674
6

7

1^074

25
20

'42V".'.'.. .'.'.'.'.'

1,174 2

696 i 225

421 108

1,176 182
921 313

63
64
65
66
67

152

152

68

266

266

69

70

71

ie

1,467

1,483 i67

971

1,138

7'*,

73

2 95 97

V. 1

48 144 192

17

81

176

i76

417
91

233

16

320

1^03

283

250

97
496

i76

1,520
374

664
67

176

490
34

581
42

410

73

60

2,725

1,074
140
236

3,215
34

74

75
76
77

78

1,413 271
30: 155

1,684
185

338 919
1,632 1,674

79
80
81

'

8^

'

!

83

7,219

7,2i9

12,576

12,576

5,362 5,362

84

85

86

i

3«;

30

87

1

56,098 40,099

96,197

130,199

79,713

209,912

188,526j 80,773

269,299

156

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909.
Table 12 — Summary of Freight Traffic

Name of Railway.

MANUFACTURES-

-Continued.

OTHER Manuf.^ctures.

u

g

3

Tonnage

Originating

on

Road.

T3 &£ >-
o c £

JX " OS OJ

P&6

Total
Freight
Tonnage.

1
2

Alberta Railway and Irrigation Co

Algoma Central and Hixison Bay

3

1

4

3

Atlantic and Lake Superior

4

Bay of Quinte

5

Bedlington and Nelson

«

Beersville Coal and Railway Co. (now North Shore)

7

Bessemer and Barrvs Bay

8

Brandon, Sask. and Hudson Bay

255

255

9

British Yukon

10

Brock ville, Westport and Northwestern

11

Buctouche and Moncton

12

Canada Coals and Railway Company

18

Canada Southern

86,001

749,325

835,326

14

Canadian Government Railways —
Intercolonial

15

Prince Edward Island

16

Canadian Northern

17

Canadian Northern Ontario

'1,090
219

e^iso

1,090
6,369

18
19

Canadian Northern Queb«c

Canadian Pacific

Cape Breton

20

21

Caraquet

22

Carillon and Gren ville

23

General Ontario

9,142

4,806

77

13,948

24

Crow's Nest Southern

77

25

Cumberland Railway and Coal Co

26

Dominion Atlantic

27

Elgin and Havelook

290

290

28

Grand Trunk

29

Grand Trunk (Canada Atlantic)

30

Halifax and Southwestern

31

Hampton and St. Martins

32

Hereford

1,111

112

1,223

33

Inverness Railway and Coal Co

34

Irondale, Bancroft and Ottawa

35

Kalso and Slocan

36

Kent Northern

37

Kettle River Valley ... .

38

Kingston and Pembroke

39

Klondyke Mines

40

Liverpool and Milton

41

Lotbiniere and Megantic

42

43

London and Port Stanley

Manitoulin and North Shore

817

4,349

5,166

44

Massawippi Valley

45

Midland Railway Co. of Manitoba

12

173

185

46

Montreal and Atlantic

47

Montreal and Province Line

48

Montreal and Vermont Junction

49

Morrissey, Fernie and Michel

50

Maganetawan River

51

Napierville Junction Railway ... .

52

64

64

53

New Brunswick Coal and Railway Co

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Movement for the Year ending June 30, 1908. — Concluded.

157

MERCHANDISE.

Tonnage
Originat-
ing on
Road.

3,924
4,385

25

cc c 2

<L, O O

2 S c

<r 3 «* £

be u M »

c S S ^

c P 9 cs

Total
Freight
Tonnage .

1,175

17

5,099
4,385

MISCELLANEOUS.

Other Commodities.

Tonnage
Originat-
ing on
Road.

42

22,985

48,164

5

936

0) C^

^§^£

c s s i.
e O o 5

Total
Freight
Tonnage.

22,985

48,164

5

936

RECAPITULATION.

Grand Total.

Tonnage

Oiiginat-

ing on

Road.

77,697
366,810

S2,241

268,549

1,251

11,082

Sc-n

jif§a

18,486
259

Total

Freight

Tonnage .

804!

96,
367,

32,

268,

2,

11,

183
069
241
549
055i
082|

620
503
945

37,072

1,654

8,550

96,299

145

1,115

5

8,288

352

1,898

24,075

569,630
29,524

48

1,123

178

20
614

268
7,026
1,655
2,347

7,.529
2,600
2,347

223

101
340

324

340

29,160

3,178

11,086

3,5451

238,7481

3,125

10,933

299

7,179

4,866

98,747
51,109

322

1,288

1,373

965

636

37,072

1,654

12,095

335,047

145

4,240

5;

19,221

6511

9,077!

28, 941 i

189
28,677

336,354

26,463

316.170

4,342

27,005

1,418,316

9?

100

80

1,000

1,9 to

1,465

527

289,953

90,419
5,045

6,001

471,854

294

416

2,452
4,424

1,465

716

318,630

426,773

31,508

316,170

4,342

33,006

1,890,170

386

516

30

3.452

6,364

668,377
80,543

370
2,411
1,551

985
1,250

17,461

29

1,297,524

109,743

4,143

85

82

320

2,330

600

725,353

204,721

9,050

106

21

1,206

194

19,791

629

2,022,877

314,464

13,193

191

103

1,526

194

8.:3,698
534,638

3,629,682

90,599

2,615,580

92,098

229,063

10,736,619

1,695

6,102

78

153,866

177,321

314,954

292,998

12,600

7,857,014

664,844

149,849

10,1.58

180,563

313,904

21,803

8,444

12,2 3

28,974

13,3091

26,621

3,055,

5,397,709'

378,859!
7, 991 1

228,047

3,495,687

1,230

7,276

80.225

51,205

19,455

62,972

3,305

4,616,209

1,413,891

32,212

1,269

6,130

8,571

3,865

839

41,
32,
24,
26,
86,
5,932,

4,008,

98,

2,615,

92,

457,

14,232.

2,

13,

234,

228,

334,

355,

15,

12,473,

2,078,

182,

11,
186,
322

25,
9,

393 8

152 9

395 10

621 11

753 12

347 13

.541: 14
590 15
580 16
098' 17
110| 18
306 19
925 20
378 21
78| 22
091 23
526! 24
4091 25
970 26
905 27
223 28
735, 29
001 30

421
693
475
668
283

40
7,796
6,502

130

11,415

1.310

8,206

142

413

3,011

1,160

256
1,395
5,317

13,932:

40

21,728

6,502

12,948

1,271

14,219

27,411

90,284

6,502|

139
31,882

27,

122,

6,

550
166
502

176
21,490

110,522

293

7,061

17,460

92,147

28,228

306

32,905

1,310

118,728

435

7,474

20,471

93,307

28,228

40
8,059

44
27,033

84
35,092

9,818
604

15,858
760
472

209 1
1,0081
1,773!

465
2,403
7,090'

7,558

11,288
2,880

194,104
4,719

146,937

94

662

21,106
3,484

209,9621
5,479

147,409

94

8,220

48,9.53|
85,419

249,963
81,200
18,461

133,352

14,823

6, .532

560,225

2^25.5
30,678
52,419

1
379,

432,
31,

789,
63,

740,

28,

12,

53,

7,

■ 2,

963|
9971
5781
998
709
542
845
586
228!
429
774
846
441

50.
465
250
514

50.
922.

78:

747.
588.

12.

56.

38.

54

916
416

541
198

170; 45

894 46

668 47

118 48

453 49

429 50

029 51

524 52

,860 53

158

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. ';£C9-
Table 12. — Summary of Freight Traffic Move

Name of Railway.

MANUFACTURES— ConeZv'f?fd.

Other Manufactures.

Tonnage

Originating

on

Road.

p O c3

54 New Brunswick and Prince Edward Island

55|New Brunswick Southern

56|New Westminster Southern

57|Nosbonsing and Nipissing

58jNova Scotia Steel and Coal Co

59!Orford Mountain

60JOttawa and New York

61 IPhillipsburg Railway and Quarry Company ."

62| Princeton Branch of Washington Co. Railway

68 , Pere Marquette Railway

64 Quebec Central

65 Quebec and Lake St. John ....

66 Quebec Railway, Light and Power Co., Montmorency Division

67 Quebec, Montreal and Southern

68 Red Mountain ,

69 Rutland and Noyan

70 Salisbury and Harvey. ...

71 Schomberg and Aurora

72:Stanstead, Shefford and Chambly

73;St. Clair Tunnel . . . ".

74 St. Lawrence and Adirondack

75 Sydney and Louisburg Dominion Coal Co

76 Temiscouata

771Temiskaraing and 'Northern Ontario

78 Thousand Islands

79, Toronto, Hamilton and Buffalo.

80' Vancouver, Victoria and Eastern

81 1 Vancouver, Westminster and Yukon ...

82;Victoria and Sydney, B. C

83 Victoria Terminal Railway and Ferry Co

84iWabash Railroad Company in Canada

85:Wellington Colliery Co

86 Wellington Colliery Co. (Ladysmith Extension)

87 York and Carleton

Total.

19

2,921

1,967

9,124

11,608
9,461

48,484
25,932

4,519

19

43

143
376

4,793

16,475
121

42,625

13,999

46,624
2,543

143,374

Total

Freight

Tonnage.

2,940

11,091

48,484

37,540

9,461

4,538
"'43

4,936
42,641

13,999

63,099
2,664

962,059 1,105,433

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

merit for the Year ending June 30, 1908 — Concluded.

159

MERCHAND

[SE.

MISCELLANEOUS.

RECAPITULATION.

0th

Tonnage
Originat-
ing on
Road.

ER Commodities.

Grand Total.

13 tiC ^

oj c ?;
> "^ '5

Tonnage g g^

Originat- -eg,;

ing on ga 8 M i

Road. 2 S'^'g

c P 9 S

Total
Freight
Tonnage.

DUO

^ s 2 .

D 0 »S £

he " « Oi

G S- » id

Total
Freight
Tonnage.

Tonnage
Originat-
ing on
Road.

>u

■« 0 0

oi 0 s £

be" »: ®

Total

Freight

Tonnage.

6,054

288

145

5,049

288
6,199
7,360

948

1,412

2,360

32,206
26,944
25,615

7,656

445

61,058

39,862
27,389
86,673

54

5^

2,311

1,724

8,527

10,251

56

^7

225

146
1,434
2.714

371

4 990

1,218

6,089

71,407

2,240

135,925

1,579,691

' " '84,596

6,210

438,701

28,776

336,180

4,453

6,208

27.370

95,414

5,844

135,9r.-i

1,849,276

749,675

345,458

110,888

474,141

115,381

336,180

39,250

3,120

764,524

58

454

1,449

1,903

2,000

1,858

3,434 21,281
4,572 94 007

59
60

3,604

61

6,193
63,299

6,193

130,744

12,778

22,968

4,806

13.727

1,403

1,110

899

307

76,702

307

6'>

67,445

12,778

17,251

3,755

5,181

244

45,720
116,357

122.422 269,585
116, .357! 749 fi7.=S

63.
61

5,717
1,051
8,546
1,159
1,110
600

32,725

727

137

1,639

26,467

178

28

2,182

3,765

547

59,192

905

165

3,821

3,765

820

3,120

146,534

260,862

104,678

3.5,440

86,605

34;797

3,120

12,721

65
66
67
68
69

299

273
3,120
3,427

70
71

4,296

97,142

101,438

143,107

751,803

72'
7S

643: 18,067
17,446 fisi7ri

18,710

7 8.^«

653,416' 661,248
111 979 ^ ^'^^ ^f'''

74
75

85,616[ 3,447,413

6,436 132,584

20,212 273,796

14,057 30.171

1,488
3,260

1,448
12,915

' 5J654

2,936
16,175

" " 9,254

3,340

9,876

14,057

23,362

5,949

3,096
10,336

189^620

5,251

15,885
161,134

148,469

434,930

30,171

1,181,723

872,122

76

77
78

" " ' 4,266

212,382
11,203

126,023
720,200

1,655,766
151,922

79-
80-

81

4,350

4,350

4,350

91,367

20

13,126

13,i26

13,126

138,085

2,256

29.724

29,724

29,724

1,200,915

280 510

82

4,350

13,126

29,724

1,200,915

277,350

483,347

8,149

83

91,367

138,085

81

20

2,256

3,160
2,i79

(^5

483,347
10,328

86

52

30

82

75 56

isi

87

1,062,870

945,397

2,008,267

4,155,528

2,782,607

6,938,135

38,821,418

24,198,482

63,019,900

160

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

•IB^OJ,

lor

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Alixotna Central and Hudson Bav.

..a

c

<

t

q

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c3
o

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Beersville Coal and Rly. Co. (now North Shore).

Bessemer and Barry's Bay

Brandon, Saskatchewan and Hudson Bay

British Yukon

Brockville, Westport and Northwestern

Buctouche and Moncton

O

O

%

c

O

6

Canada Southern

Intercolonial

1

ii

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oo

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n

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166

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
Table 14. — Summary of Cars in Freight Service for the Year

Name of Railway.

l^Alberta Railway and Irrigation Co

2 Algoma Central and Hudson Bay

3 Atlantic and Lake Superior

4 Atlantic, Quebec aud Western

5 Bay of Quints

<) Bedlin^ton and Nelson

7 Beersville Coal and Railway Oo. (now North

Shore)

8 Bessemer and Barry's Bay

9 Brandon, Saskatchewan and Hudson Bay

10 British Yukon '

11 Brock ville, Westport and Northwestern

12 Buct luche and Moncton

13 Canada Coal and Railway Co

14 Canada Southern

Canadian Government Railways —

15 Intercolonial

16 Prince Edward Island

17 Canadian Northern ....

18 Canadian Northern Ontario

19 Canadian Northern Quebec

20 Canadian Pacific

21 Cape Breton

22 Caraquet

23 Carillon and Grenville

24 Central Ontario

25 Ciow's Nest Southern

26 Cumberland Railway and Coal Co

27 Dominian Atlantic

28 Elgin and Havelock

29 Esquimault and Nanaimo

30 Grand Trunk

31 Grand Trunk (Canada Atlantic)

32 Halifax and Southwestern

33 Hampton and St. Martins

31 Hereford.. .

35 Inverness Railway and Coal Co

36 Irondale, Bancroft and Ottawa

37 Kaslo and Slocan

38 Kent Northern

39 Kettle River Valley

40 Kingston and Pembroke

4l|Klondyke Mines

42jLake Erie and Detroit River

43 Liverpool and Milton

44 Lotbmiere and Megantic

45 London and Port Stanley,
46
47
48
49
50
51
52
53

Manitoulin and North Shore

Massawipoi Valley

Midland Ry. Co. of Manitoba

Montreal and Atlantic

Montreal and Province Line

Montreal and Vermont Junction

Morrissey, Fernie and Michel

Nelson and Fort Sheppard

SljNew Brunswick Coal and Railway Co.

55; New Brunswick and P.E. Island

56j New Brunswick Southern

57 Vew Westminster Southern

58iNosbonsing and Nipis.sing

Box Cars.

Tons.

18

1,462

6,811
276

6,088

150

590

31,242

2
214

17,896
1,865

74
1

60
8
2

26
1
5

350

27

289

48

281

7

20

6

4

80

1,170

00

370

30

1,820
200
100

49,010

193,790
2,760

181,150

4,500

14,745

892,275

75
1,270

40
4,680

479,290

50,670

2,030

L^O

1,800

160

40

520

12

150

140

105

45
810

3,500

270

5,725

1,440

8,430

140

200

160

70

Flat Cars.

11
475

126

76
5

38

2

185

3,075

147

1,108

384

238

6,971

40

25

Tons.

220
17,245

2,820

30

181

33

229

7

5,021

356

264

6

10

29

30

7

1

13

43

16

1,400

100

630

50

4,290

77,110

1,470

31,580

11,520

5,165

213,415

1,500

375

Stock Cars.

4,620

430

5,305

70

128,530

9,290

0,940

120

200

900

600

140

12

325

860

240

1.50
25

213
25

143

1

17

53

41

100

720

1,500

250
5,835

750

4,290

14

170
1,330

015

42

148
21

292

15

59

2,266

11

1,798

57

2

bOc3

<

Tons.

660
40

840

3,420
210

8,530

450

938

62,155

320

230
10

46,340

1,500

40

90

945

RAILWAY STATISTICS 167

SESSIONAL PAPER No. 20b
ending June 30, 1908, showing Number and Aggregate Capacity.

Coal Cars.

Tank Cars.

^^'aSf ^'^ C>THER Cars.

Total.

Number.

<

S

3

bo -8
<

Tons.

s>

S

1

<

aj >>

oj CiO c3

Xi 01 a-
S &««
s boO

?5 -si

S

OS'S

<

J

3

50

Tons.

1,000
830

Tons.

Tons.

65

863

14

22

144

Tons.

1,300

30,765

210

745

3,190

1

27

328
10
22

11,520
150
745

?

3

4

5

6

3

75

5

135

7

8

9

12

240

80

4

80

222

19

43

8

1,771

12,055

473

7,830

651

944

44,692

40

30

4,200

420

730

17u

55,930

307,883

4,840

234, .3.30

21,030

22,273

1,320,280

1,500

450

10

4

11

19

6

120

13

47

1,080

27,098

330

2,600

2,500

1,325

95,190

35
40

710
1.000

14

1,787
22

144

3

69

2

4

1,016

3,965
30

50
4

1,500

40

8,400

2,000

15

16

73

2,070i 200

17

50
53

60

100

27,410

50

18
19

2,210

4

80

983

29,755

20

91

'>9.

?3

10

400

255

6,610

?A

25

485

5,805
500

520

488
8

6,275 26

25

7

120

10,835 27

80 28

29
30

3,454

138,680

3,010

70

117

2,180

955

25

2

28,540

750

60

29,241

2,387

350

7

70

185

32

42

2

28

52

23

2.38

10

26

81

823,560

84

65,220 31

1

30

9,170 32

140 33

4^440

,

2,000 34

148

9

iso

5,500 35
640:36

840 37

.«

24 38

10

300
40

775 39

2

1,040 40

345
7,030

41

238

7,030

49

I

100 43

1,290

1

765 44

45

2,265 4.5

46
47

500
52

541
78

461
65
37
69
45

5,666'

520 48

1
4

30
120

12,5.35 49

5

28

1.50

840

1.710

i

" ' ' 30

2,340 50
13,830 51

1,864 .52
370 53

10

250

1,740 .54

685

55
56

57
58

168

DEPAKTMEXT OF RAILWAYS AXD CAXALS

Table 14. — Concluded.-

8-9 EDWARD VII., A. 1909
-Summary of Cars in Freight Service for the

Name of Rail\v.\y.

59 Nova Scotia Steel and Coal Co

60 Orford Mountain

61 Ottawa and New York . ...

62 Phillipsburg Ry. and Quarry Co ,

63 Princeton Branch of Washington Co. Ry

64j Pere Marquette Ry

65 Quebec Central

66 Quebec and Lake St. John

67 Quebec Ry. Light and Power Co

68 Quebec Montreal and Southern

69 Red Mountain

70.Rutland and Noyan

71 {Salisbury and Harvey

72 Schomberg and Aurora

73[Stanstead, Shefford and Chambly

74 St. Clair Tunnel . .

75 St. Lawrence and Adirondack

76 Sydney and Louisburg, (Dom. Coal Co.)

77 Temiscouata

78 Temiskaming and Northern Ontario

79 Thousand Islands

80 Toronto, Hamilton and Buffalo

81 Vancouver, Victoria and Eastern

82 Vancouver Westminster and Yukon

83 Victoria and Sydney B.C

84 Victoria Terminal Ry. and Ferry Co

85 Wabash Railroad Co. (in Canada. )

86 Wellington Colliery Co

87 Wellington Colliery Co. (Ladysmith Extension.),

88 York and Carleton

Total

Box Cars.

25

1,370

308

569

17

1,401

9

50

3

56

188

559
5

S) 3

Tons.

750

44,890

7,415

16,880

340

42,030

180

1,500

60

1,680

1,500

320

1,830

1,500

5,640

40

17,640
70

72,862 2,048.227

Flat Cars.

be «

be

<

15

14

Tons.

150
220

280

10

143

325

281

79

48

7

5

29

15

109

300

3,910

7,260

6,770

1,580

960

140

150

435

150

3,270

30
66
61
494
1
93 1
15

15

600
1,020
1,320

16,820

20

2,665

300

300

750
190 . .
175 .
60' . .

Stock Cars.

SSO

10

10

86

Tons.

1,050

1,965

525

40
10

30

300

2,520

21.781 .592.9461 .5,047 133,578

RAILWAY STATISTICS 169

SESSIONAL PAPER No. 20b
Year ending June 30, 1908, showing Number and Aggregate Capacity.

Coal Cars.

Tank Cars.

Refrigerator
Cars.

Other Cars.

Total.

a

5

4
*»5

Number.

Aggregate
Capacity .

S

a

<

1

SI

a -
B

S

26

Tons.
520

Tons.

Tons.

Tons.

43
11

18

Tons.

700
220
360

59

60

61

69

35

2,195

713

945

110

1,449

16

59

33

15

177

1,050

' ; 1,250

16,820

25,670

2,200

42,990

320

1,770

5(i5

150

5,3] 0

63

635

21,075

11
6
4

325

180

60

64

65

66

69

1,405

280

67

14

68

69

70

2

80

71

7"^

10

300

1

30

73

74

105
1,.506
135
554
1
291
263

2,100

SO, 880
3,150

18,620

2C

8,605

12,700

75

76

1,424

29,540

77

1

78

79

80

248

12,400

81

h?

17

340

83

84

94

3,720
4,410
4,380

172

5,160

933
191

264
4

29,790
4,670
4,665

H^

172

86

236

11

110

87

60 «S

11.616 362,233]' 197l 4,000

2.423

69,000 1,941

67,410

115,867

3,277,394

170

DEPAETMEl^T OF RAILWAYH AND CANALS

8-9 EDWARD VI

., A. 1909

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182

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909'
Table 16 A. — Summary of Accidents to Persons for the

A,— Accidents Resulting from the Movement

PASSEN-

Name of Railway.

KIND OF

Col-
lisions.

Derail-
ments.

Parting

OF

Trains .

Locomotives

OR Cars

Breaking

Down.

Falling
fromTrains,
Locomo-
tives
OR Cars.

1

p

T3

'a

1

u

"c

M

'6
JO

T3
p

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1— 1

0)

£

'5*
1— 1

1

f>

Canadian Government Railways-

5
1

10

1

4

3

Prince Edward Island.

4

■■" " 1

5

2

35
34

8

56
31

3 12

8

1

2 4

s

..■ '1 . ..

9

. .:. 1

10

11

7

T*

Quebec Ry Light and Power Co .

IS

Temiscaming and Northern Ontario

11

15

13

27

Total

2

88

8

131

1

6

20

Postai Clerks, Express and Pullman Employees— Injured, 3. C.P.R.: Injured, 6; killed, 3. G.T.R.

RAILWAY STATISTICS
SESSIONAL PAPER No. 20b

Year ending June 30, 1908, showing kind of Accident.
OF Trains, Locomotives or Cars.
GERS.

183

ACCIDENT.

Jumping on
OR off Trains,

Struck by Trains, Locomotives or C

)ars.

other
.s along
rack.

Other Causes.

Total

Accidents

to Passengers.

Locomo-
tives OR Cars.

At Highway
Crossings.

At Stations.

At

]K)in1

Ti

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1
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102
1
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1
8
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40

1

3

1

6

1

2

1

9,

1

3

1

3
21
15

5
20
12

2

19

5

4

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1

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1

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1

8

9

10

1

11

1?

1

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14

15

6

50

3

5 9!

1

1

41

28

337

Injured, 6. Wabash Railway : Injured, 1. Total— Injured, 16 ; killed, 3.

184

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table 16 B. — Summary of Accidents to Persons for the

A.— Accidents Resulting from the Move

EMPLOYEES—

Name of Railway,

Kind of

Coupling

or

Uncoupling.

Collisions.

Derail-
ments.

Parting

of
Trains.

Locomotives

or Cars

Breaking

Down.

1

13

£

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1— 1

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B
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"a

£
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1

Bay of Quinte

1

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2

2

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Canada Coala and Railway Co. . . .

3

Canada Southern

1

2

9

21
1

8

3

4

4

Canadian Government Railways-
Intercolonial... ...

1

1

fi

Prince Edward Island

fi

Canadian Northern

1

1
1

"is'

1

2;

7

Canadian Northern Ontario

8

9

10

Canadian Northern Quebec

Canadian Pacific

Crow's Nest Southern

"'7'

1
52

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1

7

3

2

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11

Dominion Atlantic

2

36
4

12
18

Grand Trunk ......

Grand Trunk (Canada Atlantic) . .

5

6

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25
4

9
5

5

4r

14

Hereford

If)

Lake Erie and Detroit River

16

Massawippi Valley , .....

17

Montreal and Atlantic

1

18

Montreal and Province Line

19

Montreal and Vermpnt Junction..

?0

Morrissey, Fernie and Michel ....

2

9,}

Nelson and Fort Sheppard

99,

Orford Mountain

93

Quebec Central

1

1

1

9A

Quebec Ry., Light and Power Co.

?f>

Quebec and Lake St. John

1

1

2

1

3

"l

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Quebec, Montreal and Southern .

9:1

Salisbury and Harvey

9.9,

Stanstead, Sheflford and Chambly.

9.9

Sydney and Louisburg

Temiscouata

1

1
5

30

31

Temiscaming & Northern Ontario.

3?

Thousand Islands

1

2
2

33

Vancouver, Victoria and Eastern.

Wabash Railway, in Canada

Wellington Colliery Co

""2

"'e'

2

1

34

35

Total

16

151

23

64

15

47

10

1

15

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b
Year ending June 30, 1908, showing Kind of Accident.

MENT OF Trains, Locomotives or Cars.
TRAINMEN.

185

Accident.

Total

Falling from
Trains,

Locomotives
or Cars.

Jumping on or Struck by

ofif Trains, Trains,
Locomotives Locomotives
or Cars. or Cars.

1

Overhead
Obstructions.

Other Causes.

Accidents

to
Trainmen.

1
1

-6

u
p

'a

1

1

1

1

'c

1— 1

i

-i

u
p

"S

M

1

t

p

"a

1— 1

S

1

3

2

42

51
6

36
1

11

265

1

2

258

19
2
2
2
9
2
4
2
3
1
2
2
7
2
1
2
5
5
1
1

12

15
1

780

1

2

12

7

1

2

3
2
3

i

1

1

2

1

13

13

3

17

3

5

1
7

a

1

4

fV

3

3

1

1

6

7

1
53

3

27

6

1

17

3

5

65

"■47'

8

11

3

9

lO'

n

4

56

2

3

25
1

5

20

9

3
1

69
3
2

29

4

......

12

13

1 +

1

2

15

2
3
2
4

16-

4

1

17

1

18

19

20-

3

2T

1

22

1

""2

2»

i

1

i'

24
2fy

1

m

1

1

27

1

2

"i

2R

1

1

29

30

1

.

31

32

1

i

1

1

7
5

i

6

33

. 1

3

34

35

22

144

5

74

16

42

1

12

10

221

109

186

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table 16, C. — Summary of Accidents to Persons

A.— Accidents resulting from the Movement

EMPLOYEES—

Name of Railway.

Kind of

Coupling

or

Uncoupling.

Collisions.

Derailments.

Parting

of
Trains.

Locomotives

or cars

breaking

down.

Killed

In-
jured .

Killed

In-
jured .

Killed

In-
jured.

Killed

In-
jured .

Killed

In-
jured.

1

Algoma Central and Hudson Bay
Bay of Quinte ....

0

1

3

Canada Southern

4

Canadian Government Railways :
Intercolonial

3

5

Prince Edward Is and

(',

Canadian Northern

7

Canadian Northern Ontario

8

Canadian Northern Quebec

1

q

Canadian Pacific

Crow's Nest Southern

... . 4

1

10

11

G rand Trunk

1

l'>

Inverness Railway and Coal Co. ,

IS

Massawippi Valley

14

New Brunswick Southern

15

Stanstead, Shefford and Chambly
Toronto, Hamilton and Buflfalo . .

1

16

'

17

Wabash Railway in Canada

Total

7

2

1

1

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908, showing Kind of Accident.

OF Tkains, Locomotives or Cars.

TRACKMEN.

187

Accident.

Total

Falling from
Trains,

Locomotives
or Cars.

Jumping on or

off Trains,

Locomotives

or Cars.

Struck by

Trains,

Locomotives or

Cars.

Overhead
Obstructions.

Other Causes.

Accidents to
Trackmen.

c

KiUed

Injured.

Killed

Injured.

1
2

Killed.

Injured.

Killed.

Injured.

Killed.

Injured.

Killed.

Injured.

1

1

1
3
4

6
2
3
3

1

75
1
5
1
1
1
1
1
2

1

4"

1

1
1
2

4'

1

?,

8

4

2

.5

1

i'

2
2

1

fi

7

1

37

25'

8

2

ii

1

9

21

11

1

2

i

9

10

1

5

1

11

1

1?

1

13

1

14

15

1

16

2

1"

-
2

3

14

16

27

25

1

1

44

32

111

188

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909(
Table 16, D. — Summary of Accidents to Persons for tlie

A.— Accidents resulting from the movement
EMPLOYEES-

Name op Railway.

Kind of

f^

Coupling

or

Uncoupling .

Collisions.

Derailments

Parting

of
Trains.

Locomotives

or Cars

breaking

down.

1

3
'A

Killed

In-
jured.

Killed

In-
jured .

KiUed

In-
jured .

K'll^^jJred.

Killed ^,I-d.

1

Canada Southern

?,

Canadian Northern

2
4

3

Canadian Pacific

Total

2

2

6

EMPLOYEES— SWITCH TENDERS

1

Canadian Northern

6
4

8

?

Canadian Pacific -

3

Grand Trunk

4

Vancouver, Victoria and Eastern.

1

5

Wabash Railway in Canada

Total

18

1

EMPLOYEES—

1

Canada Southern

1

?.

Canadian Northern

Canadian Northern Quebec

1

3

4

Canadian Pacific

Toronto, Hamilton and Buffalo. .

1

1

""2

1

5

Total

1

2

2

2

EMPLOYEES—

1

Canadian Northern

^

Canadian Pacific

3

Grand Trunk

1

2

Total

1

2

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Year ending June 30, 1908, showing Kind of Accident.
OF Trains, Locomotives or Cars.
STATION MEN.

189

Accident.

Total

Accidents.

to

Station men.

Falling from

Trains

Locomotives

or Cars.

Jumping on or

off Trains

Locomotives

or Cars.

Struck by

Trains,

Locomotives or

Cars.

Overhead
Obstructions.

Other Causes.

Killed

Injured.

Killed

Injured.

KiUed.

Injured.

Killed.

Injured.

KiUed.

Injured.

KiUed.

Injured.

1

3

1
3

1

2

6
13

1

1
1

9

i

3

5

3

S

....

1|

3

4

2

6

3

21

CROSSING TENDERS AND WATCHMEN.

I

2

1

2
3
6

8
10
20

1
1

1

1

1
5

2

1

5
2

i'

9,

3

7

3

4

5

6

1

5

1

^

1

3

8

11

40

SHOPMEN.

1
3
8
18
3

1

1

1

8

13

1

5'

?,

3

1

1

3

1

i

4
5

1

1

3

2

1

23

5

33

TELP]GRAPH EMPLOYEES.

I

1

1
2

1

1

1

1
1

?

s

1

1

1

2

4

190

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table 16, D. (Concluded). — Summary of Accidents to Persons

Accidents Resulting from the Movement

EMPLOYEES

Name of Railway.

Kind of

i

H

p

Cou

0

Unco

Killed

pling

r

upling.

In-
jured.

Collisions.

Killed.^-

1

Derai]
Killed

ments.

In-
jured .

Par

0

Tra

Killed

ting
ins.

In-
jured .

1

Canada Southern

0

Canadian Government Rys.—

1

S

Canadian Northern :

4
15

Canadian Northern Quebec

" 2'

■ ■■4'

""'i'

6

Central Ontario

Crow's Nest Southern

8

Grand Trunk

1

4

1

3

q

10

1

11

12
13
14
15

Nelson and Fort Sheppard

New Westminster Southern

1
1
1

Vancouver Victoria and Eastern

Wabash Railway in Canada

2

Total

1

6

1

5

8

1

1

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

for the Yaer ending June 30, 1908, showing kind of Accident.
OF Trains, Locomotives or Cars.
OTHER EMPLOYEES.

191

Accident.

Total

Locomotives

or Cars

breakingf

down.

Falling

from Trains,

Locomotives or

Cars.

Jumping

on or ofif trains.

Locomotives

or Cars.

Struck

by Trains,

Locomotives

or Cars.

Overhead Other
Obstructions. | Causes.

Accidents to

other
Employees.

Killed

In-

jured .

KiUed

Injured.

Killed

Injured.

Killed

Injured.

1
3'

Killed

Injured.

Killed

In-
jured .

Killed

In-
jured .

1
S

1

2

2

.

2
2

" "6
1

1

4

10

1

26

....

53

1

1

3
1

1
7
7

1

1

1

2

2

7

9

s

4

1

3

1

2

2
1

"26

1

8

i_

5

6

i

4

l'
1

G

1
20

7

4

16

27
1

1

8

q

10

2
3

11

!*>

13

14

3

1

15

3

16

5

18

3

11

28

36

1

37

40

122

192

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 190S»

.p^ E-

Total
Accidents to
other
Persons-
Trespassing.

: i'^

OCi-liO

:gS : _- .-^ :

1-H 1-1 .H

■M

1-1

1-1 i-J iri r-l ■ ,-1 (M lO 00 C<) N • IM t-i iH 1-1 -iH •

(M

1

Eh

»

3

o

<J

b
O

Q
Z

5

i

o

• ^IM -OOiM • ; 1 ; ■ J

C5

i2

• • t-( • lO O • • ; ; ; ;

1-1

1

IS

<3

OJ

u .....

.5, • ■ ■ • . : : : :
"a '. '. '. '■ • : : : :

• I-l

^

X

O
>
£

of

a
'3

J3 bo

1
fc5

iH^-*' in -cvMt^Oi-ie^i • -^i-iT-i -t-i

'-'

i-(

•52

IN

■ eo-t :::::;

OS

1
W

N •

• t- -1-1 • -IN • ■

cq

o

3

«1

. .1^ ..... ■

t>.

3

: '.^ '. -Ci '■'■■'■■ ■

o

Jumping on or

off Trains,

Locomotives

or Cars.

£

3

• -tH t^r-ll-l -WW . '^ '. ■ ■

■■N

^

_2

'. '. . -fi '

■ -f -^ ■■■•'■ '■

C<I

Falling from

Trains,
Locomotives

or Cars.

T3

£

D

'a

: : : (M :

•lOO • • • • • ■

r;

iH

i-i

73

. • tH • .

;N ; ; . . . '.

iH

■*

w

C
«

S
"S

u

Q

a p

73

C

_o

"o
O

:'^ :.::.: :

(M

1
W

<
O

>> •

^ ;

1 :

73 .'

3 •

W :
S.sl

o =■

■^ w en

Canadian Government Rys. —

Intercolonial ,

Prince Edward Island

Canadian Northern, Ontario

Canadian Pacific

Grand Trunk

Montreal and Atlantic

Morrissey, Fernie and Michel . . .

Quebec Central

Quebec Ry. Light and Power Co.
Quebec and Lake St. John

■> £ -s =

■* ^ jjr;
^11 =

Wabash Railway in Canada

Final Total

•J9C

iuin»j

1 i-l NC

> ■♦lO^r

)i^oo©JOi-iiMcc-rin:Dt^oo3'

S

1

RAILWAY STATISTICS

193

SESSIONAL PAPER No. 20b

■W rH 1-lOCO

i-Hia

-H M ■ M

g

• 1-H •

5^

•«■* -.H ' •

t>.

! ! *"* !

y-t

■ ■ 1-1 • iH rH -

• 1-H ■

■*

• • • iH r-l

JCI ' ;

•^

: : ■ :'"' :

l-H

•IN r-l • iH

i-l O r-i IM IM

CO

©

l-lrH (N j

•O • -rH

lO

;r;

^"^

• e<l IM • »-: • ■ •

lO

• ■ rH • •

I-H

.'"'::.

r-H

•iH •

tH

Bay of Quinte

Canada Southern

t5 :

^ H

'O S c.
§ §.2

c
.S-c

Massawippi Valley

Sydney and Louisburg

Toronto, Hamilton and Buffalo . .

■
•

■

-. o

H

1 i-l(M C

f" iO«

t>.«

^■^::^ 1

S3

Ji

'Tl

a

O

<

<1

O

54-1

O

Xi

>

O

bf)

u

B

;^

1*

_

o

z

02

<

oo

H

o

5i

OS

O

l-H

H

S',

o

»

eo

a

M

no

£3

>

^

13

a

o

H^

rr>

rrl

a

a
o

-73

C5

tf

o;

b

W

Sm

W

n!

z

H

!>H

a

O

9

X

3!

(-1

-ts

X

<:

^

«2

CM

o

OCi

oc

H

fl

rh

o

<

;z;

S

w

H

r/3

o

H

«<

K

Ph

C

■n

0)

M

TS

33

o

<

o

U

*<

a

o

CM

S3

o

i<

>>

a

•/;

rrt

a

fil

g

<

s

O)

Eh

P=< 3

n
H

Total Accidents

to
Other Persons.

i

P

"a

l-H

•^rH M
IM •

!.

t

§

•^

IM M

00

O
an

w

c
o

<

"o
•§

i
§

O

0)

O

2

p

"a

h-H

Tf i-H rH to
•(M (M

i

^^

?) cc

d

H
be

_c

i

£

p

hH

i-H iH

Total Accidents

to

Passengers.

I

l-H

WIM GO

-d

0)

X

BS
Ed
O
Z

a!

Ph

8

"o

c

2
O

S

c

"d
2
p

"a
h— 1

1
1

Getting on or off

Locomoti ves
or Cars at rest.

3

'c

hH

«

M

PS

"o

ID

>

pq

B
C

a

13

C

1

a

g

c

u

§

m
ca

c

1

c

a
t

1

•J

aqimijij

^

IM

«

■^

206—13

194 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909'

Table 16G. — Summary of Accidents to Persons for the

B. Accidents arising from Causes other than those Resulting

EMPLOYEES— STATION

Name of Railway.

Station Men.

Kind of Accident.

Handling
Traffic.

Handling

Tools,

Machinery,

&c.

Handling

Supplies,

&c.

Getting on

or ofif

Locomotives

or Cars at

rest.

Other

Causes.

J

1

-i

a

'a
1— 1

1

3

'6
£

"a
1— 1

"a

l-H

1

'a
1— 1

1

1

■2,
'c

1— 1

1

Bay of Quinte

1

2

Canada Southern

2

3

Canadian Govt. Ry. —

Prince Edward Island

Canadian Northern

" 1

4

1

1

1

5

Canadian Northern Ontario

fi

Canadian Northern Quebec

Canadian Pacific

1

18
5

"i

1
1

7

2

1

n

8

Grand Trunk

1

9

Montreal and Atlantic

1

10

Quebec Ry. Light and Power Co.
Temiscouata

11

12

Toronto, Hamilton and Buflfalo . .

Total

29

3

1

1

12

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

Year ending June 30, 1908, showing Kind of Accident.
FROM THE Movement of Trains, Locomotives, or Cabs.
MEN AND SHOPMEN.

195

Shopmen.

Total

Accidents

to

Station Men.

Kind of Accident.

Total
Accidents

to
Shopmen.

Handling
Traffic.

Handling

Tools,

Machinery,

&c.

Handling

Supplies,

&c.

Getting on

or off

Locomotives

or cars at

rest.

Other
Causes.

1

2
"a

t

2
a

'a

1— 1

"a

1— 1

'6

'6

ID

•2.
"c

I— 1

1

u

'c

1— 1

1

u

73

'6

1-

'a
1— 1

•a

s

1

2

1

6

4
1

1

27

20

24

2

1

13

15

23

2

8

1
1

?,

s

1

3

4

5

1
28
6
1
1
1
1

fi

5

2

1

102

11

6

1

"'i'

8
2
3

3

2

20
6

1

4
2

138

19

11

1

5

3

7

8

1

q

10

5

11

1

2

i'>

1

45

10

3

174

1

23

6

2

38

6

251

206— l:H

196

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Table 16H. — Summary of Accidents to Persons for the

B. Accidents arising pbom Causes other than those RESirLTiNG

EMPLOYEES-TRACKMEN

Name of Railway.

Trackmen.

Kind of Accident.

J

a

Hanc
Tra

1

iling
ffic.

p
'a

Hanc

To<

Mach

&

J

iling

>ls,
nery,

c.

-i

.2,
'5*
1— 1

Han(

Supi

&

1

iling
ilies,
c.

u

"5"
1— 1

Getti

or

Locom

orCs

re

JO

ng on
off

otives
irs at

8t.

'6

0)

p
'c

1— I

Ot
Ca

0)

her
ases.

u
D

S

1

Algoma Central and Hudson Bay

Bay of Quinte ....

Canada Southern . , .

?

2

2

3

4

4

Canadian Govt. Ry.—

Prince Edward Island

7

1

n

Canadian Northern

1

3

3

T)

Canadian Northern Ontario

Canadian Northern Quebec

Canadian Pacific

2

'"'i'

2

7

8

.

26

41

51

9

Crow's Nest Southern

in

Grand Trunk

1

^

27

1

9

11

Midland of Manitoba ....

1

1^

Montreal and Atlantic

4

13

Montreal and Province Line

14

15

Quebec Ry. Light and Power Co

9

1()

Quebec and Lake St. John. .

17

Quebec, Montreal and Southern .
Red Mountain.

18

19

Stanstead, SheflFord and Chambly
Temiscouata

1

9f)

3

21

Temiskaming and Northern On-
tario

9,9.

Thousand Islands

3

9^

Vancouver, Victoria and Eastern
Total

1

1

1

37

78

3

3

77

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b
Year ending June 30, 1908, showing Kind of Accident.

FROM THE MOVKMENT OF TRAINS, LOCOMOTIVES, OR CaRS.

AND OTHER EMPLOYEES.

197

Other Employees.

Total
Accidents

to
Trackmen.

Kind of Accident.

Total
Accidents to

other
Employees.

Handling
Traffic.

Handling

Tools,

Machinery,

&c.

Handling

Supplies,

&c.

Getting on

or ofiF

Locomotives

or cars at

rest.

Other

Causes.

S

u

p
'a

M

'6

t5

•2,
c
1— 1

u

'a

73

2

'5*

1— 1

T3
a;

'c

1

'6

3

"a

1— 1

X!

s

1
1

1

1

1

1

23

2

22

1

2

2

6

3

1

9

2

10

2

3

8
7

2

2
2

j

3

5

2

12

2

5

(\

i

i

2

"32'

3

12

2

'"'i'

1
2

2'

1

' 87

6

29

2

'"'1'
4

2

118

23

21

ii

3

s

9
10
11

1

38
1
4

13

2

1

3

" i

'4'

12

13

14

2

n

1

1
2
1
2

16

2

1
2

17
18

1
3

19

'>0

1

2

01

3
1

i

90

3

4

03

4 196

41 2

29

24

12

9

81

11

190

198

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

ELECTRIC RAILWAY

No. 1. — Summary Statement of Capital of Electric

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

'^5

26

27

23

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50

51

52

53

Name of Railway.

a

+3 -

tL a
Co

s'^

Berlin and Waterloo

Leased Line — Berlin and Bridgeport

Brantford Street

Brantford and Hamilton Electric

British Columbia

Cape Breton ■

*Chatham, Wallaceburg and Lake Erie

Cornwall Street -

Egerton Tramway Co., N.S

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton and Dundas

Hamilton, Grimsby and Beamsville

Hamilton Radial

Hamilton Street

Hull

International Transit Co ._

Kingston, Portsmouth and Cataraqui

Levis County

London Street

Montreal Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway Co

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto

Niagara Falls, Wesley Park and Clifton

Oshawa

Ottawa

Peterborough Radial

Port Arthur Street

Port Dalhousie, St. Catharines and Thorold .
Queboc Ry., Light & Power Co. (Citadel) . . .
QuebecRy., Light & Power Co., (Montmorency)

Sandwich, Windsor and Amherstburg

Sarnia

Sherbrooke Street ,

South-western Traction Co .... .

iSt. John

St. Stephen, N.B

St Thomas Street

Sydney and Glace Bay

Toronto Street

Toronto Suburban . . . .•

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

Windsor and Tecumseh

Winnipeg Street . .

Woodstock, Thames Valley and Ingersoll.. .
Yarmouth Street

Totals 99203

Miles.

312

2-38

7-00

23 00

78-93

11 -90

21-50

6-50

810

900

10-75

23 50

600

12 13

7-25

22 -00

24-75

22-00

16-75

3-37

800

10 25

26-46

23-60

71-82

20-89

300

11-75

30 00

4-50

8-83

23-38

600

900

817

17-22

2500

35-44

800

700

28-50

12-50

700

7-50

18-80

52-39

9-81

78-05

37-28

Ordinary Share Capital.

Authorized.

cts.

50,000 00
200,000 00

52-66
11-50

2-00

34,728 62

1,000,000 00

1,100,000 00

100,000 00

300,000 00

100,000 00

100,000 00

2,000,000 00

131,000 00

650,000 CO

100.000 00

200,000 00

36,250 00

205,000 00

300,000 00

150,000 00

40,000 00

250,000 00

750,000 00

1,000,000 00

18,000,000 00

5,000,000 00

250,000 00

1,000,000 00

1,000,000 00

100,000 00

200,000 00

2,000,000 00

500,000 00

Subscribed.

$ cts.

Paid up.

S cts.

100,000 00

2,500,000 00

2,500,000 00

500.000 00

100,000 00

200,000 00

1,000,000 00

1,000,000 00

100,000 00

200,000 00

300,000 00

2,986,196 00

1,000,000 00

484,625 00

100,000 00

250,000 00

49,850 00

1 000 00

700,000 00

131,000 00

500,000 00

100,000 00

200,000 00

36,250 00

205,000 00

292,700 00

1.50,000 00

40.000 00

250,000 00

550,000 00

720,900 00

9,000,000 00

1,000,000 00

250,000 00

600.000 00

925,000 00

50,000 00

40,000 00

1,247,700 00

100,000 00

.500,000 00
8,000,000 00
1,000,000 00
2,000,000 00

750,000 00

66,84.5,112 00

100,000 00

1,000,000 00

2,500,000 00

350,000 00

87,200 00

200,000 00

464,000 00

800,000 00

100,000 00

500,000 00

8,000,000 00

80,000 00

2,000,000 00

750,000 00

6,000,000 00

100,000 00

54,500 00

45,545,921 00

17,000 00

200,000 00

300,000 00

2,986,196 00

1,000,000 00

484,^25 00

100,000 00

250,000 00

31,310 00

1,000 00

700,000 00

126,000 00

500,000 00

100,000 00

200,000 00

36,250 00

205,000 00

292,000 00

150,000 00

40.000 00

250,000 00

544,640 00

720,900 00

9,000,000 00

1,000,000 00

250,000 00

600,000 no

925,000 00

50,000 00

40,000 00

1,247,700 00

100,000 00

77,500 00

1,000,000 00

2,500,000 00

297,000 00

84,317 50

200,000 00

437,726 00

800,000 00

100.000 00

500,000 00

8,000,000 00

80,000 00

2,000,000 00

750,000 00

5,996,894 00

100,000 CO

54,500 00

45,425,558 50

* 14 miles under constrMction.

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b

STATISTICS.

Railways, for the Year ended June 30, 1908.

199

Pbefeeence Share Capital.

Bonded Debt.

Authorized.

Subscribed. Paid up.

Authorized.

Issued.

Sold.

Rate

of

Interest.

§ cts.

•S cts. -S cts.
i

$ cts.
103,200 00

$ cts.
103,200 00

•S cts.

103,200 00

2,200 00

125,000 00

Per Cent.

125,000 00

125,000 00

3,959,774 00
250,000 00

3,473,108 00
234,000 00

3,473,108 00
234,000 00

3,747,332 00

1,500,000 00

680,000 00

3,665,572 00
890,000 00
454,000 00

3,665,572 00
890,000 00
454,000 00

44&4i T
5 t
5 n

100,000 00

100,000 00

100,000 00

c

17.5,000 00

175,000 00

175,000 00

20,000 00

- 450,000 00

450,000 00

5 ,1

-.. ...

. -v^^ -.

300,000 00

100,000 oa

150.000 00
160,000 00
500,000 00

300,000 00
100,000 00

300,000 00
100 000 on

5 ,,

150 000 00 1 i?ifi nno 00

74,900 00

74,900 00

74,900 00

160,000 00
500,000 00

160,000 00
50<J,000 00

5 '

'50,66606
129,600 00

" 43^66 66

129,600 00

" " 43;io6'66'

129,600 00

1,000,000 00

100,000 00

500,000 00

750,000 00

1,025,000 00

4,420,000 00

744,900 00

50,000- 00

600,000 00

1,000,000 00

100,000 00

500.000 00

500,000 00

1,025,000 00

4,420,000 00

613,000 00

50,000 00

600,000 00

910,000 00

100,000 00

88,452 16

500,000 00

50,000 00

255,000 00

60,000 00

500,000 00

2,500,000 00

300,000 00
100,000 00
149,100 00
500,000 00
1,025,000 00
4,420,000 00
613,000 00

35,000 00
600,000 00
910,000 00
100,000 00

88,452 16
500,000 00

50,000 00
255,000 00

60,000 00

500,000 00

9. 500 000 00

5
-4
5

408,800 00

315,000 00

315,000 00

6

4^

5 -

5

5 >

100,000 GO

88,452 1()

1,000,000 00

500,000 00

255,000 00

4 ,

5

5

500,000 00
500,000 00

500,000 00
500,000 00

500,000 00

2,500,000 00
2,500,000 00

5

600,000 00

66,900 00

150,000 00

490,000 00 i 490,000 00
66 900 00 66 Qoo on

4i

5

150,000 00
667,500 00
7fin fion nn

150,000 00
667,500 00
760,000 00
100,000 00
50,000 00
400,000 00
3,998,326 66

1,520',666'66'
750,000 00

5

725,000 00
1,000 000 00

5

100,000 00 ' ion' 666 66

5

50,000 00
500,000 00

50,000 00
400,000 00

3,998,326 66
140,000 00

1,560,000 00
750,000 00

4

::::::. ;::::' :::::::::::

4i &6

300,000 00

1,560,000 00

750,000 00

5

5

5,000,000 00

5,000,000 00

140.000 00

12,700 00

5,000,000 00

113,800 00

12,700 00

5

200,000 00
100,000 00

5

5,973,074 00

5,369,708 00

4,869,708 00

34,795,784 16

35,129,650 82

33,859,650 82

200

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 19(»
No. 1. — Summary Statement of Capital of Electric

Name of Railway.

Berlin and Waterloo

Leased Line — Berlin and Bridgeport.

Brantford Street

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie.

Cornwall Street

Egerton Tramway Co., N.S

Gait, Preston and Hespeler

Leased Line — Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton and Dundas

Hamilton, Grimsby and Beamsville. . . .

Hamilton Radial

Hamilton Street

Hull

Total Capital.

Floating

Subscribed.

International Transit Co

Kingston, Portsmouth and Cataraqui

Levis County .

London Street

Montreal Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway Co

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto

Niagara Falls, Wesley Park and Clifton

Oshawa

Ottavi^a

Peterborough Radial

Port Arthur Street

Port Dalhousie, St. Catharines and Thorold

Quebec Ry., Light & Power Co. ((Citadel)

Quebec Ry., Light & Power Co. (Montmorency).

Sandwich, Windsor and Amherstburg

Saruia

Sherbrooke [Street

South-western Traction Co

St. John

St. Stephen, N.B

St. Thomas Street

Sydney and Glace Bay

Toronto Street ,

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid

Windsor and Tecumsch

Winnipeg Street

Woodstock, Thames Valley and Ingersoll

Yarmouth Street

cts.

103,200 00

Totals

325,000 00

960,000 00

10,124,876 00

2,124,000 00

938,625 00

200,000 00

425,000 00

49,850 00

1,000 00

1,150,000 00
131,100 00
800,000 00
450,000 00
350,000 00

2,271,150 00
705,000 00
292,700 00

1,150,000 00
183,100 00
879,600 00

1,050,000 00

2,060,900 00
13,420,000 00

1,613,000 00
300,000 00

1,200,000 00

1,835,000 00
150,000 00
128,4.52 16

1,747,700 00
150,000 00
255,000 00
160,000 00

2,000,000 00

5,500,000 00
840,000 00
154,100 00
350,000 00

1,131,. 500 00

1,560,000 00

200,000 00

50,000 00

900,000 00

11,998,326 66

220,000 00

3,560,000 00

1,625,475 78

Paid up.

11,000,000 00

240,000 00

67,200 00

89,080,755 60

103,200 00

31.692 46

325,000 00

960,000 00

10,124,876 00

2,124,000 00

973,625 00

200,000 00

425,000 00

31,310 00

1,000 00

1,150,000 00

126,000 00

800,000 00

450,000 00

378,000 00

2,271,150 00

705,000 00

292,000 00

450,000 00

183,100 00

528,700 00

1,044,640 00

2,060,900 00

13,420,000 00

1,613,000 00

285,000 00

1,200,000 00

1,835,000 00

150,000 00

155,852 16

1,747,700 00

1.50,000 00

255,000 00

137, .500 00

2,000,000 00

5,402,945 50

787,000 00

1.51,217 50

350,000 00

1,105,226 00

1,767,000 00

200,000 00

50,000 00

900,000 00

11,998,326 66

80,000 00

3,520,000 00

1,625,475 78

10,996,894 00

213,800 00

67,200 00

Amount.

$ cts.

'"27, 956 46"

267,734 75'
20,000 00
95,180 27

'9;59i'36
100,000 00

64,367 94

120,000 00

192,431 43
87,062 41

141J24'36'

106,068 50

46,874 57

1,247,895 8G

690,912 56

104,474 98

12,493 27
49,616 00
28,911 23

\ 317,234 87
242,715 62

11,800 00

87,903,231 06

207,000 00
14,520 00

450,214 94

100,000 00

557,858 48

47,191 93

1,487 97

5,363,319 70

In addition to the above, and included in the total, the following items under the head of Capital from
Dundas, $250,000 ; Hamilton Radial, $2,000,000 ; St. John Street, $207,000 ; Windsor, Essex & Lake
$22,400 ; Quebec Ry., L. & P. Co., $96,0')0. Provincial Govt, aid : Quebec Ry., L. & P. Co., $306,945.50.
Niagara, St. Catharines & Toronto, $140,000 ; Oshawa, $5,000.

RAILWAY STATISTICS

201

SESSIONAL PAPER No. 20b
Railways, for the Year ended June 30, 1908 — Conclvded.

Debt.

Rate

of

Interest.

p.c.

5&6
6&7

6&7
6

Total Cost

of

Railway

and

Rolling Stock.

$ cts.

104,510 76
31,692 46

1,105,519 47

2, 198! 624 '75"

"201, 204 '22
439,858 15
126,223 86
476,413 34

109,192 42
740,000 00
345,647 36
331,790 00
1,407,351 56
708,043 68
598,744 37
321,361 03

615,

1,112:

2,455,

11,874,

1,667,

90,

1,154.

1,932,

100,

213,

2,091,

176.

175,

90,

070 09

395 27
084 31
288 07
963 25
394 81
841 35
564 79
000 00
331 01
784 47
731 31
870 72
000 00

1,219,804 17

1,092,648 43
169,056 46
350,000 00
750,000 00

200,000 00

999,122 37

13,541,020 06

132,240 24

3,982,551 05

783,558 15

3,186,761 34
"'63^555" 74'

59,473,414 92

1
2
3
4

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53

Rehakks.

Cost not ascertainable.

Present company result of amalgamations.

Cost covered by agreement with Van Echa Co.

Cost not ascertainable.

Purchased for .$100,000 by N. St. C. & T. Ry.

Includes Windsor and Tecumseh.

Taken over by city.

Not shown in return.

other Sources :— Berlin and Bridsreport, $12,492.46 ; Brantford and Hamilton, $660,000; Hamilton and
Shore, .$12.0,475.78. Dominion Government aid : Niagara, St. Catharines & Toronto, .$38,400 ; Oshawa,
Municipal aid : Chathim, Wallaceburg & Lake Erie, $35,000 ; Hamilton, Grimsby & Beamsville, $28,000;

202

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
No. 4. — Summary Statement of the Operations of the

Name of Elkctrtc Railway.

Berlin and Waterloo

Leased Line — Berlin and Bridgeport

Brantford Street .

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie

Cornwall Street . . . ,

Egerton Tramway Co

Gait, Preston and Hespeler

Leased Line— Preston to Berlin

Grand Valley

(Juelph Radial

Halifax Tramway Co

Hamilton and Dundas

Hamilton, Grimsby and Beamsville .

Hamilton Radial

Hamilton Street

Hull

International Transit Co

Kingston, Portsmouth and Cataraqui

Levis County

London Street

Montreal, Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway Co.

Niagara Falls Park and River

Niagara, St. Catharines and Toronto

Niagara Falls, Wesley Park and Clifton

Oshawa

Ottawa

PeterboroTigh Radial

Port Arthur Street

Port Daltiousie, St. Catharines and Thorold. . . .

Quebec Ry., Light and Power Co. (Citadel Diy.).

t, " II II (Montmorency Div.)

Sandwich, Windsor and Amherstburg

Sarnia

Sherbrooke Street

Southwestern Traction Co

St. John, N. B

St. Stephen, N. B

St. Thomas Street

Sydney and Glace Bay

Toronto Street

Toronto Suburban

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid ...

Windsor and Tecumseh

Winnipeg Street

Woodstock, Thames Valley and Ingersoll

Yarmouth Street

Mileage.

Total.

312

2-38

7-00

23 00

78-93

11-90

21-50

6 -.30

810

9-00

10-75

23-50

600

12 13

7-25

22 00

24-75

22 00

16 75

3-37

800

10-25

26-46

23-60

71-82

20-89

300

11-75

30 00

4-50

8-83

23-38

6-00

900

8-17

17-22

25 00

35-44

8-00

700

28-50

12-50

300

7-50

18-80

52-39

9-81

78 -05

37-28

Car Mileage.

Passenger Freight
Cars. Cars.

88,961

34,384

125,722

28,362

3,857,049

320,591

116,480

198,016

134,386

220,557

52 66

11-50

200

992 03

152,303
180,000
806,411
96,981
285,225
394,022

1,610,402
499,998
263,881
199,680
274,674

1,425,995

897,680

14,418,605

491,977

26,880

367,727

285,672

184,670

25,460

3,335,324
264,813
196,078
124,125

1,332,310
269,485
665,855
149,400
288,322
241,.S57
916,391
183,960
338,040
302,674
14,843,574
202,386
936,508
109,108

97,302

5,054
27,945

Total Car
Mdeage.

2,500

12,038

17,115
' 37"883

552
251,385

18,032

15,569

3,500,270

114,184

85,120

56,412,035

66,675
796

552,846

88,961

34,384

125,722

28,362

3,954,351

320,591

116,480

198,016

139,440

284,502

Locomo-
tive
Mileage.

152,303
182,500
806,411
96,981
285,225
394,022

1,610,402
512,036
263,881
199,680
274,674

1,425,995

914,795

14,418,605

529,860

26,880

368,279

537,057

184,670

43,492

3,335,324
264,813
196,078
124,125

1,332,310 .
269,485 .
665,855 .
149,400 .
288,322 .
256,926 .
916,391 .
183,960
338,040
302,674
14,843,574
202,386

1,003,183
109,904

3,500,270

114,184

85,120

56,964,881

7,718

251,385

43,492

796

303,391

RAILWAY STATISTICS

SESSIONAL PAPER No. 20b
Year and Mileage, for the Year ended June 30, 1908.

203

Total Number

of

Passengers

Carried.

Tons of

Freight

of 2,000 lbs.

Handled.

Average

Rate
of Speed

of
Passenger

Cars.
Miles per

Hour.

Average

Rate
of Speed

of
Freight

Cars.
Miles per

Hour.

a

Remarks.

621,916
138,000
485,213

7-4

1
2
3
4
5

6
1

8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26

29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53

10-

l.'l,879 5 2.^-

In operation one month only.

21,328,180
1,586,062
159,700
368,070
920,413
708,296

37,859

8-50
8-3

18-

12

8-50

8,450

12'

92,063 io-

6-

207,582

636,976

3,928,892

15-
6-

12,066

462,063, 480

473,099 16,095

1,003,009| 1,945

8,078,816

14'
15-
20-
12-
23-

8.

9-
10-

9-
15-

8-
20

•••• 9.2' ■■
30-

8-

"is-

1,112,898
956,329
821,754

1,483,732

9,927

i9-

■■■■16'

6,325,541
3,539,049
91,120,394
1,151,011
196,527
1,440,058

39,400

88,277

12

""7-

20-

977,561
762,437

112,597

141.085

91,568

13,445,041

8-

8-
15-

8-

8-
21-
12-

8-
10
30-

7-5

'""'ii-

665,430

1,652,018

441,664

6,049,203
1,265,890

2,690,473

Includes Windsor and Tecumseh.

633,545

901,533

I^i84

324,167
3,433,809

30

586,956
511,604

2,210,939

87,904,425

862,590

2,920,696

138,710

220^006

625

9-

20-
20-

' "l5-

15

2i;292,004

10-
15-

8-

387,500

230,000

299,099,309

732,475

204

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
No. 6. — Summary Statement of Earnings

1
2
3

4
5
6
7
8
9

10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37

38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53

Name of Electric Railway.

Berlin and Waterloo

Leased — Berlin and Bridgejx)rt

Brantford Street

Brantford and Hamilton Electric

British Columbia

Cape Breton

Chatham, Wallaceburg and Lake Erie

Cornwall Street

Egerton Tramway Co

Gait, Preston and Hespeler

Leased — Preston to Berlin

Grand Valley

Guelph Radial

Halifax Tramway

Hamilton and Dundas

Hamilton, Grimsby and Beams ville

Hamilton Radial

Hamilton Street

Hull....

International Transit Co

Kingston, Portsmouth and Cataraqni

Levis County

London Street

Montreal, Park and Island

Montreal Street

Montreal Terminal

Nelson Tramway Co

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto

Niagara Falls, Wesley Park and Clifton

Oshawa

Ottawa

Peterborough Radial

Port Arthur Street

Port Ualhousie, St. Catharines and Thorold . .

Quebec Ry. , Light and Power Co. (Citadel Div. )

Quebec Ry., Light and Power Co. (Mont-
morency Division)

Sandwich, Windsor and Amherstburg

Samia

Sherbrooke Street.

South Western Traction Co

St. John, N.B

St. Stephen, N.B

St. Thomas Street ....

Sydney and Glace Bay

Toronto Street ,

Toronto Suburban ,

Toronto and York Radial

Windsor, Essex and Lake Shore Rapid. . . .

Windsor and Tecumseh ,

Winnipeg Street

Woodstock, Thames Valley and Ingersoll.

Yarmouth Street.

Totals

Mileage.

312

2-38

700

23 00

78-93

11-90

21-50

6-30

8-10

900

10-75

23 -.50

600

12 13

7-25

22 00

24-75

22 00

16-75

3-37

800

10-25

26-46

23-60

71-82

20-89

3 00

11-75

30 00

4-.^0

8-83

23-38

6-00

900

817

17 22

25 -00

35-44

800

700

28-50

12-50

3 00

7-50

18-80

52-39

9-81

78-05

37-28

52-66

11-50

200

992 03

Passenger
Traffic.

$ cts.

26,

5.

20,

6,

,124,

79,

25,

16,

43,

55,

037 70
824 40
94G 52
249 91

786 76
303 16
101 68
486 94
299 90
289 12

35,024

26,078

173,870

42,638

70,417

103,178

322,133

58,. 547

39,404

28,385

52,950

226, .552

270,175

3,606,446

76,487

5,418

133,068

101,383

32,546

7,294

570,251

30,256

82,922

21,043

252,770

127,
144,
27,
33,
56,
156,
28,

11,

102,

3,.511,

36.
258,

34,

842 75
842 97
593 30
885 05
428 18
254 31
125 55
175 43
722 10
656 74
963 18
422 51
653 77

901,264 61
18,479 40
10,834 27

13,233,724 08

Freight
Traffic.

§ cts.

43 95
70,157 04

10,617 57
7,505 08
1,470 36

48,346 86

30 00
1,067 86

1,.513 38

12,056 65

6,510 24

9,825 67

1,731 58
'7^517 98
17,205 2i

Mails and
Express
Freight.

1,181 35
56,517 48

46,708 29

'990' io'

3,504 45

4,650 24

36,595 14
274 45

346,020 93

$ cts.
1,318 14

2,237 12
141 30

502 86

4,208 82

770 48

116 31

5,546 38

503 03

2,463 91

355 93
1,412 42

500 00

539 33
1,081 84

2,937 70
8,091 00

750 00

1,230 88
5,346 97
1,006 50

4,01.^ 72

1,573 88

4,800 00

2,000 00

401 77

855 50
175 00

54,882 79

RAILWAY STATISTICS

205

SESSIONAL PAPER No. 20b

for the Year ending June 30, 1908.

1^

Other Sources.

Total Gross
Earnings.

Total Net
Earnings.

Proportion of
ing Expen
Earnings.

Earnings pe
1 Mile.

a

Remarks.

S cts.

S cts.

$ cts.

p. c.

Cts.

2,606 85

29,962 69

9,662 64

67-75

33-68

1

428 42

6,252 82

565 50

90

95

18

21

2

11,962 66

32,909 18

2,773 72

91

57

26

17

3

231 55

6,525 41

1,311 99

79

89

23

00

4

In operation one month only.

2,700 53

1,199,881 45

445,062 20

62

90

30

34

5

9,755 01

89,199 47

32,656 01

63

38

27

82

6

6,984 59

43,206 70

1,703 53

96

05

37

09

7

2,252 74

26,244 70

3,784 79

85

57

13

25

8

2,458 91

47,229 17

13,817 07

70

74

33

87

9

1,258 83

109,103 63

36,789 77

66

28

43

90

10
11
12

"'"1422 06'

' '36;947"i6'

' — ' 2,i62 26"

105

85'

"24

25'

1,157 79

28,304 01

7,017 94

75

20

15

50

13

775 98

174,646 62

55,186 44

68

40

21

66

14

3,324 44

47,592 33

14,996 85

68

50

49

07

15

2,161 81

90,182 71

22,279 66

75

30

31

61

16

4,606 07

114,798 20

27,173 21

76

32

29

13

17

809 40

322,943 10

75,296 55

76

68

20

05

18

3,474 67

74,311 51

— 13,568 K8

118

25

14

51

19

614 03

40,018 73

8,237 74

79

41

15

16

20

1,326 04

29,711 89

— 1,911 92

106

43

14

88

21

662 20

55,(;99 92

5,218 44

109

36

20

24

22

3,971 15

231,935 65

64,099 46

72

36

16

26

23

5,583 15

283,276 79

97,470 88

65

59

30

96

24

130,173 96

3,736,620 50

1,565,858 31

58

09

25

91

25

3,161 77

97,354 84

— 4,185 88

104

29

18

37

26

5,418 25

— 11,680 99

315

58

20

15

27

7J26'56'

142,516 02

65,637 43

53

94

38

69

28

1,432 82

160,415 51

47,950 69

70

10

29

86

29

32,546 29

15,102 79

53

59

17

62

30

'1^32 64"

58,372 96

8,064 05

86

18

134

21

31

19,666 89

598,009 62

207,307 56

65

33

17

92

32

786 02

31,042 45

3,099 82

90

01

11

72

33

3,454 91

87,367 01

25,938 11

70

31

44

50

34

21,043 68

7,145 57

66

04

16

95

35

2,150 '66"

255,676 00

71,819 49

71-90

19

19

36

10,925 63

139,999 26

47,781 74

65 87

51

95

37

9,769 00

159,958 94

66,220 17

58

60

24

00

38

Includes Windsor and Tecumseh Ry.

5,331 46

37,435 71

1,974 02

25

05

39

247 50

34,132 55

2,422 70

"92

96"

11

83

40

61 33

60,505 23

8,902 84

85

28

23

12

41

400 00

156,654 31

9,714 94

93

80

17

09

42

167 75

28,293 30

- 3,699 71

113

07

15

43

43

388 33

11 563 76

— 4,402 62

137

98

3

42

44

1,751 62

110,697 84

52,549 40

52

52

36

57

45

92,761 61

3,609,218 35

1,033,879 94

54

73

24

31

46

2,046 48

39,009 66

4,785 68

87

73

19

27

47

2,794 39

299.812 04

108,021 01

63

97

29

88

48 1

255 63

35,585 62

11.852 03

66

69

32

37

48"

50

51

it

1^92606'

'" '903^184 61 '

'465,686'57'

■"48

'5i*

"25

80'

200 00

19,534 90

3,820 20

80

44

17

10

52

3,187 16

14,196 43

3,185 26

77-56

16-67

53

372,421 68

14,007.049 48

5,311,169 57

206

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909:
No. 7. — Summary Statement of Operating

Name of Electric Railway.

1 Berlin and Waterloo

2 Leased — Berlin and Bridgeport . . . .

3 Brantford Street . . .

4 Brantford and Hamilton Electric . . .

5 British Columbia

6 Cape Breton

Chatham, Wallaceburg and Lake Erie
Cornwall Street

9 Egerton Tramway Co

10 Gait, Preston and Hespeler ,

] 1 Leased — Preston and Berlin

12 Grand Valley

13 Guelph Radial

14 Halifax Tramway Co

15 Hamilton and Dundas

16 Hamilton, Grimsby and Beamsville . .

17 Hamilton Radial

18 Hamilton Street

19 Hull

20 International Transit Co

21 {Kingston, Portsmouth and Cataraqui

22 jLevis County

23 jLondon Street ,

24 j Montreal Park and Island

25 [Montreal Street

26 [Montreal Terminal

27 'Nelson Tramway Co

28 _ -. _ -

29
30
31
32
33
34
35
36

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto

Niagara Falls, Wesley Park and Clifton

Oshawa

Ottawa

Peterborough Radial

Port Arthur Street

Port Dalhousie, St. Catharines and Thorold . .

Quebec Railway, Light and Power Company

(Citadel Division)

37 Quebec Railway, Light and Power Company
(Montmorency Division)

38 Sandwich, Windsor and Amherstburg

39 Samia

40 Sherbrooke Street

41 Southwestern Traction Co

42 St. John, N. B

43 St. Stephen, N.B

44 St. Thomas Street

45 Sydney and Glace Bay

46 [Toronto Street

47 Toronto Suburban ,

48 Toronto and York Radial

49 Windsor, Essex and Lake Shore Rapid

50 Windsor and Tecumseh

51 Winnipeg Street

52 Woodstock, Thames Valley and IngersoU. . . .

53 Yarmouth Street

Total

312
2-38
700

23 00
78-93
11-90
21-50

6-30
810
900

10-75

,23-50

'6 00

12 13
7-25

2200

24 75
2200
16-75

3 37

8 00

10-25

26-46

23-60

71-82

20-89

300

11.75

30-00

4-50

8-83

23-38

600

9-00

8-17

17-22

25-00

35-44

8 00

700

28-50

12-50

300

7-50

18-80

52-39

9-8''

78 05

37-28

52-66

11-50

200

992 03

Maintenance

of Way,

Buildings,

&c.

$ cts.

2,495 46

324 26

1,631 71

171 04

68,237 72

4,077 59

54 64

2,824 46

1,926 21

11,639 13

2,873 90
1,167 67

17,638 42
4,632 54

10,130 58
9,728 85

19,063 02

22,375 37
1,507 46
4,839 90
9,298 02

16,813 98

27,422 32
238,933 12

22,689 93
4,036 13

13,777 94

13,748 65
2,075 20
6,317 47

61,161 18
3,427 74

12,340 39
1,632 41

29,399 66

16,125 52

10,810 72
1,565 58
4,203 13
6,827 83

20,041 70
2,364 21
1,268 88
4,847 88
124,896 90
4,885 63

32,215 86
3,257 83

Cost of
Motive Power.

27,753 93

1,124 30

325 12

912,929 09

Maintenance
of Cars.

S cts.
6,185 90

11,267 39
2,337 25

21,575 49

19,178 04

11,265 77

7,833 27

26,077 72

20,807 33

4,381 75

22,409 11

7.978 85

20,454 83

28,236 08

87,727 29

8,668 76

7,000 00

536 74

12,314 04

31,975 44

40,655 67

401,811 50

18,817 68

1,600 00

7,278 15

20,385 41

260 .50

18,571 57

24,652 23

1,630 00

6,615 12

789 58

104,218 62

18,194 91

26,106 19

4,923 61

552 38

18,314 60

77,698 56

10,292 93

10,256 72

26,413 48

363,670 74

]2,869 31

51,254 38

10,303 60

151,510 06
7,621 92
8,242 98

S cts.
3,604 31

4,017 34

783 66

68,515 65

5,271 28

311 71

4,742 53

4,587 56

2,693 18

3,654 86

19,361 43

3,361 30

9,346 03

9,236 26

25,703 25

17,398 17

3,139 99

4,283 76

8,038 23

25,291 98

16,025 80

274,353 24

13,735 09

"4^211 '24"
11,.541 27

2,741 95

5,503 82
49,794 35

4,716 85
12,067 58

2,738 65

19,478 49

6,380 16
6,192 43
1,911 44

20,441 72
6,244 96

29,922 51
3,957 91
2,757 28

12,657 22

283,484 20

4,050 62

25,9.31 97
3,335 07

70,246 33
762 85
397 07

1,803,723 45 1,118,924 55

RAILWAY STATISTICS

207

SESSIONAL PAPER No. 20b
Expenses for the Year ended June 30, 1908.

General
and Operating

Total.

Coat of
Operating

Remarks.

charges.

Car Mile.

1

S cts.

.$ cts.

Cts.

8,014 38

20,300 05

22

81

1

5,363 06

5,687 32

16

54

2

13,219 (.2

30,135 46

23

97

3

1,921 47

5,213 42

18

30

4

In operation one month only.

618,065 88

754,819 25

19

56

5

25,619 10

50,543 46

17

63

6

21,958 78

41,503 17

35

63

7

3,627 21

22,459 97

11

34

8

19,065 06

33,412 10

23

96

9

34,597 01

72,313 86

29

09

10
11
12

t

'*'"i2J34'95'

"39^16936'

■■■' 25

67' ■■

12,081 79

21,286 07

11

66

13

60,051 22

119,460 18

14

82

14

16,622 79

32,595 48

33

61

15

27,971 61

67,903 05

23

80

16

40,423 80

87,624 99

22

23

17

115,152 99

247,646 55

15

37

18

39,438 09

87,880 39

17

16

19

20,133 54

31,780 99

12

04

20

^

21,963 41

31,623 81

15

83

21

31,268 07

60,918 36

22

17

22

93,754 79

167,836 19

11

76

23

101,702 12

185,805 91

20

31

24

1,255,664 33

2,170,762 19

15

05

25

46,298 02

101,540 72

19

16

26

11,463 11

17,099 24

63

61

27

51,611 26

76,878 59

20

87

28

66,789 49

112,464 82

20

94

29

12,365 85

17,443 50

9

44

30

19,916 05

50,308 91

115

67

31

•

255,094 30

390,702 06

11

71

32

18,168 04

27,942 63

10

55

33

30,405 81

61,428 90

31

33

34

8,737 47

13,898 11

11

19

35

30,759 74

183,856 51

13

79

36

51,516 93

92,217 52

34

22

37

50,629 43

93,738 77

14

07

38

Includes Windsor and Tecumseh.

27,061 06

35,461 69

23

73

39

6,512 62

31,709 85

10

99

40

20,215 00

51,602 39

20

08

41

19,276 60

146,939 37

16

03

42

15,377 96

31,993 01

17

39

43

1,683 50

15,966 38

4

72

44

14,229 86

58,148 44

19

21

45

1,203,286 57

1,975,338 41

13

38

46

12,418 42

34,223 98

16

91

47

82,388 82

191,791 03

19

11

48

6,837 09

23,733 59

21

59

49
50
51

*" 188^593 '72'

'"438,104 '64'

i2

28'"

6,205 63

15,714 70

13

76

52

2,046 00

11,011 17

12 93

53

4,860,302 82

8,695,879 91

208

DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909
No. 8. — Summary of Accidents for

Name of Electric Railway.

Berlin and Waterloo

Brantford Street

British Columbia

Brantford and Hamilton

Cape Breton

Egerton Tramway

Gait, Pfeston and Hespeler

Grand Valley

Halifax

Hamilton and Dundas

Hamilton, Grimsby and Beamsville. .

Hamilton Radial

Hamilton Street

Hull

International Transit

Kingston, Portsmouth and Cataraqui
Levis County „

London Street

Montreal Street. , . ^

Montreal Terminal

Montreal Park and Island

Niagara Falls, Park and River

Niagara, St. Catharines and Toronto.
Oshawa

Ottawa

Peterborough Radial

Port Arthur

Port Dalhousie, St. Catharines and
Thorold

Quebec Railway, Light and Power
Co. (Citadel Division)

Quebec Railway, Light and Power
Co. (Montmorency Division)

Sandwich, Windsor and Amherstburg,
South Western Traction Co

Sydney and Glace Bay

Mileage

3

7

12
00

78

93

23
11

8

00
90
10

9

00

23

50

12

13

7
22
24

22

25
00
75
00

16

75

3

37

8

00

10

25

26

46

71

82

20

89

23

60

11

75

30

00

8

83

23

38

6

00

y

00

8

17

17

22

25

00

35

28

44
50

18

80

Employees or
Others.

Passengers.. .
Passengers. . .

{Passengers .
Employees
Others

Passengers. . .

Others

Others

/ Passengers .
(.Others... .
/ Passengers .
(.Employees.
/ Passengers .
(Others... .
Passengers. . .

/ Passengers .

\ Others

/ Passengers .

( Others

[Passengers.

I Others

f Employees.
\ Others . . .
( Passengers .
' Employees.

, Others

( Passengers .
< Employees.
(.Others' ...
/ Passengers .

(Others

r Passengers.
-J Employees.
I. Others ....
[^ Passengers.
\ Employees,
t Others. ...
f Passengers .

(Others

Employees . . .
[ Passengers .
■! Employees.

t Others

Others

/ Passengers .
\ Employees .

Passengers . . .

Passengers

r Passengers . .

\ Employees. .
I Others.. ..

Passengers. . . .

Others

/ Passengers . .
(Others

Fell
from Cars

or
Engines.

12

Jumping on

or off Trains

or Engines

when in

motion.

288
1

At work on

or near

track making

up Trains.

RAILWAY STATISTICS

209

SESSIONAL PAPER No. 20b
the Yoar ended June 30, 1908.

Putting

arms or heads

out of

Windows.

Coupling
Cars.

Collisions, or

by Trains

thrown from

Track.

Struck by
Engine or
Cars at
Highway
Crossing.

Walking,
st a n d i n g,
lying or being

on Track.

Striking
Bridges.

Other
Causes.

Totals.

i

s

'a

"a

1

_s

"a
1— 1

T3
£

'c

h- (

13

1
P

'a
1— 1

13

£
3

'c

1— 1

'6

£

'c

1— 1

1

P

'a

I— 1

3

1

1

521

.t\

3
1
2

1}
I]
t}

2

3

9

67

1}
1}

1}

46 J
223 j

1}

1}

f}
?)

4)

15 J

1

3
34

l\

4
4

'11

1

1

9.

1

13
4

"2

4

2
3

1
1
4

1

4

3

16

4

1

1

1

""i

5

1

6

2

1

"i

"i

7

8

1

"i'

9

'"'i'

4

23

10
11

2
3

■■"3'

T^

1

"'"i

1
' 1

4

13

1

14

1

2

15

1

1
'i'

16

1

1

6

1

17

r

2

11

5

37

18

9

2

"21"

4

223

1
21

19

' ""^

1

4

1

20

•

3

"i"

""2

"^1

1

2

1

1

?,?,

1

1

'"28

1

23

1

24

1

"'i'

1

7

1
2

^5

"""1'

1

8

^6

1

1

27

2

^8

^9

30

;.■;

...

1

2

1

2

31

4

3«

1 ; IS

1

1.. , 1

3

:::: :: :

33

206-14

210

DEPARTMEXT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909(
No. 8 — Summary of Accidents for

Name of Electric Railway.

Mileage

Passengeis,

Employees or

Others.

Fell
from Cars

or
Engines.

Jumping on

or off Trains

or Engines.

when in

motion.

At work on

or near

track making

up Trains.

i

'6
-2

u

.2,
a

1— 1

"a

1— 1

■6
1

h- 1

si

Toronto Street

Sarnia Street

Windsor, Essex and Lake Shore Rapid

Winnipeg

52-39

8-00
37 28

52-66
11-50

r Passengers. .
< Employees . .
(.Others ....
Passengers. . . .

4

■"28"

4

411
3

"l
1

35

3b

t Others

1

V

(Passengers. .
\ Employees . .

Employees. . . .

1

6
1

38

Woodstock, Thames Valley and Inger-
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5

65

6

911

1

RAILWAY STATISTICS

211

SESSIONAL PAPER No. 20b
the Xear ended June 30, 1908 — Concluded.

Putting

arms or heads

out of

Windows.

Coupling
Cars.

Collisions, or

by Trains

thrown from

Track.

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Highway
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standing,

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212

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8-9 EDWARD VI!. SESSIONAL PAPER No. 20b A. 1909

APPENDIX B.

RAILWAY STATISTICS.

A EEPOET BY MR. JOHN MURPHY, ELECTRICAL ENGINEER OF THE
DEPARTMENT OF RAILWAYS AND CANALS, AND OF THE RAIL-
WAY COMMISSION, ON THE SUBJECT OF RAILWAY SIGNALLING.

December 28, 1908.

Re Railway Signalling.

M. J. Butler, Esq., C.E.,

Deputy Minister and Chief Engineer,

Department of Railways and Canals.

Dear Sir, — In accordance with the directions contained in your letter of March
17, 1908, I have made a general investigation of the signal systems in use on some
of the leading raliways on this continent, and, with the object in view of obtaining
further information upon the subject of railway signalling, I visited a number of
the manufacturers of signals and signal apparatus. I also attended in October last,
the annual meeting of the Railway Signal Association at Washington, D. C.

Your credential, dated June 3, 1908, was intended to obtain for me ' the sympa-
thetic co-operation of railway officers ' in my work of signal investigation and I beg
to state that this co-operation was extended in such a generous manner that I deem
the action of the railway officers whom I met to be deserving of special mention.
The Signal Engineer is a prominent and busy official on large railway systems; but
I found none too closely engaged to give me all the attention which I desired.

After conferring with Mr. J. L. Payne, the Comptroller of Railway Statistics,
as you directed me to do in your letter of March 17, 1908, I secured from the signal
manufacturers lists of railway signal installations which best represented modern
practice. I also obtained from them the names of some prominent signal engineers
whom I could meet on my itinerary which extended as far west a^ Chicago and south
to Washington, D.C. The kind assistance rendered by the manufacturers in this
connection and in tendering information upon the subject of railway signalling
is as deserving of gratitude as that received from the railway officials to whom
reference is above made.

The Railway Signal Association had on November 17, 1908, a membership of
1,225, and this figure, in itself, will convey an idea of the extent to which the art,
profession and business of railway signalling has grown. One important work which
the Railway . Signal Association has already accomplished is in connection with
the standardization of signal practice and signal appliances. Formerly an engine-
man going over the various railway lines on this continent might meet
105 different 'aspects' (i.e. signals the indications of which conveyed certain
directions or information), but the Railway Signal Association has reduced
this number below 25. In this standardization work the association^ has
had for its object the simplification of the language of fixed signals. In railway
operation it is agreed that the burden on the engineman's memory should be lightened
so that he may act almost automatically and without conscious effort at the instant
206—151

228 DEPARTUEXr OF RAILWAYS AND CANALS

8-c' EDWARD VII., A. 1909

a signal ' indication ' is presented to him. Judging by the reports of committees,
and the discussions following their presentation at the annual meeting, it is evident
that the work of standardization was only accomplished after much labour. When
it is recalled that each railway had, without regard to any other, developed standards
of its own, it can readily be imagined that these were not laid aside before the whole
question had been thoroughly canvassed and the best designs selected. The com-
mittees which have drawn up detailed specifications for the materials used in the
various branches of the signal business have also done a vast amount of useful
work. Two recommendations adopted by the Railway Signal Association are worthy
of special attention on account of their apparent reasonableness. One of these is in
connection with the discontinuance of the use of the ' clear ' light altogether, as a
signal, and the other is in connection with semaphores. It is considered advisable
to do away with the use of a clear light for the ' proceed ' indication, because the
red glass roundel of a ' stop ' signal may be broken and a ' clear ' signal be then
wrongfully displayed. A green light should be used for ' proceed,' and a yellow
light should be the ' caution ' signal. In the. event of any of the coloured glasses
becoming broken, and a clear light being displayed, it is the duty of the engineman
to ' stop and investigate ' when this colour scheme is in vogue. The association goes
further than this and recommends that two lights be placed in defined positions on
every automatic and train order signal, and three lights on interlocking signals so
that the enginemen cannot be misled by false signals. The semaphore recommended
for use by the Railway Signal Association is the one which moves in the ' upper
quadrant.' In the horizontal position it indicates: 'stop'; at an angle of 45° above
the horizontal : ' caution ' ; and when vertical (90° above horizontal) : ' proceed.'
When -this semaphore is out of order — overburdened for example, with sleet or snow —
it cannot do worse than fall to, or stay at, the horizontal position and stop a train.

Another source of very valuable information in connection with this general
investigation of railway signalling was the ' report of the Interstate Commerce Com-
mission on Block Signal Systems and Appliances for the Automatic Control of Rail-
way Trains,' dated February 23, 1907. This report contains a comprehensive treat-
ment of these subjects and it deals concisely with all phases of the question of safety
in railway operation.

In the absence of definite directions regarding the features of railway signalling
which I was expected to investigate, I looked into the question from the following
view points: —

1. What signal practices are the largest signal manufacturers advocating?

2. What signalling is being done by the largest railways, and, what are their
signal engineers advising to be done?

3. How successiully are the various signal systems operated?

4. What railway signalling should be done in Canada?

(1) I found that the signal manufacturers are exceedingly cautious in the
matter of tendering advice, but they are willing to make almost any apparatus that
is required. They are anxiously waiting for the adoption, by all the railways, of
* standards ' — such as those recently approved by the Railway Signal Association —
so that the production of standard apparatus can be systematized and, consequently,
cheapened. Their energies seem to have been concentrated during the last few years
upon automatic signals and interlocking outfits, on account of the great demand for
these devices which have been developed to a high state of perfection. The cheapest
signal apparatus — the non-automatic — is the kind that is most costly to operate. The
reverse is true of automatic apparatus, and as the automatic features are multiplied
so the first cost is increased. The signal manufacturers while exhibiting automatic
devices did not, however, attempt to prescribe the indiscriminate installation of auto-
matic signal apparatus. It was gratifying to note that they were as anxious to know

RAILWAY STATISTICS 229

SESSIONAL PAPER No. 20b

all the conditions in connection with any railway before attempting to offer advice
as though they were acting in the ca,pacity of consulting signal engineers.

(2) The largest railway companies seem to have their attention centered on the
subject of automatic signals and their signal engineers are impatiently waiting for
authority, and funds, to automatically signal all important pieces of track which are
not already so equipped. A great deal of automatic signalling has been done recently
— about 4,000 miles of track in the year and a quarter ending January 1, 1908 —
and, I was informed in many quarters, a very large amount of this class of work
would also have been carried out in 190S but for the prevailing financial stringency.

(3) The successful operation of the automatic signal installations which I
inspected may be gauged by the statement that millions of signal movements have
been recorded without any failures. Automatic signals show the engineman whether
he should or should not ' proceed,' and they also indicate whether the train speed
should be limited or not. The condition of the track ahead of a train controls the
automatic signal, and the presence of a car in the ' block ' ahead, an open switch, a
broken rail, or, a part of a train on a diverging track so close that it might be
' side-swiped ' by an engine, will prevent an automatic signal from indicating ' pro-
ceed ' unrestrictedly. All other types of signals are dependent upon the action of
men; the automatic signal gives orders directly to the engineman without the inter-
vention or co-operation of anyone.

(4) Although I had the benefit of interviews with some of the best authorities
on the art of railway signalling in America, none of these gentlemen would go so
far as to say automatic signals should be installed on every railway. Some of
them had been afforded the opportunity of studying the question of safe railroad
operation in Europe and they said that while they personally favoured the use of
automatic sginals on their own railroads they could not lose sight of the fact that
only a very small amount of automatic work had been done in England and Germany
where the records for safe operation were very good. In the United States I found
that the tendency seems to be to make automatic signals do all the work. In Europe,
it would appear, trained men are more readily retained for long periods in positions
of importance which are not very remunerative and, therefore, the necessity for
automatic signals is not so acutely felt as it is in the United States. ' In Germany,'
said one of my informants, ' every railway signal seems to be supplemented by an
attendant.'

The signal engineers who are connected with railroads which operate two or
more tracks all agree that these should be automatically signalled. These engineers
do not give such an unreserved opinion about single track work. Some of them would
only express an opinion upon the signal requirements of any railway after examining
the details of its physicial and traffic conditions and learning what kind of employees
were available. On the other hand the ofiicials of some single track railways which
are equipped with automatic signals told me that the investments which they had made
in this connection — and which varied in cost from $900 per mile, in one case, to
$2,400 per mile in another case — ^were the most satisfactory investments ever made,
because (1) the automatic signal increased the capacity of their track and posti-
poned, indefinitely, the necessity for double tracking, and, (2) it made operation
more safe; as they said: 'automatic signals prevent collisions and run-offs from
occurring — it is difficult to estimat-e what one collision, or a run-off at an open switch
or a broken rail may cost.' It is simply lack of funds that prevents these operators
from equipping all their single track lines with automatic signals. With a view to
handling dense traffic safely and expeditiously, the tendency on all the railways that
I visited is to interlock crossings and divergencies and to use semi-automatic signals
at these points, i.e. signals which can only be moved by a hand controller to the
* clear ' position when the ' route ' which it is intended to ' set up ' is ' clear.' At all
other points automatic signals are to be used, and, as above stated, this removes the

30 DEPARTMENT OF RAILWAYS ATS D CANALS

8-9 EDWARD VII., A. 1909,

responsibility of safe train movements from the shoulders of everyone but ' the man
at the throttle. Tributes to the efficiency of the enginemen are constantly appear-
ing in connection with the reports of what is called ' surprise checking ' or ' signal
observance records ' on the railways which are using automatic signals. As the im-
mediate observance of an automatic signal ' indication ' is absolutely necessary in
connection with high speed railroading, it is the practice of officials to unexpectedly
set signals at the ' stop ' position in order to ascertain if the enginemen are alert
and obedient. It is not uncommon to find a whole month's work without a single
case of disregarding signals being discovered.

With a system of automatic block signals in perfect order, and an ideal group
of enginemen, there is only one other contingency to provide against, and that is
the sudden death or disablement of the engineman. To provide against the engine-
man's failure to respond to a ' stop ' indication ' automatic train stops ' have been
developed. There are some automatic stops in actual operation on electrically
operated raihvays in this country, and I have heard of others in Europe. There is,
in the opinion of a number of railway operators, a need for automatic stops. This
subject has been thoroughly investigated and in this connection I will quote from
the last report of the Automatic Stops and Cab Signal Committee of the Railway
Signal Association. Under the heading of ' Recommendations ' this report says : —
■* Up to the present time descriptions and drawings of automatic stop and cab
' signal devices referred to in this committee have not included those which seem to be
' the best and the most practicable. Your committee is not in a position, and does
' not think it advisable, to recommend for trial any type of cab signal or automatic
' stop device with which they are familiar, believing that demonstrations of the prac-
' tical workings of these systems should be made by the patentee, the manufacturer,
'* or under the auspices of the Block Signal and Train Control Board of the Inter-
' state Commerce Commission.'

In this same connection I beg to quote from the report of the Interstate Com-
merce Commission on Block Signal Systems and Appliances for the Automatic Con-
trol of Railway Trains, dated February 23, 1907. On page 20, after referring to the
fact that in their belief an efficient ' automatic stop would prevent that last small
percentage of such accidents as are due to the engineman falling dead at his post,
and other like causes,' the report goes on, under ' Other Appliances,' to say : —
' A considerable number of inventions, embodying cab signals, automatic stops, and

* combinations of the two, have been brought to the attention of the Commission.
' Most of these indicate on the part of the inventors entire lack of familiarity either

* with the practical conditions of railroad operation or with the present state of the
•' art of signalling. Many violate a universally accepted principle that, in the electri-

* cal control of signal appliances, the closing of the electric circuit should be necessary

* for the display of the clear signal, while the breaking of the circuit, intentional or

* accidental, should result in the stop indication of the signal. Many appear to have

* merit, but in the absence of actual continued use, or even extended trial on any
' standard steam railroads, no very definite opinion concerning their practicability
' can be formed.'

The above opinions expressed by signal engineers and experts of the Interstate
Commerce Commission who have every facility for fully investigating these subjects,
are, in my opinion, of si)ecial interest at the present time.

The need of some kind of a block system, i.e. a space-interval system, for the
safe operation of railway trains, is generally recognized. Moving trains must be
kept definite distances apart and must receive ' stop ' orders at safe stopping distances
from obstacles, otherwise collisions will occur. The only point upon which there
is any difference of opinion amongst railway operators is in regard to the type of
block system which any railway should, or can afford, to instal. My investigation
has shown that automatic railway signals and their electrical controling circuits

RAILWAY STATISTICS 231

SESSIONAL PAPER No. 20b

and devices have been developed to such a state of perfection that it is safe to say
they would be instaled throughout the entire length of every railway if they were
not so costly. In regard to their costs it is frequently said, and generally accepted,
that $1,500 per mile is an average estimate for this work on either single or double
track railways. As might be expected, the various complications at terminals, rail-
way crossings and switches increase these costs extensively. For example: I learned
that one railway had recently spent $100,000 on the interlocking and automatic
signalling of ten miles of railway, between two important cities, and that a similar
amount of money had been spent on the interlocking and automatic signalling of
60 miles of railway on another section of the same system — $10,000 per mile in one
case and $1,667 in the other. The operator of one single track railway claimed to have
done his automatic signalling at a total cost of $900 per mile. Another stated that he
had spent $2,400 per mile in connection with automatic signalling a single track,
but that about one-third of this amount had been expended for general track im-
provement work done at the same time and in connection with the signal work.
The cost of yearly maintenance of automatic signals seems to vary from $75 to
$125 per signal. Some authorities claim that this cost will always be at least $110
per blade per year if the maintaining organization is properly made up.

A system of railway operation that is highly commended for single track work
is called the ' lock and block,' or ' controlled manual block system.' The equipment
for this system consists of an instrument costing about $200 at each station, and
one, two or three wires, at a cost of about $40 per mile for each wire, strung between
stations. By means of these instruments ' clear ' signals can only be given by the
joint action or co-operation of the attendants at both ends of a block. There are,
sometimes, no automatic features in this system and dependence is then placed entirely
upon the attendants to know that a train has left a block. An improvement consists
in the placing of mechanical or electrical contrivances near the ends of the blocks
— near stations or signal cabins where the instruments are located — and these con-
trivances prevent the attendants from giving 'clear' signals until a train has
actually passed out. A portion of a train may be left between the points in ques-
tion and no warning of this be given to the attendants. To provide against
occurrences of this character the simple lock and block system is supplemented by
what is electrically known as the ' track-circuit.' The lock and block, or controlled
manual block system, with complete ' track-circuit ' control, is considered by many
railway operators as being the safest method of train operation. The ' track-circuit '
automatically prevents clear signals from being given unless the track is clear and
intack and the ' lock ' feature makes it essential that the operators at both ends agree
to give a clear signal before one can be given.

The basis of the automatic system of railway signalling consists primarily in
the employment of the ' track-circuit.' To establish a track-circuit the rails are
insulated from each other throughout their entire length, and they are also ' cut,'
electrically, into ' sections ' approximately 3,000 feet long. Each of the two
rails is connected at one end of a ' section ' with a terminal from one or two
cells of battery, and at the other end with a ' relay ' — such as is used in tele-
graph work. Under normal conditions, i.e. when no wheels and axle join the
two rails together electrically, and, when the continuity of the rails is unbroken by
an open switch or a broken rail, a feeble current flows from the battery along one
rail through the coil in the ' relay ' and back along the other rail to the battery
again. The continuous passage of current through the ' relay ' maintains an ' arma-
ture ' in a position opposed to gravity. An interruption or diminution in the flow
o? current — such as would be caused by a broken rail or a train entering the
block — releases the armature, the latter in falling changes the electrical
connections of the signal operating circuit and a ' stop ' indication is given. The

232 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

failure of any of the electrical circuits or appliances is responded to by a similar
indication. For stretches of railway where protection is wanted, and where money
cannot be obtained to do any automatic signal work, it would seem to be wise to
instal ' track-circuits ' which would show the operators whether the track was intact
and clear, or otherwise, and thus prevent them from making errors. The ' lock and
block,' or ' controlled manual system,' with track circuit control costs much less than
the automatic system; but, of course, it requires men to operate it. The station
instruments cost about $200 each, and the bonding, relays, track insulators and line
wires about $350 per mile. Therefore, two stations and ten miles of single track
could be equipped with a complete lock and block outfit for about $4,000 or at the
rate of $400 per mile. The lock and block system without track-circuit control
costs about $200 per mile. Automatic signals can readily be added to a railway that
is ' track-circuited ' as soon as the demand for them is made by increased traffic.

The ' train staff ' is another scheme sometimes employed on single
track railways for giving directions to proceed instead of using train orders.
A train must not procefjd without a ' staff,' and the removal of a ' staff ' from its
holder is only possible, at either end of a block, when all other ' staffs ' are in the
holders. A modification of this scheme provides for the passage of several trains
through long blocks, in the same direction, ' permissively,' by dividing the staff
into sections, or by using 'tablets' in addition to the staff; but, in any event, all
the parts must be delivered at the other end of the block before a staff can be obtained
for a train moving in the opposite direction. Devices have been arranged for the
picking up of the staff while a train is moving at the rate of about 25 miles an hour.
The weakness of any ' permissive ' system of railway operation lies in the fact that
the safety of two trains is always entirely dependent upon the ability of a man on a
forward train, which may have been stopped from any cause, to run back and signal
the engineman on a following train, and the latter's action in stopping his train
in good time. ' Permissive ' running is tolerated on many roads, but no one advocates
it or attem^pts to justify it; the principle is acknowledged to be wrong.

In order to show the extent to which the block signal system is carried out in
the United States, the following figures are presented: they are taken from the
Interstate Commerce Commission's Block Signal and Train Control Board's com-
pilation up to January 1, 1908: —

Miles.
Total railway mileage in the United States 151,455-2

Non-automatic block signals 47,875 • 7

Automatic block signals 10,803-0 58,678-7

Automatic signals on single track 4,363 -5

" " on double track 5,699-8

" " on three track 197-8

" « on four track 541-9 10,803-0

RAILWAY STATISTICS • 233

SESSIONAL PAPER No. 20b

From September 30, 1906, to January 1, 1908, the increase in block signals in

the United States was as follows: —

Miles

Manual block, increase 5,959*4

Single track, automg.tic, increase 2,331*1

2, 3 and 4 track, automatic, increase 1,645 *0

Total automatic block signal increase .. .. 3,976-1 3,976*1

Total increase 3,976*1 3,976*1

E.B. Some 4,000 miles of track are now being operated under a system of tele-
phone dispatching. (Jan. 1, 1908)..

To enable engiuemen to receive signals during periods of foggy or stormy
weather it is suggested that cab signals should be used. While this suggestion
seems to have merit I learned that railway operators offer the following objections to
the general use of cab signals: (a) the introduction of any device into the cab serves
to distract the engineman's attention from the road ; (b) in the event of the cab signal's
failure, on any part of a run, the engineman has no other guide during the remainder
of the run — unless fixed signals are also used along the road; (c) it is essential to
be able to check enginemen's observance, or non-observance, of signals; otherwise,
an engineman who would persistently disregard caution signals could only be dis-
covered after causing a wreck, and even then it perhaps could not be proven that he
had received a ' stop ' or ' caution ' indication.

Automatic signals have become such a necessity on some railways that what is
considered regular traffic could not now be handled without them — unless more tracks
were laid. I was unable to collect any figures which would show what saving had ac-
tually been effected by their use, but I learned that trains guided by automatic signals
were run at normal speeds in the same direction with two mile blocks between them
' with absolute safety.' Without automatic signals this procedure would not
be attempted and much greater space and time intervals would be placed between
trains. I heard of no case where the use of automatic signals had been discontinued
after one trial and the extension of the automatically signalled sections of railways
is regarded as inevitable.

To assist in forming an idea of the benefits to be derived from the use of auto-
matic signals the following summary is presented. By the use of automatic railway
signals : —

(a) The possibility of human error in misconstruing or disobeying orders or
directions is reduced to the minimum — it is placed in the hands of the engineman
alone. With the ' automatic stop ' it is entirely eliminated.

(b) The engineman will not be given a ' proceed ' signal (1) unless the track
is intact (i.e. no broken rail, no open switch or drawbridge) and, (2) unless the
track is unoccupied.

(c) After a train has received a ' proceed ' signal, over a given route, yardmen
are (1) warned^ by indicators, not to open switches, or (2) pr evented, by automatic
locks, from opening switches.

(d) Trains moving in the same direction can be safely spaced two blocks apart
— say two miles apart. Without the use of automatic signals, when an absolute
block is maintained between trains, the preceding train must leave one station before
a following train is permitted to enter the block between stations — without regard
to the distance between stations. The saving in time effected with the automatic
block system when stations are far apart is apparent.

234 ' DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 190&

Keeping in mind the above advantages, which are secured by the use of automa-
tic signals, it is easily understood why some railway operators in busy districts
contend that they must be installed irrespective of cost.

The following extract from the Interstate Commerce Commission's report of
February 23, 1907, seems to apply with equal force to conditions in Canada: —

'To investigate accidents. .. .may be called an indirect method of securing
' information as to the efficiency with which safeguards to life and property are ad-
' ministered. To investigate signals and signal practice directly, without regard to
' accidents, would be a more direct method of promoting safety.'

In conclusion I beg to suggest that it would perhaps be well to obtain from the
railways operating in Canada detailed statistics concerning the signal systems which
they employ. This action in itself would undoubtedly create interest in the question
on the part .of some of the railways which are now doing no automatic signal work.

1 have the honour to be, yours respectfully,

(Sgd.) JOHN MURPHY,

Electrical Engineer.

8-9 EDWARD VII. SESSIONAL PAPER No. 20b A. 1909

INDEX

Page.

Accidents— Summary of steam railways 29, 182-197

frlectric railways 40, 208-211

Agriculture, Movement of products of 17

Aid to railways 12-15, 74-83

Average cost of running a train one mile 21

" daily compensation to railway employees 34-35

" haul per ton 15

" average journey per passenger 15

" revenue from each passenger 15

" " " ton of freight 16

" " per freight train mile 87-92

" " per passenger per mile 15

" " per passenger train mile 87-92

" " per ton per mile 15

Broken rails— Accidents caused by 32-33

Bridges— Number of 170-181

Bonds— Classification of 9, 66-73

Capital — Eailway, classification of 9,66-73

Carpenters — Number of 34

Car mileage 27

Cars iu passenger service 25,160-162

" in freight service 25,163-165

" classification of, by capacity 26,166-169

" total number of 26,160-169

Characteristics of roads 170-181

Collisions — Accidents caused by 31,182-192

Commodities — Classification of 17,128-159

Compensation — Summary of, paid to railway employees 34-35

Conductors — Number of 34

Coupling cars— Accidents resulting from 31,182-191

Derailments " " 31,182-191

Dominion government aid granted and paid 13-15,74-83

Earnings— Gross 18-19,84-92

Net 21,81-8©

" Summary of, from all sources 18-19,84-92

" per passenger per mile 15,87-89

" per ton per mile 16, 90-92

" per passenger train mile 87-89

" per freight train mile 90-92

" per mile of road | 32

Electric railways, summary 37-41,198-211

Employees, number of railwav 34

accidents to 31-33, 184-197

Enginemen, number of 34

Equipment, summary of 24-26,160-165

Expenses, general summary of 19, 94-llS

" operating per train mile 21, 93-95

" proportion to earnings 93-95

Express, revenue from 87-89

Falling from trains, accidents resulting from 182-197

Fatalities, total number of 30, 182-M7

Firemen, total number of 34

Freight, train mileage 27-28,122-127

" total number of tons carried 28,122-124

" carried one mile, tons of 16,122-124

" " per mile of line 16

Freight cars, by capacity, classification of 25,163-169

Freight earnings 18-(19, 90-92

revenue 18-19,90-92

locomotives, number of 25,160-162

tonnage originating on roads 128-159

received from connecting roads 128-159

train mileage 27-28,125-127

235

236 DEPARTMENT OF RAILWAYS AND CANALS

8-9 EDWARD VII., A. 1909

Page.

General administration, employees assigned to 34-35

General expenses 19-21,93-118

General office clerks, number of 34

Gross earnings 18-22,84-92,119-124

Haul, average per ton 16

Highway crossings, accidents at 31-32,187-197

Journey per passenger, average 15

Leased cars, number of 163-165

Line of proprietary companies 52-59

Line operated under contract 52-59

lease 52-59

" " trackage rights 42-61

Location of railways 42-51

Locomotives, classification of 160-162

" per mile of line 25

Machinists, number of 34

Mails — Revenue from carrying 87-89

Maintenance of equipment, expenditures charged to 19,100-103

Maintenance of way and structures, expenditures charged to 19, 96-99

Manufactures, movement of 17,128-159

Men employed on railways 3t

Merchandise, movement of 17,128-159

Mileage 8,52-65

classification of, by tracks 52-59

" classification of, by provinces 9, 60-65

" single track 52-59

" second track 52-59

" all tracks 52-59

" yard tracks and sidings 52-59

Mines, movements of products of 17,128159

Miscellaneous obligations 66-73

Municipal aid, granted and paid 12, 74-83

Net earnings 21, 84-86

Obligations, equipment trust , 66-73

Operating expenses 19,96-118

Other earnings, from freight service 90-92

" from passenger service 84-89

Other employees, accidents to 31,182-197

Overhead obstructions, accidents due to 182-197

Passengers, average journey per 15

Passengers, total number carried 15,119-121

accidents to 30,182-197

Passenger cars, number of 24-25, 160-162

" classification of ' 160-162

Passenger earnings 18-19,84-89

Passenger locomotives 160-162

Passenger revenue 18-19,84-89

Passenger earnings per train mile 84-89

Passenger train mileage _. 27,119-127

Percentage of operating expenses to earnings 93-95

Proprietary companies, line of 54-59

Products of agriculture, movement of 128-159

" animals, movements of 128-159

" forests, movements of ■• 128-159

" mines, movements of _ 128-159

Provincial government, aid granted and paid 12, 74-83

Public service of railways 15-18

Railway accidents 30-33, 182-197

classification of 30-33, 182-197

" comparative summary of 30-33

Revenue, average from each passenger carried 15

from each ton of freight carried 16

Second track, number of miles of 52-59

Section foremen, number of 34

Sidings, yard track, mileage of B2-59

Single-track, number of miles of 52-59

Station agents, number of 34

Station men, accidents to 182-197

INDEX 237

SESSIONAL PAPER No. 20b

Page.

Stations, accidents at 182-197

Stocks, total amount of railway 9,66-73

Struck by trains or cars, accidents due to 30-33,182-197

Subsidies, total amount paid 12-13, 74-83

Dominion Government 12-13,74-83

" Provincial Governments 12-13,74-83

Subsidies, municipalities 12-13, 74-83

Summary of statistics 7-41

Table 1, location of railways 42-51

2, railway mileage 52-59

3, railway mileage in provinces 60-65

4, railway capital 66-73

5, aid to railways 74-83

6, income account 84-86

7, earnings 87-92

8, general expenditures 93-95

9, classification of operating expenses 96-118

10, summary of passengers and tons, carried 119-124

11, train mileage 125-127

12, Summary of freight traffic 128-159

13, summary of equipment 160-165

14, summary of cars in freight service 166-169

15, characteristics of roads 170-181

16, summary of accidents 182-197

Taxation of railways 35-36

Telegraph operators and dispatchers, number of 34

accidents to ; 182-197

Ton, average haul per 16

Tons carried, total number of 16,122-124

one mile 16,122-124

" one mile per mile of line 16

Trackage rights, mileage operated under 52-59

Traffic 16-17

Trainmen, number of 34

accidents to 182-197

Train, mileage, freight 27,125-127

passenger 27,125-127

Trestles, number of 170-181

Trespassing and non-trespassing, accidents due to 30-33,182-197

Tunnels, number of 170-181

Watchmen, switch tenders, &c., number of 34

" accidents to 182-197

Way and structures, maintenance of, expenditures charged to 96-99

Yard track and sidings, mileage of 52-59

8-9 EDWARD VII. SESSIONAL PAPER No. 20c

A. 1909

THIRD REPORT

OF THE

BOARD OF RAILWAY COMMISSIONERS

FOR CANADA

FOR THE YEAR EJfBING MARCH 31

1908

PRINTED BY ORDER OF PARLIAMENT

OTTAWA

PRINTED BY C. H. PARMELEE, PRINTER TO THE KING'S MOST

EXCELLENT MAJESTY

1 909
[No. 20c— 1909]

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA

Hon. J. P. Mabee, Chief Commissioner.

Hon. M. E. Bernier, Deputy Chief Commissioner.

James Mills^ Commissioner.

A. D. CartwrighTj Secretary.

8-0 EDWARD VII. SESSIONAL PAPER No. 20c A. 1909

CONTENTS

Page

Public sittings of the Board 1

Canadian Freight Classification No. 13 2

Uniform bills of lading 3

Passenger rates 4

Proposed uniform code of train riiles for Canadian railways 4

International and Toronto Board of Trade rate case 5

Telephone rates 23

Investigation of express companies 23

Car shortage 24

Protection of wooden bridges 25

Fire protective 'appliances 2G

Judgments of the Board 28

Routine work of the Board 28

Record Department 28

Traffic Department 28

Engineering Department 29

Accident Department 29

Railway Equipment and Safety Appliance Department 30

Obituary (Late Hon. A. C. Killam) 31

APPENDICES.

A. — Names and compensation of all employees together with a statement of

appropriations and expenditures 32

B.— Report of the Chief Traffic Officer of the Boari 35

C. — List of applications heard at public sittings of the Board, covering the

period from April 1, 1907, to March 31, 1908 43

D. — Summary of the principal judgments delivered by the Board from February

1,1904, to March 31, 1908 . 69

E. — Informal complaints filed with the Board from April 1, 1907, to March 31,

1908 17G

F. — List of examinations and inspections made by the Engineering Department

of the Board from April 1, 1907, to March 31, 1908 183

G. — Report of the Inspector of Accidents of the Board 194

H. — Rules and Regulations 217

I. — Report of the Operating xissistant to the Chief Traffic Officer of the Board. 232
K.— Report of the Inspector of Railway Equipment and Safety Appliances. . . . 233
L. — Report of Mr. A. G. Blair, law clerk of the Board, of the argument before

the Interstate Commerce Commission of the United States, October 15

and 16, 1907, upon proposed uniform bill of lading 236

8-9 EDWARD VII. SESSIONAL PAPER No. 20c A. 1909

REPORT

IISSI

Ottawa, Ont., March 31, 1908.
To His Excellency the Governor in Council:

Pursuant to the provisions of section 62 of the Railway Act, the Board of Railway
Commissioners for Canada has the honour to submit its third report for the year
ending March 31, 1908.

Nothing more than a general outline is given of the work performed by the Board
during the past year, specific information being obtainable by reference to the reports
of the Board's officers, set forth in the Appendices of this report.

The general work of the Board has continued to expand, as will be seen by refer-
ence to the number of applications, orders issued, &c.

PUBLIC SITTINGS OF THE BOARD.

Between the 1st of April, 1907, and the 31st of March, 1908 :—

Province of Ontario:

Chatham— 29th October, 1st and 2nd November, 1907; 20th March, 1908.

Hamilton— 30th October, 1907.

Fort William— 8th July, 27th September, 1907; 4th January, 1908.

Ingersoll— 19th March, 1908.

Lindsay— 7th May, 1907.

Orillia— 8th May, 1907.

Ottawa^2nd, 3rd, 16th, 18th and 23rd April, 27th and 28th June, 3rd and

5th July, 21st, 22nd and 23rd October, 15th November, 3rd, 4th, 5th and

23rd December, 1907; 24th, 27th, 28th, 29th, 30th and 31st January, 1908;

1st, 2nd, 3rd, 4th, 5th, 6th, 14th and 15th February, 1908; 12th March,

1908.
Peterborough— 17th March, 1908.
Toronto— 9th May, 5th, 6th and 7th November, 1907; 18th March, 1908.

20c— 1

2 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909
Province of Quebec:

Montreal— 29th April, 27th, 28th, 29th, 30th and 31st May, 18th October, 10th,

11th and 12th December, 1907; 7th February, 1908.
St. Lambert— 9th December, 1907.

Province of Manitoba:

Treherne— 23rd August, 1907.

Winnipeg— 9th, 10th, 11th, 12th, 13th, 16th and 20th Jidy, 13th and Hth
August, 1907 ; 6th, 7th and 8th January, 1908.

Province of Alberta:

Calgary.— 26th and 27th July, 1907.
Lethbridge— 24th July, 1907.

Province of British Columbia:

Vancouver— 31st July, 1st, 2nd, 4th, 5th and 6th August, 1907.

Total public sittings, 83, at which 281 applications were heard, a list of which will
be found under Appendix ' C

Among the more important matters dealt with by the Board, including matters
heard at the public sittings above enumerated, special attention might be directed to
the following: —

CANADIAN FREIGHT CLASSIFICATION NO. 13.

Application was made to the Board in June, 1907, by the Canadian Freight
Association for the approval of Canadian Classification No. 13, cancelling Classification
No. 12 and supplements thereto. The changes with respect to ' owner's risk ' and other
features were numerous and important and greatly in the interests of the public.
They were arrived at after numerous consultations between the railway officials, repre-
sentatives of the Manufacturers' Association and the Board's Chief Traffic Officer,
and were apparently acceptable to the Canadian Manufacturers' Association, which
represents a large body of shippers.

While there are still some cases in which certain risks are left upon the owner,
these have been restricted and clearly defined, and the Board thought that they should be
accepted as a fair settlement of the question for the time being. The only real ques-
tion left for the Board's consideration was as to the wording of Rule 7 defining
' Owner's risk,' so as to avoid a result which would relieve railway companies from
responsibility for the acts or omissions of their servants or agents.

The Board, therefore, on 29th June, 1907, issued an order which, amongst other
things, directed that Rule 7 of the said classification be amended by add ing to section
(a) the following provision, namely: —

' These conditions are intended to cover risks necessarily incidental to transporta-
tion, but no such limitation, expressed or otherwise, shall relieve the carriers from
liability for any loss or damage which may result from negligence or omission of the
company, its agents or employees.'

Since the issuance of the order, the Canadian Manufacturer' Association has
complained that the railway companies have apparently construed the new rule with
respect to owner's risk so as to give them greater immunity than was intended by the
Board. This complaint is receiving the Board's consideration and will be dealt with
at an early date.

REPORT OF THE COMMISSIONERS 3

SESSIONAL PAPER No. 20c

UNIFORM BILL OF LADING.

This important matter has been pending before the Board since March, 1905,
wl^en a complaint was filed by the Canadian Manufacturers' Association and sub-
sequently supported by the Canadian Bankers' Association and by various Boards of
Trade, merchants and shippers throughout the Dominion, After considerable corre-
spondence, a draft bill of lading was submitted by a select committee appointed by the
railway companies, and this was printed and distributed among the various boards of
trade, shippers and business parties interested throughout the Dominion, the following
circular accompanying the draft : —

THE BOAED OF RAILWAY COMMISSIONERS FOR CANADA.

Office of the Secretary, Ottawa, March 6, 1907

PROPOSED CIRCULAR TO BE SENT, WITH DRAFT FORMS, TO BOARDS OF TRADE AND OTHER BODIES.

On the application of the Grand Trunk Railway Company of Canada, the Cana-
dian Pacific Railway Company, the Canadian Northern Railway Company, and the
Pere Marquette Railway Company for the approval by the Board of their forms of
bills of lading and other traffic forms, in compliance with the provisions of section
275, subsections 1 and 2, of the Railway Act, 1903, the Board made an order, under
date of the 17th of October, A.D. 1904, directing that the applicant compani/?s have
power to use the forms then submitted until the Board should thereafter otherwise
order and determine, and directed, further, that a select committee be formed of the
legal and traffic officers of the several railway companies named, and others who might
thereafter submit their applications, such committee to meet the Board at Ottawa at
a date to be fixed for the discussion of the said forms and contracts, both freight and
passenger, at a session of the Board to be called for such purpose. In pursuance of
the said order meetings of the committee referred to have been held, and the legal
representatives of the railway companies have prepared and submitted to the Board a
draft form embodying the general terms and conditions of carriage, a copy of which
is herewith enclosed. That, in order to save time, the Board does not think that it
should wait for further conferences between the companies and the Board, but that as
great publicity as possible should be given to the consideration of the conditions in
order that all parties interested may be able to make any representations they may
desire to file the same with the Board.

The Board, therefore, requests that any person desiring to make representations
in respect to the draft submitted herewith, file the same with the Secretary of the
Board on or before the first day of May next.

By order of the Board,

(Sgd.) A. D. Cartwright.

Secretary.

Subsequently, on the joint application of the Montreal Corn Exchange, the Mon-
treal Board of Trade, the Canadian Bankers' Association and the Winnipeg Jobbers'
Association, the board enlarged the time for the filing of replies until the 1st of
August, 1907. In response to the circular, the Board received a large number of sugges-
tions from the various Boards of Trade and other parties interested throughout the
Dominion.

As will appear from the 21st Annual Report of the Interstate Commerce Com-
mission, 1907, this very important matter of a uniform Bill of Lading has been pend-
ing before that commission since the year 1904, on proceedings originally instituted
in November of that year, upon petitions of the Illinois Manufacturers' Associations
and other trade and commercial organizations, and the Board having had its attention
called by the Canadian Manufcturers' Association to the fact that a special sitting was
to be held by the Interstate Commerce Commission at Washington on the 15th October,

20c— li

4 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

1907, for the purpose of considering the question of uniform bills of lading, and sug-
gesting that an officer of the Board should represented and such sittings directed its
law clerk, Mr. A. G. Blair, to attend at the sittings and report to the Board the pro-
gress made. Mr. Blair's report will be found under Appendix ' Z.'

Owing to pressure of business the Board has not yet taken any further action in
the matter, but expects to deal with it in the near future and to bring the conflicting
interests with a view to adjusting the differences.

PASSENGER RATES.

As referred to in the previous report of the Board for the year ending March 31,
1907, an order was issued herein, No. 2690, dated March 18, 1907, directing that the
Canadian Pacific Railway Company and the Grand Trunk Railway Company reduce
their passenger rates on all lines of the respective companies in Canada east of and
including the Calgary and Edmonton Railway, so that the same shall not exceed three
cents per mile. The same rate was subsequently applied on the lines of the Canadian
Northern Railway.

A circular letter was next sent to all the railway companies subject to the juris-
diction of the Board informing them of the order and asking if they were willing to
have their standard passenger tariffs similarly reduced, and if not to file their objec-
tions with the Board.

Replies have been received from practically all the companies, some consenting,
others objecting to the proposed reduction. These are now receiving the Board's con-
sideration.

PROPOSED UNIFORM CODE FOR CANADIAN RAILWAYS— TRAIN RULES.

PETITION OF RAILWAY MEN OF ONTARIO.

In pursuance of the special session held in Ottawa commencing Tuesday, the 5th
February, 1907, a select committee of five representing the railway companies operat-
ing in Canada, subject to the jurisdiction of the Board, met together and drafted a
set of rules which were transmitted to the Board the latter part of June, 1907. A
circular letter was then sent by the Board to the steam railway companies subject to
its jurisdiction stating tha the Board had been informed that copies of the proposed
standard rules and regulations for use on Canadian railways, which has been sub-
mitted to the Board for approval, had been furnished to the various Canadian railways,
and the Board desired to receive on or before the 1st September, 1907, any objections
or suggestions with reference thereto which any of the companies might desire to
make. A copy of the draft was also sent to the parties to whom the trainmen had
asked them to be sent, and the parties generally were informed that the Board would
be unable to take up the consideration of the rules dtiring the summer.

Subsequently, in October, 1907, a draft of proposed rules prepared by a committee
of the employees was submitted to the Board for its consideration, and, after consider-
able further correspondence, it was decided that a special sitting of the Board should
be held at which the railways and the trainmen should be represented, with a view to
getting the parties to agree upon as many of the rules as possible, leaving it for the
board to settle any existing differences in regard to the balance of the proposed rules.

The holding of this sitting, however, had to be postponed owing to the illness and
subsequent death of the then Chief Commissioner, A. C. Killam, K.C.

RE INTERNATIONAL AND TORONTO BOARD OF TRADE RATE CASES.

It will be seen by reference to the second annual report of the Board that this was
a matter in which a number of complaints had been received from Western Ontario,

REPORT OF TEE COMMISSIONERS 5

SESSIONAL PAPER No. 20c

charging that the railway companies carried traflSc from points in the United States
west of the River St. Clair and Detroit to points in Canada at lower rates than from
intermediate points in Canada.

This is one of the most important questions with which the Board has had to deal,
and as the entire system of freight rates east of Lake Huron has been virtually
changed, the Board things it canont do better than include herein the full text of its
orders relating to the subject and the reports of the chief traffic officer.

(a) Chief Traffic Officer's Eeport No. 1, June 27, 1907.

(b) Chief Traffic Officer's Supp. Rep. No. 1, July 5, 1907.

(c) Order No. 3258.

(d) Order No. 3617.

(e) Order No. 3925.

(d) Order No. 3617.

(e) Order No. 3925.

(f) Order No. 4125.

In view of the objections raised by one of the railway companies affected by the
orders above recited, the companies were informed that if any of them desired further
consideration of the matter, either at the time or after the new rates had come into
force, they should put in a formal application for the purpose. Early in January,
1908, such an application was made by the chairman of the Advisory Committee of the
Canadian Freight Association, and the matter is now pending before the Board.

Ottawa, June 27, 1907.
Memorandum.

T.D. No. 18.

RE INTERNATIONAL AND TORONTO BOARD OF TRADE RATE CASES.

File No. 609 File No. 710

Case No. 1314 Case No. 368

REPORT OF CHIEF TRAFFIC OFFICER.

The so-called Internation Rate Case refers to discrepancies between the east and
northbound freight rates from Canadian points on the St. Clair, Detroit and Niagara
river frontiers, as compared with those from the United States frontier points, namely.
Port Huron, Detroit and Buffalo ; the Canadian rates being the higher, in contraven-
tion, so it is complained to the Board, of the long and short haul provisions of section
315 of the Railway Act. This has been a burning question for many years past, but it
was not formally brought before the Board until its hearings at Windsor and Chatham
in May, 1906.

The application of the Toronto Board of Trade, heard by the present Board of
Railway Commissioners at Toronto May 29, 1906, is, in effect, that the freight rates
from Toronto to Montreal and other points east shall not exceed (as they do) the
westbound rates from the same eastern points to Toronto ; also that certain discrepan-
cies which exist between the Toronto local tariff and the local tariffs at Hamilton and
London, to the disadvantage of Toronto, be removed. As to this latter application of
the Toronto Board of Trade, I reported to the Board under date of July 30, 1906,
making certain recommendations, which, if adopted, would have the desired effect,
but in that report I pointed out that ' the true solution was to be found in a general
rearrangement of all the class rates between all points, and not merely as they affected
Toronto, or Toronto, Hamiton and London.' It became evident at the outset of the
investigation following the hearings that the two cases would have to be considered
together, to which course the Canadian Manufacturers' Association, who has adopted
the International Rate Case, consented; the Board of Trade demurred, but withdrew
their objections after I had explained the situation to the transportation committee

6 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

of the board at a conference at the Board of Trade at Toronto on the 19th March last.
Any reduction in rates from the frontier points in the manufacturers' case would
necessarily affect the eastbound rates from Toronto, for the intermediate rates from
Chatham, London, Brantford, Hamilton and Toronto would have to be scaled down
on the Windsor basis, so that the two cases would become dovetailed ; then, again, the
revision of the general mileage scale, which would be a factor in the adjustment of
the manufacturers' case, would have a direct bearing on the discrepancies between the
local tariffs of which the Toronto board complained, and would probably remove them,
and, finally, were the Board of Trade's application for the westbound rates eastbound
to be granted, any adjustment of the international rates which may have been worked
out would be destroyed, for the basis would be entirely different. Briefly, the Toronto
applications were included in the broader application of the manufactvirers.

In discussing the international rates I propose, for the sake of brevity, to mention
more particularly the rates to Toronto and Montreal as being the most important
points — the key points in fact — but it will be understood, generally speaking, that all
other points east of the lakes are affected under the scaling system. (More detaied
figures will be found in the appendices to this report).

The folowing are the present class rates from the frontier points: —

TO TORONTO

Fi-om

1

2

3

4

5

6

7 8 9 10

Detroit

Windsor

Port Huron

36

40

3(5

31
35
31
33

26
26

23
30
23
29
20
23

16
25
16
24
15
19

13

20
]3
19
12
15

10
18
10
17
10
13

Official classification.

16 16 16 14
Official classification.

Sarnia

Buffalo

Fort Erie

36

30 .

30

15 15 15 13
Official classification.
11 11 12 10

TO MONTREAL

Detroit

Windsor (winter)

n (summer)

Port Huron ....

Sarnia (winter)

.■ (summer)

BufiFa'.o .

58J

70

60

m

70

504

61

53

504

61

53

38

53

49

39

53

45

39

53

45

30i

45"

42

274

44

38

274

44

38

214

38

35

231

35"

30

23i

35"

30

18i

30'

28

19.1

33"

30

194

33

31

15

28

28

Official classification.
24 25 27 23
21 .... 20

Official classification.
24 25 27 23

60

44

21 ••.-■. 20
Official classification.

Fort Erie (winter)

i> (summer)

60

56

21 22 24 20
20 .. .. 19

On the 4th July, 1906, the secretary of the board, by direction, wrote Mr. Loud^
freight traffic manager, Grand Trunk Railway, as chairman of the advisory committee
of the Can'adian Freight Association, reciting the nature of the complaint with respect
to the international rates and concluding as follows :—

' The board recognizes that the conditions of this trafiic are affected by the exist-
ence of companies in the United States independent of those operating in Canada,
and by the operation of the corresponding clause (the long and short haul) in the
statute law of the United States, and that the harmonizing of interests. in making the
changes necessary to apply the rule to trafiic originating in the United States destined
for points in Canada is a work of difiiculty, and it thinks the Canadian railway com-
panies should be given an opportunity to lay a scheme before the board for its con-
sideration, after negotiating with companies operating in the United States, and for
that purpose the board will defer further consideration of this complaint for a period
of ninety days.'

It was clear that no attempt at harmonizing the rates would be satisfactory under
two classifications, namely, the ' official ' from Port Huron, Detroit and Buffalo, as in
effect throughout the northern states east of Chicago and the Mississippi, and the
Canadian classification from Sarnia, Detroit and Fort Erie, as in effect throughout
the Dominion; one or the other would have to be adopted, and rather than change
the classification throughout the Dominion it was obvious that the American com-
panies might reasonably be asked to adopt the Canadian classification for international

REPORT OF THE COMMISSIONERS 7

SESSIONAL PAPER No. 20c

shipments coming into Canada, for only a small proportion of their entire traffic would
be affected, and particularly as in the reverse direction the Canadian companies apply
the official classification on international shipments from Canada to the States.

The tariff bases also, and not the classification alone, are different on the two
sides of the frontier. The Canadian tariffs are built up on the 5th class; the 4th
class being 25 per cent; 3rd, 50 per cent; 2nd, 75 per cent, and the 1st class 100 per
cenH higher than the 5th. There appears to be no such established basis in Central
Freight Association territory. From Detroit the present proportions are as follows : —

12 3 4 5 6

To Toronto 260% 210% 130% 60% 30%

To Montreal 200% 159% 105% 41% 20%

Officials of the Canadian railway companies, representing the Canadian Freight
Association, met those of the interested American companies, representing the Central
Freight Association of Chicago, at a number of conferences, with the result that the
American companies consented to adopt the Canadian classification and the Canadian
tariff basis for their international traffic, and within the time allowed by the board
the Canadian Freight Association submitted a scheme of rates which they hoped would
be acceptable to all parties. This scheme comprised over eighty foolscap pages of
printed tables.

An examination of the percentage tariff bases given above will show that if the
rates from American points were to be scaled up from the 5th class as is done in
Canada, a great reduction in the international joint rates would result. Thus, Detroit
to Toronto instead of running from 5th, 13 cents, to 1st, 36 cents, as at present, would
run from 13 to 26 cents; from Detroit to Montreal it would be from 23h 5th to 47
1st, instead of from 23^ to 58^ as now, and similarly with all points in the states west
to the Mississippi; and this would be an impossible adjustment from the standpoint
of the American railways. The alternative was to accept the present 1st class rates
and scale down, and so far as Port Huron, Detroit and Buffalo are concerned this is
what has finally been done; with the rates from the Western States we need not be so
much concerned, provided the commodity rates on raw materials are not interfered
with, that a rearrangement of the rates from Port Huron, Detroit and Buffalo, even
on the current 1st class basis, would carry with it a corresponding rearrangement from
western points is evident from a comparison of the Canadian percentage scale with
those in the States, the Canadian scale producing higher rates on the lower classes;
so that in order to avoid infringement of their own Interstate Commerce law by hav-
ing higher rates from Detroit, &c., the United States companies would have to go
farther back and practically rearrange their entire international tariffs. To Montreal
the present and proposed rates from Detroit, scaling, as explained above, on the 1st
class, and dropping the fractions, are as follows : —

123450789 10

Present 584 50i 39 27* 23i 19i Official classification.

ProiX)sed 58' 5l' 4i 3G' 29' 27"" 2G 21 21

This was the Detroit-Montreal schedule suggested in the scheme submitted to the
board. To Toronto, however, the companies proposed, in addition to the advance in the
lower classes resulting from scaling on the existing 1st class on the Canadian basis,
an advance in the 1st class rate itself, thus: —

123456789 10

Present 30 31 23 10 13 10 Official classification.

Proposed 42 37 32 20 21 19 18 17 15

This would practically have meant a double advance and pointed to an effort to
keep up the Canadian rates from Windsor (and, of course, from intermediate points
such as Chatham and London) even beyond the advanced basis which would naturally,
follow from the substitution of the Canadian classification and scaling for the official.

8 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

The companies' draft scheme of the proposed revision of rates was presented to
the board by the representatives of the Grand Trunk, Canadian Pacific and Michigan
Central Companies at a hearing in the Grand Trunk offices in Montreal on November
8, 1906, and it was then arranged that the .scheme should be examined by Mr, Marlow,
the manager of the transportation department of the Manufacturers' Association, and
by the Chief Traffic Officer of the Board, and that later these two officers should arrange
an informal meeting with the advisory committee of the companies for the purpose of
comparing notes and enabling the companies to complete their scheme, should the basis
have proved satisfactory. This meeting was held in the Grand Trunk offices on the
19th December, and the result was reported by me on December 21st in report No. 2.
To quote from the secretary's minutes of the meeting, attached to the file, *■ Mr.
'Marlow considered the basis as a whole satisfactory,' and it was finally agreed that
new trial tables should be prepared on the basis of 54 cents, instead of 58 cents, 1st
class Detroit to Montreal, and 36 cents instead of 42 cents Detroit to Toronto ; and I
explained to the railway people that I could not recommend any advance in the rates
from the United States frontier points beyond what would follow from the Canadian
scaling on the present 1st class rates.

As a result of this meeting a new set of tables was prepared by the companies, and
on the 18th January last I attended a meeting in Montreal to have these gone into
and explained to me, and on the 24th January they were officially submitted under
cover of Mr. Loud's letter of that date. In his letter Mr. Loud stated that his com-
mittee had endeavoured to evolve a plan which would conform to my recommendation
that whatever scheme of adjustment was finally adopted should take care of the
Toronto Board of Trade complaint, as well as that of the manufacturers. He also
j)ointed out that the elaboration of the bases suggested at the Montreal conference
December 19, 1906, had proved the impossibility of their voluntary adoption by the
companies. To quote from Mr. Loud's letter, even assuming that only 10 per cent of
the total tonnage would be affected by the revision, ' the results would be so disastrous
and as explained to you at our conference by Mr. Bosworth and myself, and confii'med
to you for the Grand Trunk bp Second Vice-President and General Manager Hays,
neither the officers of the Grand Trunk or Canadian Pacific Eailways feel that they
'can assume the responsibility for the loss of such a large amount of net revenue ; hence
"cannot agree to make the reduction which would follow the adoption of your suggested
[figures. At the same time they fully recognize the authority of the board's orders, but
in that case the Board, of course, assumes the responsibility of the results.'

The tables submitted included four mileage scales, as follows : —
Scale ' A ' based on 38 cents Windsor to Toronto.
56 " to Montreal, 1st class.
" ' B ' " 36 " Windsor to Toronto.

54 " to Montreal, 1st class.
" ' C ' " 36 " Windsor to Toronto.

52 " to Montreal, 1st class.
" 'D' " 38 " Windsor to Toronto.

54 " to Montreal, 1st class.

Elaborate statements were submitted to show the estimated effect that the sug-
gested reductions would have on the Grand Trunk Company's revenues; thus: —

Assuming that only 10 per cent of the company's tonnage would be affected,
1 2 3 4 5

divided 5 per cent, 5 per cent, 20 per cent, 30 per cent, 50 per cent classes, the com-
pany would aanually lose under scale ' D ' $535,349 ; under scale ' C ' $762,876.

If 15 per cent affected, $879,270 under scale ' D,' $1,229,289 under scale ' C

If 20 per cent affected, $1,223,189 under scale ' D,' $1,695,700 under scale ' C

12 3

Assuming that the reduction on classes would be 2 per cent, 3 per cent, 15 per
4 5 .

cent, 20 per cent, 60 per cent classes, the annual loss would be : —

REPORT OF THE COMMISSIONERS 9

SESSIONAL PAPER No. 20c

If 10 per cent of the total tonnage were affected, $496,463 under scale ' D/
$707,913 under scale ' C

If 15 per cent affected, $830,068 under scale ' D,' $1,159,945 under scale ' C

If 20 per cent affected, $1,154,672 under scale ' D,' $1,599,972 under scale ' C

Tho companies estimated that the Canadian Pacific Company's loss would equal
about two-thirds that of the Grand Trunk.

Although it was conceded that these figures merely represented approximations
(there had been no time for an audit), it was felt that in justice to the railway com-
panies the Board would not ignore these statistics; but it was also manifest that the
verifications of the results by an expert investigation of the company's books would
consume so much time that the decision of the Board would have to be indefinitely
postponed. It was, therefore, considered that progress should be reported, and a
frank exposition placed before the transportation committees of the Manufacturers'
Association and the Toronto Board of Trade, and this I did on the 18th and 19th of
March last, under instructions from the board. The committees appreciate the diffi-
culties encountered and were indisposed to be unfair to the railway companies; they
took a reasonable view of the situation and rather than advise the accounting and its
inevitable delays, they decided to accept tentatively any adjustment which the Board
might decide upon with the hope that it would recommend itself as a permanency.

Other tables were then drawn up by the companies, having for their object the
satisfactory solution of the two cases combined, with a minimum loss to the com-
panies. The principal difficulty was to evolve a mileage scheme which would be rea-
sonably graded as to distances and rates, and which would at the same time produce a
maximum rate of 36 cents 1st class from Windsor to Toronto and 58 cents from Wind-
sor to Montreal. Mileage scale ' K ' had been reached when I advised the companies'
advisory committee that, in my opinion, the attempt ta adjust all the rates — not the
local rates west of Toronto alone, but the through rates from points west of Toronto
to points east — on a strict mileage basis was impracticable, and I recommended to the
committee that he mileage raes be confined o the local tariffs, and that the group-
ing system, which has always governed what may be regarded as the through rates
from points west of Toronto to points east, should be continued, but modified ; the said
group rates not to exceed the mileage basis adopted for the local rates.

This idea has been adopted, and alternative mileage scales ' L ' and ' M ' were next
submitted. Scale ' L ' successfully gave the Buffalo 1st class rate of 30 cents, Fort
Erie to Toronto, the Detroit 1st class rate of 36 cents from Windsor to Toronto, and
the Detroit 1st class rate of 58 cents from Windsor to Montreal ; but the mileage blocks
were irregular and unsatisfactory. Scale ' M ' showed better mileage groupings, but
gave a 38 cent rate for the Windsor-Toronto distance, the companies suggesting that
Toronto itself might be covered by a competitive tariff on the 36 cent basis ; in other
words, the neighbouring intermediate stations in the Toronto group would be held up
to oS cents. Further than this, many of the discrepancies between the Toronto ana
Ilaiiiilton tariffs which the Toronto Board of Trade had complained of (Hamilton
'having been given the Toronto rates to points north of Beeton and Allandale by the
old Hamilton and North Western Railway Company), would have been removed by
advancing the Hamilton rates. As these defects seemed to me to foreshadow diffi-
culties, I undertook myself the preparation of scale ' N ' (the last), which I do not
intend to say is perfect — the necessity for keeping to the Detroit rates from Windsor
to Toronto and Montreal making an ideal tariff' impossible, but I do consider that it is
an improvement in the mileage groupings, the grading being less objectionable than in
scales ' L ' and ' M.' It gives the proper rates from Windsor to Toronto and Montreal,
the rate aimed at by the companies, namely 50 cents, 1st class, Windsor to North Bay,
'and reasonable mileage arbitraries to Sherbrooke, Quebec and other points east and
south of Montreal. One defect is that instead of giving the full Buffalo rate of 30
cents from Fort Erie to Toronto, it gives 28 cents, but this is unavoidable, and is on
the safe side, being the lower. In the absence of the members of the advisory com-

10

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

"mittee, I left a copy of this scale with the committee's rate clerk in Montreal on the
'19th inst., but although they were again in the city by the end of the week I have not
heard from them.

In Appendix ' A ' to this report I have placed the three scales, ' L,' ' M ' and * N,'
'side by side, showing in each the mileage groups and the 1st class rates, also the lengths
of the various groups.

Appendix ' B ' shows the rates from Toronto and Hamilton to about forty of the
•principal points north and west of Toronto ; Appendix ' C ' the rates to the same points
from London and Windsor, as they are at present in the column headed ' now,' and
las they would be under scale ' L,' ' M ' or ' N.' The red figures indicate advances ;
'under scale ' N ' there are none. The reductions in the 1st class rates under scale
<" N ' run from 2 cents to 8 cents per 100 lbs., and, of coui-se, the lower classes will be
scaled as usual, 5th class being 50 per cent of 1st class.

Although I have limited the exhibits to Toronto, Hamilton, London and Windsor,
•as sufficient for my purpose, it will be understood that the same scale will be used in
revising the tariffs at the other common and distributing points ; for example,. Guelph,
Gait, Brantford, St. Catharines, Chatham, &c. It is also understood that the scale
will be departed from in those cases where the longer route has to make reductions to
meet the shorter, without necessarily reducing the intermediate rates; in other words,
mileage equilization may be made by reducing the scale rates under the authority of
section 315, subsection 5, and section 329 of the Railway Act.

Coming now to the eastbound group rates. The scheme proposes the continuation,
with some changes necessitated by mileage, of the existing groups in the territory
between the G.T.R. Toronto-Point Edward main line and Lake Erie; except that in
consequence of the controlling rates from Buffalo, and the changed conditions along
the Welland canal, the entire section between the Welland canal and the ]Sl"iagara
jriver is to be incorporated in the lower Merritton-Grimsby group.

From this territorj^ the present and proposed 1st class rates to Montreal are as
follows : : —

From

Windsor, Chatham, Newbury, Petrolia, Saniia, etc. .

Strathroy

Glencoe, Komoka, Parkhill

London, St. Thomas, St. Maty's,

Woodstock, Ingersoll, Tillsonburg, Stratford, Simcoe.

Berlin, Gait, Paris, Brantford

Guelph

Welland...

St. Catharines, Meritton, Grimsby

Hamilton, Dundas, Oakville. Port Credit, Brampton.

Toronto

Present
Winter.

Present Proposed

Summer. Winter and Summer.

60
60
68
56
56
50
50
44
44

42

40

58 (Detroit rate)

56

56

54

52

50

48

48

48
(4C), with 42 summer
I from Hamilton.

44 w. 40 s.

REPORT OF THE COMMISSIONERS 11

SESSIONAL PAPER No. 20c

North of the G.T.R. Toronto-Point Edward main line the territory will be
similarly grouped on the basis of the mileage scale, but with the rates for equal dis-
tances from the southern territory, as described above, as minima. The following are
a few of the present and proposed 1st class rates to Montreal, viz. : —

From

Goderich

Kincardine, Southampton

Owen Sound

Collingwood

Mount Forest, Harriston, Palmerston..

Fergus, Flora

Orangeville

Barrie

Present

Present

Proposed

Winter.

Summei.

Winter aud Summei.

68

60

56

70

60

58

70

60

56

68

60

56

68

60

52

60

50

50

64

64

48

64

50

52

It is necessary to bear in mind in making these comparisons that in the past
summer rates (they apply only to points east of and including Peterboro' and Trenton)
have been conceded from only comparatively few of the shipping points west of
Toronto — competitive points mostly — by far the greater number have never had lower
rates in summer than in winter.

It is understood that the companies will continue, if necessary, to meet the com-
petition of the lake lines at actual competitive water i)oints, even if lower than the
proposed rates of the groups to which such points belong, but these' competitive rates,
which are authorized by the Railway Act, will probably be confined at such points as
St. Catharines, Merritton, Welland, Windsor, &c.. to commodity rates. The com-
panies consider that they should be permitted to do the same at Toronto, but I am
dtrongly in favour of continuing also the summer class rates from Toronto on the
basis of 40 cents 1st class, and have so advised the railway people; and I think the
same principle should prevail at Hamilton, both these points being large shippers of
general merchandise, while the other water points are not. I am strengthened in this
opinion by the fact that although the winter rates from Toronto to Montreal will be
reduced to the westbound basis, as contended for by the Board of Trade, the east-
bouiid summer rates will still be higher than the westbound by 4 cents per 100 lbs. on
1st class freight — 40 cents eastbound as against 36 westbound.

Some explanation is necessary with regard to the Buffalo rates, which have not
been made the maxima from the Canadian side as the Detroit rates have from "Windsor
and the Port Huron rates from Sarnia. The 1st class, rate from Buffalo to Montreal
is 44 cents; the suggested rate from Fort Erie and itnermediate points in the same
group is 48 cents — 4 cents higher than Buffalo. To apply the Buffalo rates from Fort
Erie and Suspension Bridge would, however, destroy the whole structure, for the
Buffalo rate is the proposed winter rate from Toronto; cousequently if the Buffalo
.rate were applied from Canadian frontier points, Hamilton and Toronto could not be
higher — to preserve the scheme of grouping they would have to be lower. But if the
winter rate Toronto to Montreal were made less than 44 cents, the westbound rates
from Montreal would undoubtedly be reduced to the same level, and so further difficul-
ties would be created. It seemed, therefore, to be reasonable under the circumstancse, to
advance the Buffalo rates on paper to 48 cents 1st class, to be followed by a com-
petitive tariff on its present basis, namely, 44 cents. The alternative is for the New
York Central to advance its Buffalo-Montreal rates to the 48 cent basis, and thus
make the suggested competitive tariff unnecessary. But it is doubtful if the New
York Central Company will do this, as it would interfere seriously with its rates from
such points as Dunkirk and Erie on the Lake Shore. Efforts were made to avoid this
discrepancy at the Niagara frontier, but unsuccessfully. I do not consider the dis-

12

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

crimination a serious one, especially as its removal would create more serious difficul-
ties elsewhere.

The territory between Toronto and Montreal has been regrouped so as to secure
reasonable gradation of mileages and rates. The following are examples of present
■and proposed 1st class rates from Windsor, viz. :

To

Present.

Proposed.

Whitby, Oshawa

44
46
46

48
54
54
60
60
66
70

40

Bowmanville, Newcastle

Port Hope, Cobourg

40
42

Trenton, Belleville

41

Napanee

46

Kingston

48

Brockville

Prescott

Cornwall .

Montreal

50
52
54

58

From stations east of Toronto — from what is known as the Midland division — to
Montreal, &c., the straight mileage scale will apply.

To points west and east of Hull, and east and south of Montreal, I propose the
following groups and rate bases, in which the companies concur, namely: —

To Aylmer

Gatineau to Buckingham, inclusive ,

East of Buckingham Junction to and including St. Augustine and

St. Eustache

Ste. Theresa Junction to St. Rose, inclusi ve

St. Vincent de Paul to Joliette Junction, inclusive

Lanerie to Three Rivers, inclusive, including Berthier

East of Three Rivers to Quebec, inclusive

East and South of Montreal to and including Ste Rosalie, St. Johns,

St. Isidore, Howick Junction and Cecile Junction

Doucet's Landing, Victoriaville, Dixville and east of Ste. Rosalie ;

also south of points named in preceding group (C.P.R. group to

correspond)

East of Victoriaville to Point Levis

Proposed Basis.

4 cents over Hull.
6

Present
Basis.

Montreal.

6
6 to 10

10

10

6 to 10

10 to 12

14

6 to 10

10 to 14
14

' I have endeavoured to give a general outline of the underlying principles of the
proposed scheme and of the reductions which it is expected to produce, but in making
tip the tariffs it may be found that some slight changes may have to be made here
and there.

My recommendations are as follows, namely: —

(a) That the special local clas tariffs of the Grand Trunk, Canadian Pacific,
Michigan Central, Pere Marquette, Wabash, Toronto, Hamilton and Buffalo, and
Canadian Northern Ontario Eailway Companies, east of Lake Huron and Sudbury,
and south of the Ottawa river, be revised so as to place them all on the same mileage
scale, and for this purpose the table of mileage rates lettered ' N,' and shown in Ap-
pendix *' A ' of this report, be adopted as the bases by the said companies, subject to
such reductions from the said mileage table between common or competitive points
as may be considered necessary under the authority contained in section 315, sub-
section 5, and section 329 of the Eailway Act; the rates in all cases to be based on
the shortest practicable mileage.

REPORT OF THE COMMISSIONERS

13

SESSIONAL PAPER No. 20c

(b) That, subject to clause ' D,' for the purpose of compiling through special
winter and summer class freight tariffs from points west of Toronto to points east
thereof, the territory south of and including the Grand Trunk Eailway Company's
main line Toronto to Point Edward, via Stratford, be divided into groups on the
principle now existing, bxit modified by the mileage table referred to in clause (a) ; all
points on the Welland canal to be included in the Fort Erie-Stoney Creek group, and
the rates to Montreal to be as outlined in the memorandum of the Toronto conference
of May 23, as follows: —

From.

Rate.

Class.

Windsor, Amherstburg, Courtright, Samia, Newbury, Alvinston, and Forrest

From intermediate points east to and including Hyde Park

London, St. Thomas, St. Mary's, Thamesford, Port Burwell and Port Rowan

Woodstock, IngersoU, Stratford, Waterford and Port Dover

Berlin, Gait, Brantford

58 cents

56

54

52 „

50 „

48 „

48

46

44 „

1st Class.

Guelph

Fort Erie, Suspension Bridge, Port Colborne, Welland, St. Catharines,
and Grimsby

••

Merritton, Dundas, Oakville and Georgetown

Toronto

"

(c) That the territory north of that covered by clause (b) and west of and in-
cluding the Grand Trunk line between Toronto and Barrie be similarly grouped and
the rate table referred to in clause (a) applied, but with the rates for equal distances
in the territory covered by clause (b) as minima.

(d) That from points competitive with the lake and river lines the companies
may publish from and to such competitive points, during the season of navigation,
such commodity rates as may be necessary to meet the competition of the water
carriers, and shall also publish from Toronto and Hamilton to Ottawa and Montreal,
and intermediate points, competitive class tariffs on the basis now existing, but not to
exceed the mileage rates referred to in clause (a).

(e) That the through rates from the aforesaid groups be reasonably graduated
to points east of Toronto on the basis outlined for the Grand Trunk main line at the
Toronto conference of May 23, 1907, with corresponding scaling along the line of the
Canadian Pacific Railway.

(f) That the eastbound rates from the territory east of Toronto and Orillia, and
east of and including Depot Harbour, Parry Sound and North Bay, be in accordance
with the mileage table referred to in clause (a), having regard to the adjoining group
rates under clause (c).

(g) That to points in Quebec west and east of Hull and east and south of Mon-
on the lines of the Grand Trunk and Canadian Pacific Eailway Companies, the
through rates from the grouped territory as defined in clauses (b) and (c), be arrived
at in accordance with the scale shown on page 23 of this report.

(h) That the companies and their United States connections be permitted to
substitute the Canadian freight classification for the official classification from Detroit
and Port Huron and from points west thereof vit the Detroit and St. Clair river cross-
ings, and to scale the lower classes on the 1st class rates now current. The Canadian
classification to be substituted for the official from Central Freight Association points
via the Niagara frontier. (Re Buffalo proper see footnote.)

(j) That the rates from Canadian points on the Detroit and St. Clair river
frontier to all points east to the Atlantic and north to the Ottawa river shall in no
<iase exceed the rates from Detroit and Port Huron as fixed by clause (h).

(k) That in the adjustment of the international rates referred to in clause (h)
the rates on raw materials from points in the United States to points in Canada shall

14

RAILWAY COilMISSIOXERS FOR CANADA

8-9 EDWARD VII., A. 1909^

not be advanced at the instance, direct or indirect, of the companies operating in
Canada, by reason of the changes in the rate bases herein permitted or prescribed.

(1) That no change shall be made in the westbound rates from Montreal to the
grouped territory west of and including Toronto and intermediate points, as a con-
sequence of this order of the board.

Respectfully submitted,

J. HARD WELL,

Chief Traffic Officer.
A. D. Cartwright, Esq.,

Secretary, B.R.C.

Note. — In clause ' b , with respect of the rates from Fort Erie, &c.. I have made no refer-
ence to the proposed readjustment of the Buffalo rates to Montreal which is referred to in
my report. The raising of the Buffalo rates on paper to the 48 cent basis, and the substitu-
tion of the present 44 cent basis by competitive tariff, would simply be a means to an end;
and having regard to the explanation I have srivg^n I am of the opinion that a departure
from the long and short haul clause might reasonably be authorized by the board in this
case.

APPENDIX ' A.

SCALK 'L.'

Scale 'M.'

SrALK 'N.'

Group

Distance

1
Rate.

Group

Distance

Rate.

]

1 Group

Distance

Rate.

Length.

Groups.

Length.

Groups.

i Length.

j

Groups.

Miles.

Miles.

i
Cents.

Miles.

Miles.

Cents.

Miles.

Miles.

Cents.

To 5

8

To 5

8

To 5

8

5

6 M 10

10

5

6 M 10

10

5

6 M 10

10

6

11 M 15

12

5

11 M 15

12

5

11 .. 15

12

5

16 M 20

14

5

16 M 20

14

5

16 >, 20

14

10

21 M 30

16

10

21 ,. 30

16

10

21 M 30

16

10

31 M 40

18

10

31 .. 40

18

10

31 ,. 40

18

10

41 M 50

20

10

41 .. 50

20

10

41 .. 50

20

10

51 u 60

22

10

51 .. 60

22

15

51 .. 65

22

10

61 M 70

24

10

61 ., 70

24

15

66 .. 80

24

10

71 .. 80

26

10

71 .- 80

26

20

81 -, 100

26

20

81 M 100

28

15

81 „ 95

28

25

101 M 125

28

20

101 M 120

30

15

96 ,. 110

30

25

126 .■ 150

30

35

121 .. 155

32

30

111 ,. 140

32

1 25

151 „ 175

32

35

156 ., 190

34

30

141 ,. 170

34

' 25

176 ,. 200

34

35

191 „ 225

36

30

171 .. 200

36

25

201 1, 225

36

30

226 ., 255

38

30

201 ., 230

38

1 25

226 M 250

38

30

256 „ 2S5

40

30

231 M 260

40

30

251 M 280

40

30

286 ., 315

42

30

261 -, 290

42

i 30

286 .. 310

42

30

316 .. 345

44

30

291 M 320

44

1 30

311 .. 340

44

30

346 M 375

46

30

321 .. 350

46

30

341 „ 370

46

30

376 >. 405

48

30

351 M 380

48

.SO

371 M 400

48

30

406 M 435

50

30

381 M 410

50

35

401 M 435

50

30

411 M 440

52

35

436 M 470

52

30

441 M 480

54

35

471 M 505

54

40

481 ., 520

56

35

506 „ 540

56

40

521 „ 560

58

1 35

1

541 ■■ 575

58

(Sgd.)

J. HARDWELL.

REPORT OF THE COMMISSIONERS

SESSIONAL PAPER No. 20c

15

APPENDIX ' B.'

Sheet 1.

Comparison between Present and Proposed First Class Rates from Toronto and

Hamilton.

From Toronto.

To

Miles.

From H.\milton.

Miles.

Now

L.

M.

N.

Now

L.

M.

N.

30

18

16

16

16

Georgetown

33

20

18

18

18

39

22
22

18
18

18
18

18
18

40

Tottenham

62

24

24

24

22

43

24
24
24

20
20
22

20
20
22

20
20
22

67
40
20

26
24
14

24
18
14

24

18
14

24

49

18

54

Harrisburg

14

58

24

22

22

22

....Gait

31

18

18

18

18

60

28

22

22

22

.... Brantford

25

16

16

16

16

63

22
26
26

*24
24
24

*24
24
24

22
22
22

. . Berlin

52
60
92

24

24
26

22
22

28

22
22

28

22

63

. . . Elora

22

63

AUandale

26

64

26

24

24

22

Harris

29

18

16

16

16

64

26

24

24

22

Barrie

93

26

28

28

26

66

26

24

24

24

Fergus

63

26

24

24

22

83

30

28

28

26

.... Woodstock

48

22

20

20

20

86

30

28

28

26

....Orillia

115

30

30

32

28

87

30

28

28

26

Mount Forest

101

32

30

30

28

89

30

28

28

26

. . . Stratford

61

24

24

24

22

92

30
32
30
32

28
28
28
28

28
28
28
28

26
26
26
26

89

58

95

108

30
24
32

32

28
22
28
30

28
22
28
30

26

92

22

93

. Harriston

26

95

Collingwood

28

99

32

28

30

26

. . St. Marv's

71

26

26

26

24

101

32

30

30

28

Listowel

90

£0

28

28

26

102

34

30

30

28

130

34

32

32

30

111

36
34

30
30

32

32

28

28

77
140

30
34

26
32

26
32

24

112

Gra\ enhurst

30

116

34

30

32

28

Meaford ...

130

34

32

32

30

119

34
36

30
30

32
32

28
28

116
148

34
38

30
32

32
34

28

119

. . . Midland

30

119

36

30

32

28

... St. Thomas

85

30

26

26

24

120

34

30

32

28

....Wingham

119

34

30

32

28

122

34

32

32

28

... Owen Sound

160

34

34

34

32

122

3C
36
38
38

32
36
32
34

32
32
34
34

28
30
32
32

Clinton

94
106
148
147

32 J
34
38
38

28
30
32
32

28
30
34
34

26

134

.... (.ioderich

28

151

30

159

. . . Kincardine

30

162

34

34

34

32

Wiarton

158

34

34

34

32

176

38
40

34
36

36
36

34
36

141

187

36
38

32
34

34
36

30

221

. . . Windsor

34

227

46

38

38

38

. . North Bay

256

46

49

40

40

Figures shown by * are increases over j resent rates.

(Sgd.)

J. HAEDWELL.

16

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDV/ARD VII., A. 1909

APPENDIX 'C

Sheet 1.

Comparison between Present and Proposed First Class Rates from Windsor and London.

From Windsof.

Miles.

4(1
108
110
130
133
139
143
158
160
165
168
169
172
172
179
181
183
185
187
187
192
196
199
202
208
213
23?

Now.

24
30
30
36
34
36
36
36
38
36
38
38
38
40
38
42
38
42
38
42
42
42
42
40
44
42
46

L.

20
30
30
32
32
32
32
34
34
34
34
34
34
34
34
34
34
34
34
34
36
36
36
36
38
36
38

M.

20
30
30
32
32
32
34
34
34
34
34
34
36
36
36
36
36
36
36
36
36
36
36
38
38
38
40

N.

20
28
28
30
30
30
30
32
32
32
32
32
32
32
34
34
34
34
34
34
34
34
34
36
36
36
38

To

.Chatham . . .
.St. Thomas...

. London

. Ingersoll ....
.St. Mary's . . .
. Woodstock , . .
. Stratford ....

. Paris

. Clinton

Brantford ...

Harrisburg . . .

. Berlin

. Goderich . .
.Listowel . . . .
.Gait ...
. Palnierstou . .

Guelph

. Wingham. ...
.Hamilton ....

. Harriston

.Mount Forest

Flora

. Fergus

. Georgetown . .
.Walkerton . . .
.Kincardine. . .
.Tottenham .. .
.Windsor

From London.

Miles. Now. L.

92

98

103

122

110

14
16
16
20
22
22
26
24
24
26
24
24
26
30
28
30
28
28
30
30
30
32
34
36
30

14
16
16
18
20
22
22
22
22
24
24
22
26
26
26
26
5'6
28
28
28
2-!
28
30
32
30

M.

14

16

16

18

20

22

22

22

22

24

24

22

26

26

26

26 i

26 i

28 i

28 1

28 I

28 '

30

30

32

30

22
12

h"

16
16

18
20
22
22
22
22
22
22
22
24
24
24
24
24
26
26
26
26
26
28
28
28

REPORT OF THE COMMISSIONERS
SESSIONAL PAPER No. 20c

17

APPENDIX 'C

Sheet 2.
Comparison between Present and Proposed First Class Rates from Windsor and London.

Froj

[ Windsor.

To

Fro

M LON

DON.

Miles.

Now.

L.

M.

N.

Miles.

Now.

L.

M.

N.

236
240
250

46
46
46
50
50
50
50
50
50
50
52
50
68

38
38
38
38
40
40
40
40
42
42
42
44
50

40
40
40
40
42
42
42
42
44
44
44
44
52

38
38
38
40
40
40
40
42
42
42
42
44
50

.... Beeton

.... Southampton

Wiarton

126
130
140
142
151
152
168
174
189
190
200
207
315

36
36
36
36
.^8
38
38
40
40
42
42
44
52

32
32
32
32
32
32
34
34
34
34
36
36
42

32
32
32
34
34
34
34
36
36
36
36
38
44

30
30
30

252

.... Owen Sound

30

261
262

278

.... Allandale

. . . .Barrie,

. . . Colling^vood

32
32
32

284

Orillia

32

299
300

. . Meaford

. . . Penetang'

34
34

310
317
425

Gravenhurst

Midland

North Bay

34
36
44

(Sgd.)

J. HAEDWELL.

Ottawa, July 5, 1907.

Memorandum.
T.D. No. 18.

BE INTEENATIONAL AND TORONTO BOARD OF TRADE RATE CASES.

File No. 609.
Case No. 1314.

File No. 710.
Case No. 368.

SUPPLEMENTARY REPORT XO. 1 OF CHIEF TRAFFIC OFFICER.

The board accorded an informal bearing to-day to tbe advisory committee of the
Canadian Freight Association who desired to express their objections to the proposed
mileage scale ' N/ which I left with the committee's rate clerk in Montreal on the
19th June. That scale, as explained in my report, was intended to overcome the
proposed competitive tariff between Windsor and Toronto, and the advance in the
Hamilton rates to points north of Beeton Junction and Allendale. The working out
of this scale, however, obviously reduced the committee's scale ' M ' rates for mileage
lother than those affected by the Toronto and Hamilton rates, to the extent that the
rates for distances over 100 miles would be so reduced as virtually to give a scale
lower than 'D,' which was the one the companies objected to at the outset and which
their statements submitted were intended to prove would result in so great a loss of
revenue.

20c— 2

18 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Eecognizing the force of these objections I have arranged with the advisory com-
mittee to make 36 cents basis Windsor to Toronto the maxima to intermediate points,
60 as to avoid the necessity for a separate competitive tariff to Toronto proper, also
to avoid any increases which scale ' M ' would make from Hamilton to points north of
Beeton and Allandale be repeating the present rates where these are lower than
scale ' M.'

With these modifications I am prepared tentatively to recommend the adoption
of the committee's scale ' M,' and for clause (a) of the recommendations in my report
to substitute the following, viz. : —

' (a) That the speciol local class tariffs (known as " town tariffs ") of the Grand
Trunk, Canadian Pacific, Michigan Central, Pere Marquette, Wabash, Toronto, Hamil-
ton and Buffalo and Canadian Northern Ontario Railway Companies, east of the
Detroit and St. Clair rivers, Lake Huron, Georgian Bay and North Bay, and south
of the Ottawa river, be reudced so as to place them all on the same mileage scale, and
that for this purpose the table of mileage rates lettered ' M ' and shown in Appendix
' A ' to this report, be adopted as the bases by the said companies, subject to such
reductions fro mthe said mileage table between common or competitive points as may
be considered necessary under the authority contained in section 315, subsection 5,
land section 329 of the Railway Act; the rates in all cases to be based on the shortest
workable mileage; subject also to Toronto rates on the basis of 36 cents 1st class as
the maxima from points on the Canadian side of the Detroit and St. Clair rivers to
points intermediate to Toronto, and to the present rates as the maxima from Hamil-
ton to points north of Beeton Junction and Allandale.'

I should add that the companies' scale ' M ' referred to above was accepted by
the manager of the transportation department of the Canadian Manufacturers' Associa-
tion as satisfactory to his association; also that in removing the discrimination between
the distributing towns, which forms part of the complaint of the Toronto Board of
Trade, general reductions have been made at such points as London, Brantford, Chat-
ham, St. Catharines, &c., which were really not applied for.

Respectfully submitted,

(Sgd.) J. HARDWELL,

Chief Traffic Officer.
A. D. Cartwright, Esq.,

Secretary.

REPORT OF THE COMMISSIONERS

19

SESSIONAL PAPER No. 20c

Order 3258.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA MEETING AT
OTTAWA SATURDAY, THE 6th DAY OF JULY, A.D. 1907.

Present:

A. C. KiLLAM,

Chief Commissioner.
Hon. M. E. Bernier^

Deputy Chief Commissioner.
James Mills^

Commissioner.

In the matter of the application of the Canadian Manufacturers' Association and
the shippers who were heard and represented at the hearings held by the board in
Windsor and Chatham, Ontario, in the month of May, 1906, and of the Board of Trade
of the city of Toronto, hereinafter called the ' Applicants.'

Upon hearing what was alleged on behalf of the applicants and counsel for the
railway companies, the evidence adduced, and upon the report and recommendation of
its chief traiSc officer, the board doth order: —

(a) That the special local class tariffs ( known as ' town tariffs ') of the Grand
Trunk Railway Company of Canada, the Canadian Pacific Railway Company, the
Michigan Central Railroad Company, the Pere Marquette Railroad Company, the
Wabash Railroad Company, the Toronto, Hamilton and Buffalo Railway Company,
and the Canadian Northern Ontario Railway Company, east of the Detroit and St.
Clair rivers. Lake Huron and the Georgian Bay and North Bay (east and southbound),
and south of the Ottawa river, be reduced so as to place them on the same mileage
scale; and that for this purpose the table of mileage rates, particularly set forth in
the schedule hereto annexed, marked ' A,' which is hereby made part of this order,
be adopted as the bases by the said companies, subject to si:ch reductions from the
said mileage table between common or competitive points as may be considered neces-
sary under the authority contained in sections 315 and 329 of the Railway Act; the
rates in all cases to be based on the shortest workable mileage, subject also to Toronto
rates on the basis of 36 cents 1st class as the maxima from points on the Canadian
side of the Detroit and St. Clair rivers to points intermediate to Toronto, and to
the present rates as the maxima from Hamilton to points north of Beeton Junction
and Allandale.

(h) That, subject to clause ' d ' of this order, for the purpose of compiling
through special winter and summer class freight tariffs from points west of Toronto
to points east thereof, the territory south of and including the Grand Trunin Railway
Company's main line Toronto to Point Edward, via Stratford, be divided into groups
on the principle now existing, but modified by the mileage table referred to in clause
' a ' of this order ; all points on the Welland canal to be included in the Fort Erie-
Stoney Creek group, and the rates to Montreal to be as outlined in the memorandum
of the Toronto conference of May 23, 1907, as follows : —

From

Windsor, Amherstbnrg, Courtright, Sarnia, Newbury, Alvinston and Forest.

From intermediate points east to and including Hyde Park

London, St. Thomas, >Sc. Mary's, Thaniesford, PortBurwell and Port Rowan.

Woodstock, Tngersoll, Stratford, Waterford and Port Dover

Berlin, Gait, Brantford

Guelph

Fort Erie, Suspension Bridge, Port Colborne, Welland, St. Catherines,

Grimsby

Merritton, Dundas, Oakville and Georgetown

Toronto

Class .

58 cents 1st class.

56

54 „

52 M

50 M

48

20c— 2i

20

RAILWAY C0MMI88I0:NER8 FOR CANADA

8-9 EDWARD VII., A. 1909

(c) That the territory north of that covered by clause ' b ' and west of and includ-
ing the Grand Trunk Railway Company's line between Toronto and Barrie be simil-
arly grouped and the rate table referred to in clause ' a ' be applied, but with the
rates for equal distances in the territory covered by clause 'b ' as minima.

(d) That from points competitive with the lake and river lines the companies
may publish from and to such competitive points, during the season of navigation,
such commodity rates as may be necessary to meet the competition of the water
carriers, and shall also published from Toronto to Hamilton to Ottawa and Montreal,
and intermediate points, competitive class tariffs on the basis now existing, but not to
exceed the mileage rates referred to in the said clause ' a.'

(e) That the through rates from the aforesaid groups be reasonably graduated to
points east of Toronto on the basis outlined for the Grand Trunin Company's main
line at the Toronto conference of May 23, 1907, with corresponding scaling along the
line of the Canadian Pacific Railway Company.

(f) That the eastbound rates from the territory east of Toronto and Orillia, and
east of and including Depot Harbour, Parry Sound and North Bay, be in accordance
with the mileage table referred to in the said clause ' a,' having regard to the adjoin-
ing group rates iinder clause ' c'

(g) That to points in Quebec west and east of Hull and east and south of Mon-
treal, on the lines of the Grand Trunk and Canadian Pacific Railway Companies, the
through rates from the grouped territory as de fined in clauses ' b ' and ' c,' be arrived
at in accordance with the following scale, namely: —

To Aylmer

Gatineau to Buckingham, inclusive

East nf Buckingham Junction to and including St. Augustine ; north
and south of Ste. Therese Junction to and including St. Jerome
and St. Eustache

Ste. Therese Junction to Ste. Rose, inclusive

St. Vincent de Paul to Jolieite, inclusive

Lanoraie to Three Rivers, inclusive, including Berthier

East of Three Rivers to Quebec, inclusive ,

East and South of Montreal to and including Ste. Rosalie, St. Johns,
St. Isidore, Howick Junction and Cecile Junction

Doucets Landing, Victoriaville, Dixville and East of St. Rosalie, also
south of points named in preceding group (C.P.R. group to cor
respond)

East of Victoriaville to Point Levis.

Rate.

Class.

4 cents over Hull 1st Class.

6

Montreal.

(h) That no special commodity rates now existing, which may be lower than the
corresponding class tariff rates therein prescribed, shall be advanced by reason of
the changes herein ordered, or without the sanction of the board.

(i) That the said railway companies and their connections in the United States
be permitted to substitute the Canadian freight classification for the official classi-
fication from Detroit and Port Huron, and from points west thereof via the Detroit
and St. Clair river crossings, also from Buffalo and Suspension Bridge, New York,
and, where necessary, from points south and west thereof via the Niagara frontier,
and to scale the lower classes on the first-class rates ncA, existing.

(j) That the rates from Canadian points on the Detroit and St. Clair river fron-
tier to all points east to the Atlantic and north to the Ottawa river shall in no case
exceed the rates from Detroit and Port Huron as fixed by clause (h).

(k) That in the adjustment of the international rates referred to in clause (h),
the rates on raw materials from points in the United States to points in Canada shall
not be advanced at the instance, direct or indirect, of the companies operating in
Canada by reason of the changes in the rate bases herein permitted or prescribed.

REPORT OF THE COMMISSIONERS

SESSIONAL PAPER No. 20c

21

(I) That no change shall be made in the westbound rates from Montreal to the
grouped territory west of and including Toronto and intermediate points as a con-
sequence of this order of the board.

(Sgd.) A. C. KILL AM,

Chief Commissioner,
Board of Raihvay Commissioners for Canada.

SCHEDULE "A."

1st Claris rates

1st Class rates

Distance Groups.

in cents per

Distance Groups.

in cent per

100 lbs.

100 lbs.

Miles.

Cents.

MUes.

Cents.

0 miles

to 5

8
10

141
171

miles to 170

200

34

6

10

36

11

15 ,

20

12

14
16
18

201
231
261
291

230

38

16

260.

40

21

30

290

42

31

40

320

44

41

50

20

321

350

46

51

60

22

351

380

48

61

70

24

381

410

50

71

80

26

411

440

52

81

95

28

441

4S0

54

96

110

30
32

481
521

520

560

56

111

140

58

Order ]^o. 3617.

THE BOAED OF EALLWAY COMMISSIONEES FOE CANADA MEETING AT
OTTAWA, THE 23rd DAY OF SEPTEMBEE, A.D. 1907.

Present :

A. C. KiLLAM^ Chief Commissioner,

Hon. E. M. Berxier, Deputy Chief Commissioner,

James Mills^ Commissioner.

In the matter of the applications of the Canadian Manufacturers' Association and
the shippers who were heard and represented at the hearings held by the board in
Windsor and Chatham, Ontario, in-the month of May, 1906, and of the Board of Trade
of the city of Toronto, hereinafter called the ' applicants.'

Whereas an order of the board was issued in the above application dated 6th July,
1907, and

Whereas the board has decided to issue a supplementary order amending said
order of the 6th July, 1907;

Upon the report and recommendation of the chief traffic officer of the board, the
board doth order: —

That clause ' i ' in the said ored of the 6th July, 1907, be, and the same is hereby,
cancelled, and the following clause substituted therefor: '(j) That the rates from
Canadian points on the Detroit and St. Clair river frontier to all points east to the
Atlantic and north to the Ottawa river shall in no case exceed the rates from Detroit
and Port Huron.'

(Sgd.) A. C. KILLAM,

Chief Commissioner,
Board of Railway Commissioners for Canada.

22 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Order No. 3925.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA MEETING AT
OTTAWA, THE 13th DAY OF NOVEMBER, A.D. 1907.

Present:

A. C. KiLLAM^ Chief Commissioner^

Hon. M. E. Bernier, Deputy Chief Commissioner,

James Mills, Commissioner.

In the matter of the application of the Canadian Manufacturers' Association and
the shippers who were heard and represented at the hearings held by the board in
Windsor and Chatham, Ontario, in the month of May, 1906, and of the Board of Trade
of the city of Toronto.

Whereas, by order of the board No. 3258, dated the 6th July, A.D. 1907, the board
directed that certain revised tariffs of freight tolls were to be prepared, and published
and filed by the railway companies;

And whereas it has decided to fix a date upon which the said tariffs shall come
into force;

Upon the report of the chief traffic officer of the board, the board doth order: —

That the revised tariffs of freight tolls referred to in the order of the board No.
3258, dated the 6th July, A.D. 1907, be, and they are hereby, ordered to come into
force, from points in Canada, not later than the 1st January, 1908.

(Sgd.) A. C. KILL Air,

Chief Commissioner,
Board of Railway Commissioners for Canada.

File No. 4609.

Case 1314. Order No. 4125.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA MEETING AT
OTTAWA, WEDNESDAY, THE 16th DAY OF DECEMBER, A.D. 1907.

Present :

A. C. KiLLAM, Chief Commissioner,
James Mills, Commissioner.

In the matter of the application of the Canadian Manufacturers' Association and
the shippers who were heard and represented at the hearings held by the board in
Windsor and Chatham, Ontario, in the month of May, 1906, and of the Board of Trade
of the city of Toronto, hereinafter called the * applicants.'

Upon reading the letters dated respectively 16th December, 1907, and 18th Decem-
ber, 1907, addressed to the secretary of the board by Mr. W. R. Maclnnes, chairman
of the advisory committee of the Canadian Freight Association, representing the
railway companies affected by the order of the board made on the 6th July, 1907,
No. 3258;

And upon hearing Mr. W. R. Maclnnes, chairman of the said advisory committee,
representing the said railway companies, the board doth order : —

That its said order No. 3258 of July 6 be, and the same is hereby, amended by
rescinding paragraph (1) of the said order;

' Provided that the adoption by the said railway companies, or any of them, of
rates or tolls for freight traffic from Montreal westbound equal to those required by
the said order be adopted in the reverse direction to Montreal, and the issue and putting
in force of tariffs thereof shall not prejudice the said railway companies, or any of

REPORT OF THE COMMISSIONERS 23

SESSIONAL PAPER No. 20c

them, to rescind or vary the said order, or to authorize any change or changes in the
rates or tolls required by the said order or in such rates or tolls from Montreal west-
bound.'

(Sgd.) A. C. KILLAM,

Chief Commissioner J
Board of Railway Commissioners for Canada.

Re Telephone Rates.

After the amendment of the Railway Act by which all telephone tolls to be charged
by any company having legislative authority from the parliament of Canada to con-
struct and operate a telephone system or line were made subject to the approval of
the board and to be filed with and dealt with by the board as therein provided, a special
commission, composed of G. F. Shepley, K.C., Toronto; W. S. Buell, barrister, Brock-
ville, and James Richardson, Brockville, was appointed by the Dominion government
to investigate telephone tolls and to assist the board in such investigations. The board
held its first sittings in this connection on 27th day of May, 1907, in the city of Mon-
treal, and its last sittings on the 19th day of June, 1907, in the same place. A large
amount of evidence was taken, and the late Chief Commissioner, A. C. Killam, K.C.,
was engaged in preparing the judgment of the board at the time of his death.

Investigation of Express Companies,

As stated in the Board's preceding report, the Railway Act was so amended so as
to bring express companies under the jurisdiction of the Board, and providing that all
express tolls are to be subject to the approval of the Board and to be filed with and
dealt with by the Board as therein provided. Owing to pressure of business of the
Board it was decided that a special commission should be appointed to assist the
Board in investigating thie rates of express companies, and the Dominion government
accordingly appointed Mr. G. F. Shepley, K.C., Toronto; Mr. W. S. Buell, barrister,
Brockville, and Mr, Richardson, accountant, Brockville, for such purpose. This com-
mission was also empowered to investigate telephone tolls, and after doing so, the
investigation of express tolls was taken up, and the Board held its first public sittings
in this connection in the city of Montreal, Que., on the 10th day of December, 1907,
Messrs. Shepley and Buell appearing as counsel to assist the Board, and the Canadian
Express Company, the Dominion Express Company, and the Canadian Northern
Express Company being represented by separate counsel. Owing to the illness and
subsequent death of the then Chief Commissioner of the Board, A. C. Killam, K.C., no
further sittings were held. In the meantime an order was made on the 26th February,
1908, on the application of the Express Traffic Association of Canada, on behalf of the
express companies subject to the jurisdiction of the Board, extending the time for the
filing and approval of tariffs of tolls of the express companies vintil the 1st day of
June, 1908, upon the terms and conditions set out in the said order.

The various express companies subject to the jurisdiction of the Board, and the
railway companies over which such express companies operate, were asked by the
Board to define what constitvited ' express traffic,' and the following circular was issued
in connection therewith : —

' Ottawa, July 11, 1907.
' Circular No. 10. Re Express Traffic.

'Dear Sm, — Under section 352 of the Railway Act, the Board of Railway Com-
missioners is empowered to prescribe what is carriage or transportation of goods by
express within the meaning of the Railway Act.

' I am directed to state that the Board thinl^s it would be advisable that " express
traffic " should be defined before the express companies' tariffs are approved by the

24 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Board, and that the Board desires to receive the views of the various companies in-
terested as to the division which should be made between express traffic and ordinary
railway traffic, and between the kinds of traffic to which express tariffs are to apply.
' The Board desires that the companies give the Board the benefit of their views
upon these matters on or before the 1st of September next and suggests that, for the
purpose, a conference might be had between the various intrests and some attempt
made to arrive at a harmonious settlement of these questions for submission to the
Board.

'Yours truly,

' (Sgd.) A. D. CAETWRIGHT,

'Secretary B.B.O.'

A number of replies have been received, and the matter is now engaging the con-
sideration of the board.

Car Shortage.

During the first six or seven months of the year 1907 the Board was in receipt of
a large number of complaints, chiefiy from the western provinces, in regard to the
car shortage and lack of motive power unquestionably prevailing, and to some extent
intensified by the unusual climatic conditions that prevailed in the western provinces
during the winter of 1906-7. The Board had previously authorized its chief traffic
officer to hold investigations and make inquiries regarding the equipment of the
principal railway companies operating in Canada, this action having been taken as a
result of the complaints of the Dominion Millers' Association that the supply of cars
for grain at the ports of transhipment on the Georgian Bay and Lake Huron was con-
siderably short of the requirements, but owing to the fact that the Board's Chi/if Traffic
Officer's time was very fully taken up with other matters, and the great amount of
labour involved in getting the necessary information in detail, progress in this direc-
tion was necessarily slow. The Board, however, has had added to its traffic depart-
ment an operating assistant to the Chief Traffic Officer, who, immediately after his
appointment in April, 1907, took up and investigated a large number of complaints
relating to car shortage, reference to which will be found in another part of this
report. Owing to the rapid commercial growth of the country during the past ten
years, the railway companies both in Canada, as in the United States and elsewhere,
have been unable to keep pace with the progress made, and as a consequence the trans-
portation problem had forced itself upon the consideration of the Board as a matter
requiring prompt action, and the Board felt it necessary to take immediate steps to
meet the then existing condition of affairs. The harvest of 1907 was below the aver-
age, and towards the close of the year a serious financial crisis occurred in the United
States, which necessarily affected trade conditions throughout the Dominion of
Canada, the result being that the car problem has assumed an altogether different
aspect. On the 31st of March the surplus in car order totalled 9,077 cars according
to the returns furnished to the ' Railway World.' In the United States and Canada
there were on the 5th February, 1908, 342,828 idle cars. For the time being, there-
fore, the equipment question seems to have solved itself. The Board feels that, while
it is very important that close attention be given to this subject of railway equipment,
it is also very necessary to bear in mind that the railway companies cannot be ex-
pected to always have on hand at a given time in a particular locality sufficient rail-
way stock to meet the maximum demand during ' rush seasons.' There is, however, a
point up to which the railway companies should be compelled to furnish proper and
adequate equipment, and it will be the object and duty of this Board to see that such
necessary equipment is provided, keeping in view the future transportation require-
ments of the country. If the business undertakings of the country continue to in-
crease proportionately during future years as they have done in the last decade, then

REPORT OF THE COMMISSIONERS 25

SESSIONAL PAPER No. 20c

the railway companies must add largely to their tracks, cars and other transportation
facilities.

Protection of Wooden Bridges.

The Board, having given careful consideration to the question of the protection
of wooden bridges, issued, in pursuance of powers conferred on it by sections 30 and
269 of the Railway Act, on the 3rd July, 1907, an order providing as follows : —

No. 3239.

1. That every railway company subject to the legislative authority of the parlia-
ment of Canada, operating by steam power any railway or railways, any part or parts
of which is or are constructed of or upon wooden trestles, shall during the months of
May, June, July, August and September in each year, for the purpose of protecting
such trestles from fire, place and keep upon every portion of its said railway or rail-
ways, where such trestles exist, watchman to the extent hereinafter required, and cause
such watchmen to inspect every trestle as soon as possible after the passage of a train
or locomotive over the same; provided that this clause shall not require any such
watchman to discontinue the following of one train to and over any other wooden
trestle on his division in the direction in which such train is going.

2. That where a track bicycle is provided for his use one watchman may be ap-
pointed for and have charge of a distance of five miles along the railway for the pur-
poses aforesaid, but where no such bicycle is provided, a watchman shall not be ap-
pointed for and have charge of more than a distance of two and one-half miles along
the railway.

3. Xhat every such railway company supply each of such watchman and keep him
supplied with two pails, and keep the same in good condition and fit for holding water.

4. That each such company place and maintain at each end of every such trestle a
barrel of the capacity of not less than forty-five gallons, and that, on every trestle
of over two hundred feet in length, every such company place and maintain barrels of
similar capacity at distances of not more than one hundred feet apart; provided that
the pile trestles crossing waterways shall not be required to be furnished with any
such barrels.

5. That every such company maintain and keep every such barrel in good repair
and in good condition for holding water, and cause such barrels to be kept full of
water, except so far as the water shall be reasonably and properly used for the pro-
tection of the trestle or as it may be lowered by natural causes; provided that as
often as the surface of the water shall be lowered in any such barrel to the extent
of fifteen inches from the top of the barrel such company cause the barrel to be forth-
with refilled with water.

6. That every railway company remove and keep clear from dead grass and brush
the whole width of its right of way under and along every such trestle.

7. That every such watchman, from time to time when any such trestle is injured
by a fire, as soon as posible report the same to the roadmaster on whose division he is
working; that in the event of any -such barrel or pail not being in good and efficient
condition for the holding of water, every such watchman having charge of the same,
as soon as possible, report such condition to the said roadmaster; that whenever the
height of water in any such barrel is lowered to the extent of fifteen inches from the
top of the barrel, every such watchman as soon as possible report such condition to
the said roadmaster.

8. That every such railway company failing or neglecting to comply with any of
the foregoing regulations be subject to a penalty of fifty dollars.

9. That every watchman failing or neglecting to make inspection of any such
trestle in accordance with the foregoing regulations, or failing or neglecting to make

26 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

any of the reports hereinbefore required of him when and as so required, be subject to
a penalty of twenty dollars for each such failure or neglect.

This order was subsequently amended on the 13th August, 1907, by providing that
it should not go into effect or operation during the then calendar year except as respects
trestle bridges of the length of 200 feet or more. It may transpire tha modifications
of the order may be found necessary, but in the meantime the board hopes that the
effect of the order will be to give the necessary protection to the travelling public as
well as to the employees of the railway companies.

Fire Protection Appliances.

The Board having had under consideration for some time the question of the
equipment of locomotive engines with fire protective appliances and having had the
matter investigated and reported upon by certain of its officers, pursuant to the powers
conferred on it by sections 30 and 269 of the Railway Act, issued an order proceeding
as follows: —

1. Every railway company subject to the legislative authority of the parliament
of Canada operating any railway by steam power shall cause every locomotive engine
used on the railway, or portion of railway operated by it, to be fitted and kept fitted
with netting mesh as hereinafter mentioned, namely : —

(a) On every engine equipped with an extension smoke box, the mesh to bo not
larger than 2^ x 2^ per inch of No. 10 Birmingham wire gauge, and to be placed in
the smoke box so as to extend completely over the aperture through which the smoke
ascends — the openings of the said mesh not to exceed a quarter of an inch and one-
sixty-fourths of an inch to the square inch.

(h) On every engine equipped with a diamond stack the mesh is not to be more
than 3x3 per inch of No. 10 Birmingham wire gauge, and to be placed across the
top of the stack so as completely to cover the same, the openings of the said mesh not
to exceed three-sixteenths of an inch and one-sixty-fourth of an inch to the square
inch.

2. Every railway company subject to the legislative authority of the parliament of
Canada operating any railway by steam power shall cause : —

(a) The openings at the back of the ashpans on every locomotive engine used on
the railway, or portion of railway operated by it, to be covered, when practicable, with
heavy sheet iron dampers, or, if not practicable, with screen netting dampers 2^ x 2i
per inch of No. 10 Birmingham wire gauge, such dampers to be fastened either by a
heavy spring or a split cotter and pins.

(h) Overflow pipes from the injectors to be put into the front and back part of
the ashpans and used during the months of April, May, June, July, August, Septem-
ber, and October.

3. Every railway company subject to the legislative authority of the parliament
of Canada shall provide inspectors at terminals where its locomotive engines are
housed and repaired, and cause them, in addition to the duties to which they may be
assigned by the officials of the railway companies in charge of such terminals : —

(1) To examine at least once in every week: —
(a) The nettings.

(h) Dead plates.

(c) Ashpans.

(d) Dampers.
(ej Slides, and

(f) Any other fire protective appliance or appliances used on any an dall engines
running into the said terminals.

(2) To keep a record of every such inspection in a book to be furnished by the rai-l
way company for the purpose, showing: —

(a) The number of the engines inspected.

REPORT OF THE COMMISSIO^^ERS 27

SESSIONAL PAPER No. 20c

(h) The date of such inspection; and

(c) The condition of the said fire protective arrangements and appliances.

4. No employee of any such railway company shall: —

(a) Do, or in any way cause, damage to the netting on the engine smokestack or

to the netting in front of such engine;

(h) Open the back dampers of the engine while running ahead; or

(c) Otherwise do or cause damage or injury to any of the protective appliances

used on the said engines.

5. Every such railway company allowing or permitting the violation of, or in
any other respect contravening or failing to obey the foregoing regulations, shall be
subject to a penalty of twenty-five dollars for every such oSence.

6. Every such employee contravening or failing to obey the said regulations, or
any of them, shall be subject to a penalty of fifteen dollars for every such offence.

7. No railway company subject to legislative authority of the parliament of
Canada shall burn lignite coal on its locomotive engines as fuel for transportation
purposes until such time as the board shall otherwise order or direct. Lignite coal
includes all varieties of coal, the properties of which are intermediate between wood
and coal of the older formations. Every such railway company burning, or permitting
to be burned, lignite coal on its locomotive engines in contravention of the regulation
herein in this behalf shall be subject to a penalty of twenty-five dollars.

8. Every railway company subject to the legislative authority of the parliament
of Canada operating a railway by the power of steam, in the province of Saskatchewan,
shall establish and maintain along the line of railway where the same passes through
prairie country in the said province, on each side of such line of railway and of not
less than three hundred feet in width from the centre of the railway, a good and
sufficient fireguard to be made by ploughing the land to the extent of not less than
sixteen feet in width on the side of the fireguard farthest from the railway, and by
burning or otherwise freeing from inflammable materials the spaces between such
ploughing and such line of railway.

9. Every railway company subject to the legislative authority of the parliament
of Canada operating a railway by the power of steam, in the province of Alberta, shall
establish and maintain along the line of railway where the same passes through prairie
country in the said province, on each side of such line of railway and of not less than
three hundred feet in width from the centre of the railway, a good and sufficient fire-
guard to be made by ploughing the land to the extent of not less than sixteen feet in
width on the side of the fireguard farthest from the railway, and by burning or other-
wise freeing from inflammable materials the spaces between such ploughing and such
line of railway.

10. Every such company shall, at all times, keep such fireguards free from weeds
and other inflammable material, and in such condition as not to allow fire to spread
thereon and therefrom through coals, cinders or sparks falling from or emitted by
engines upon its railway.

11. Provided, that no such railway company shall be bound to enter upon the
lands of another for any of the purposes aforesaid without the consent of the owner
of the said lands, unless such company can lawfully do so without being liable to make
compensation thereof; provided, also, that the said railway companies shall not be
required to establish and maintain such fireguards where the nature of the country
renders it impossible to do so, or where the doing so would involve serious loss and
damage to property — all such places and portions of line or lines to be specifically
described and reported to the board.

12. The fireguards herein provided for to be completed on or before the 1st day
of September of the present year, and after this year, on or before the 1st day of
August in each year, and in other respects these regulations shall take effect and be
operative on and from the 1st day of September next.

13. These regulations shall not have effect during the months of December, Janu-
ary, February or March in any year.

28

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VI!., A. 1909

14. Every railway company subject to the legislative authority of the parliament
of Canada disobeying or failing to comply with the provisions of these regulations
shall be liable to a penalty of one hundred dollars for every such disobedience or
failure to comply with the provisions of these regulations respecting fireguards.

Judgments of the hoard.

The summary of the principal judgments delivered by the board covering the
year ending March 31, 1908, prepaxed by the law clerk, Mr. A. G. Blair, will be found
in Appendix ' D.'

ROUTINE WORK OF THE BOARD.
Record Department.

Since the publication of the last report three clerks have been added to the staff
of the record department of thfi Board. This addition was rendered necessary owing to
the steady increase in the number of applications and the additional work entailed by
the placing of telephone rates and express companies' tolls under the jurisdiction of
the board. More commodious quarters have been provided for the staff of the record
department, but even with the additional room the space allotted is taxed to its fullest
capacity. As referred to in a previous report, this department is under the super-
vision of the Secretary of the Board, who, under the Board's authority, has delegated
the working out of all details in this connection to Mr. A. E. Ecclestone, secretary to
the secretary, who has proved himself an able and valuable assistant. By reference to
the subjoined table it will be seen that the number of applications, filings and orders
shows a very marked increase over that of the past year, and attention might here be
drawn to the uniformity of such increases.

With regard to the cases heard by the board at sittings during the year covered
by this report, it might be mentioned that 30,000 folios of testimony were taken by the
board at these sittings.

The following is a table of formal applications and informal complaints received
under the Act, documents filed, and orders issued by the board, compared with those
of the year ending March 31, 1907: —

Applications (including informal complaints)

Filings , .

Orders

April 1, 190G

to

March 31, 1H07.

2,936

2G,933

1.741

Ai»ril 1, 1907

to

March 31, 1908.

3,125
45,425

1,787

Increase.

189

18,492

46

It should here be noted that under the heading of applications in report ending
March 31, 1908, is included informal complaints, a list of which will be found under
Appendix ' E.' ^

Traffic Department.

Since the issuance of the last report there has been an addition of four clerks
to this department. This increase was in a large measure due to the fact that the
express companies and telephone companies are now under the jurisdiction of the
board. Additional space has also been provided by the removal of the storeroom to
the basement of the building occupied by the board and the taking down of the parti-

REPORT OF THE COMMISSIONERS 29

SESSIONAL PAPER No. 20c

tion separating the storeroom from the traffic department. The additional space
furnished does ont, however, altogether meet the requirements, and the room is only-
lighted from one end, rendering it necessary to use artificial light at the rear end of
the room a greater part of the year.

In connection with this department the recommendation of the board for the
appointment of an operating assistant to the Chief Traffic Officer, whose duty it is to
assist him in obtaining necessary information in regard to the equipment, station
accommodation, &c., of the various railway companies subject to the jurisdiction of
the board, has been carried out by the appointment of Mr. A. F. Dillinger, whose
report showing the work done since the date of his appointment, on April 12, 1907,
to March 31, 1908, will be found under Appendix ' I.' The necessity for such an ap-
pointment is amply set evidenced by the work accomplished by Mr. Dillinger as set
forth in detail of report.

A statement of the freight, passenger, telephone and express schedules filed with
the board between April 1, 1907, and March 31, 1908, will be found in conjunction
with the report of the chief traffic officer of the board under Appendix ' B.'

Engineering Department.

The board has had under consideration the appointment of an additional engineer
to this department, as it has been found, under existing conditions, undesirable to have
the chief engineer absent from headquarters to any considerable extent. Under the
present disposition of the staff Mr. H. A. K. Drury, second assistant engineer, has his
headquarters at Winnipeg, Manitoba, leaving the work at headquarters to be conducted
by the chief engineer, Mr. G. A. Mountain, and first assistant engineer, Mr. T. L.
Simmons, and, as not frequently happens, in connection with the work of this depart-
ment, both the chief engineer and assistant engineer are absent from the city at the
same time, causing inconvenience and delay in the transaction of the board's busi-
ness in connection with this department. A list of the examinations and inspections
ma.de by the engineering department for the year ending March 31, 1908, will be found
in Appendix ' F.'

Accident Department.

As pointed out in previous reports, the board found it impossible for one man
to make anything like an investigation of all railway accidents throughout the Domin-
ion of Canada, and the board therefore has added to its staff two assistant inspectors
of accidents, Mr, M. J. McCaul and Mr. Jas. Clark, the latter being located at Winni-
peg, Manitoba, and having the territory from Fort William, Ontario, west to the
Pacific coast under his immediate supervision. The number of investigations held
in regard to accidents is large and consequently considerable expense is entailed. The
Board has under contemplation the reorganization of this department with a two-fold
object in view. Firstly, greater promptness in dealing with accidents and the cause
of their occurrence; and, secondly, in reducing the expenses connected with the hold-
ing of such investigations. The Board has no doubt about the necessity existing for
this department, but it has felt that an adequate return was not being given for the
money exi)ended in connection with it. The Board hopes, however, that it will be able
to place the department on a more effective basis during the coming year. The report
of the accidents investigated, covering the year ending March 31, 1908, will be found
in Appendix ' G,' in conjunction with the rej)ort of the chief inspector of accidents.

It will be noted that the number of persons killed and injured, including passen-
gers and employees, on railways operating in Canada subject to the jurisdiction of
the board, for the year ending 31st March, 1908, shows a heavy increase over the
corresponding period for the year ending 31st March, 1907. In the case of railway
employees the increase in the number injured is over 150 per cent. This is a state

30 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

of affairs that calls for the immediate attention of the board with a view to ascertain-
ing what measures can be adopted by the railway companies to reduce the existing
dangers to life and limb of their employees. How far such accidents are due to
neglect on the part of employees to observe the rules of the companies and how far
they are attributable to the lack of adequate protection given by the companies them-
selves, is a matter that is now engaging the consideration of the board in connection
with the ' Uniform Code of Train Eules for all Canadian Eailways.'

Derailments and head-on collisions are accountable for about 40 per cent of the
total number of casuajties, as will appear from the report of the board's inspector of
accidents. The installation of the block system by the railway companies would no
doubt prove the most comprehensive measure as respects collisions, and it might here
be stated that this has been the experience of the Interstate Commerce Commission of
the United States as a result of investigations extending over a series of years.

Railway Equipment] and Safety Appliance Department.

This department is presided over by Mr. Jas. Ogilvie, inspector of railway equip-
ment and safety appliances, assisted by Mr. W. S. Blyth, assistant inspector. Mr.
Jas. Clark also performs certain duties in connection with his other duties as inspector
of accidents, the Board not having deemed it advisable at present to have an additional
inspector for such purpose residing at Winnipeg. The Board has no doubt about the
desirability of having ofBcials to inspect and report upon the condition of the rolling
stock of the various railways subject to the Board's jurisdiction, as well as to make
suggestions from time to tim.e to the Board in connection therewith, both as to the
protection of the public and the protection of the employees of the railway companies.
As in the accident department, so in the equipment department, the time that elapses
between the inspection, the making of the report and the action on the matter by the
board must of necessity be long deferred. Some means will have to be found for dis-
posing more promptly of reports in reference to defective equipment. The Board has
this matter under consideration and possibly a solution may be found by conferring
on its officers the power to direct that defective equipment may be set aside without
the necessity of referring the matter to the Board as at present. The Board under-
stands that this is the practice adopted by the Interstate Commerce Commission.

OhUuary.

It is with deep regret that this Board has to announce the death of its late chief
commissioner, Albert Clements Killam, K.C., who succumbed at Ottawa on the 1st of
March, 1908, after a brief illness to an attack of pneumonia. An able jurist, he
brought with him the ripened experience of years of service on the bench of the
Manitoba courts and finally in the Supreme Court of Canada, which particularly
fited him for the discharge of the duties connected with the office of chief commis-
sioner of this board. During the three years with which he was connected with the
boa.rd, Mr. Killam never spared himself and was untiring and indefatigable in his
efforts to carry into effect the purposes for which this Board was created. At all times
courteous and considerate to those who were brought in contact with him in the dis-
charge of his official duties, he earned the respect and esteem of all. His judgments,
which are on record in the various reports of the Board already issued, indicate that
Mr. Killam realized that the Railway Act was ' on trial,' and that it was well to pro-
ceed carefully and cautiously. He felt that when action was taken by the board,
there should be, as far as possible, no uncertainty in regard to the propriety and
correctness of such action. The Board feels that it is difficult to express in words a
just appreciation of the services rendered by its late chief commissioner.

REPORT OF THE COMMISSIONERS 31

SESSIONAL PAPER No. 20c

The vacancy caused by his death has been filled by the appointment on the 28th
of March, 1908, of the Honourable James Pitt Mabee, who resigned office as judge
pf the High Court of Justice, Ontario, to become Chief Commissioner.

(Sgd.) J. P. MABEE,

Chief Commissioner,

M. E. BEENIEE,

Deputy Chief Commissioner,

JAMES MILLS,

Commissioner.

March 31, 1908.

32

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

APPENDIX ' A.'

Staif of the Board of Railway Commissioners for Canada fcr the 3'ear ending

March 31, 1907.

TRAFFIC DEPARTMENT.

Name.

James Hard well.
A. F. Dillinger.
G. A. Brown. ...
C. E. McMamis.
C. C. Routiner. .
C. N. Ham .....
H. W. Messinger

J. S. Allen

G. T. Riddell . . .
F. Lalonde . . .
J. R. Usher ....
C. Chapman ....

Occupation.

Traffic Expert

Operating Assistant.

Chief Clerk

Clerk

Api

.)ointment.

Amount.

June

22, 1904 . . .

S 3,800 00

April

G, 1907....

1,800 00

June

22, 1904 . . .

2,000 00

Sept.

1,1904....

! 1,050 00

Aug.

14,1906....

1,050 00

Oct.

3,1904...

1,000 00

July

8, 1904 ....

950 00

Mav

6, 1907....

900 00

May

1, 1905 . . .

800 00

May

6, 1905....

900 00

May

6, 1907 . . . .

750 00

April

11, 1907....

600 00
$ 15,620 00

ENGINEERING DEPARTMENT.

G. A. Mountain.
T. L. Simmons. .
H. A. K. Drury.
John Murphy . . .
J. R. Foulds". . . .

Chief Engineer June

Fir.st Asst. Engineer Oct.

Second n « June

Electrical n May

Clerk Aug.

30, 1904....

S 4,800 00

3, 1904....

2,500 00

25,1906....

2,500 00

15, 1906....

1,500 00

14, 1906....

700 Oq

$ 12,000 00

RECORD DEPARTMENT.

J. W. Thomson

C. S. Huband

Chief Clerk

Clerk

1,

Sept. 1,1904....
May 1, 1905.. .
Aug. 14,1906....
Dec. 23,1904...
May 6,1907....
May 6, 1907 . . .
July 20,1904....
Aug. 14, 1905. .

$ 1,150 00
900 00

W. A. Jamieoon

750 00

J. B. Arbick

J. E. Martin

700 00
700 00

T. G. Viitton

700 00

D. I. Langelier

650 00

F. R. Demeis

600 00
$ 6,150 00

ACCIDENT DEPARTMENT.

E. C. Lalonde
M. J. McCaul
James Clarke
A. Lapointe. .

Inspector of Accidents

Asst. Inspector of Accidents

Clerk ....". .".....

July
May
May
May

20, 1904
6, 1907.
6, 1907.
6, 1907.

2,200 00

1,500 00

1,700 00

700 00

6,100 00

REPORT OF THE COMMISSIONERS
SESSIONAL PAPER No. 20c

S3

EQUIPMENT AND SAFETY APPLIANCE DEPARTMENT.

Name.

Occupation.

Appointment.

Amount.

James Ogilvie

W, S. Blyth

Inspector of Railway Equipment and
Safety Appliances

May 4, 1907 ....
May 6, 1907 . .

S 2,200 00
1,500 00

§ 3,700 00

SECRETARY'S DEPARTMENT.

A. E. Ecclestone.
G. F. Perley ...
E. A. H. Barber.

Secretary to Secretary Aug. 14,1906.

Clerk Jan. 2.1908

Stenographer May 8,1907.

$ 1,100 00
600 00
550 00

$ 2,250 Oo

LAW DEPARTMENT.

A. G. Blair

Law Clerk

Stenographer and Librarian

July 20, 1904....
May 1,1905....

$ 2, ,500 00
750 00

$ 3,250 00

ACCOUNTING DEPARTMENT.

E. A. Primeau [Registrar and Accountant .

May 7, 1904.

§ 2,100 00

PRIVATE SECRETARY TO CHIEF COMMISSIONER.

R. Richardson

May 1, 1905.

$ 1,600 00

STENOGRAPHERS.

L. M. Cameron

M. Hache

July 20,1904....
Dec. 31, 1907 . . .
July 20, 1904 ...
May 7,1904....

S 700 00
500 00

B Chevrier

900 00

L. J. Lewis

750 00

S 2,850 00

MESSENGERS.

T

J

Chandler

Chief

Messenger

and Court Usher ....

May
May
Dec.

7,
27,
31,

1904....
1907....
1907....

s

800 OO
500 00

T

D. Latour

500 00

$

1,800 00

CAR ACADIA.

G.Taylor Ccok,

$ 720 OO

20c— 3

34

RAILWAY COMMISSIOJSTERS FOR CANADA

8-9 EDWARD VII., A. 1909

APPROPRIATIONS, EXPENDITURES AND

RESOURCES.

Appropriations.

E.xpenditure
during 12 months
from Apr. 1, 1907

Unexpended
Balance.

Amount allowed by Statute for salaries of Members of Com-
mission 830,000.00

Amount voted by I'arlianient for Maintenance and Opera-
tion of the Board 90,000.00

S 28,166.63

86,504.79

9,007.80

§ 1,833.37
3,495.21

Amount voted by Parliament to pay expenses in connection

with reference to cases before Raih\Tiy Commission 10,000.00

992.20

Certified correct,

OTTA^VA, June 1, 1908.

EUG. A. PRIMEAU,

Registrar and Accountant.

REPORT OF TEE COMMISSIONERS 35

SESSIONAL PAPER No. 20c

APPENDIX B.

Ottawa, May 29, 1908.

Sm, — I have the honour to submit the report of the traffic department of the Rail-
way Commission to March 31, 1908.

Subjoined is a statement of the freight, passenger, express and telephone schedules
filed with the board between November 1, 1904, when, by order of the board, under the
authority of section 311 of the Railway Act, 1903, the railway compajiies commenced
filing their tariffs, and March 31, 1908, and from April 1, 1907, to March 31, 1908,
inclusive : —

GRAND TOTAL OF ALL SCHEDULES RECEIVED FROM NOVEMBER 1, 1904, TO AND

INCLUDING MARCH 31, 1908.
Freight :—

Local tariffs 2,366

supplements '....■. 2,956

Joint tariffs

supplements.

International tarifT s .
supplements .

er : —

Local tariffs

supplements.

Joint tariffs

supplements.

International tariffs. .
supplements. . . .

4,083
8,725

5,322
12,808
55,204

16,535
38,669

1.792
941

2,733
1,427
6,105

835
592

3,732
2,.S73

73,334

Express : —

Local tariffs

supplements.

Joint tariffs

supplements.

International tariffs
supplements. .

Telephone : —

Local tariffs

supplements. . .

Longdistance tariffs,
supplements. , . .

International tariffs. . .
supplements. . . .

1,668
3,856

697
1,296

5,524
1,993
1,701

1,027
1,450
1,171

1,432

269

655
372

1,086
364

300
871

.

10,265

9,218

3,648

Combined totals, all schedules S 96,465

20c— 3J

36 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

TARIFFS AND SUPPLEMENTS RECEIVED FROM APRIL 1, 1907, TO AND INCLUDING

MARCH 31, 1903.
Freight :—

Local tariffs C06

supplements 834

Joint tariffs 1,216

supplements 2,887

International tariffs 4,139

supplements 12,572

Passenger :—

Local tariffs 641

supplements 410

Joint tariffs 292

supplements 339

International tariffs 1,079

supplements 1,067

Express : —

Local tariffs 1,668

supplements 3,856

1,440

4,103

16,711

22,254

1,051

631

2,146

3,828

Joint tariffs 697

supplements 1,296

International tariffs : 1,432

supplements 269

5,524
1,993
1,701

Telephone : —

Local tariffs 655

supplements 372

9,218

Long distance tariffs 1,086

supplements 364

International tariffs 300

supplements 871

1,027
1,450
1,171

3,648

Combined totals, all schedules 38,948

The following are the more important orders and regulations relating to traffic
issued by the board to March 31, 1908, viz. : —

March 9, 1904. — Order permitting railway companies to continue their reduced
fares to clergyman; also to students of universities, colleges and schools, to and from
their homes.

June 28, 1904. — Reduction ordered in the rates on oiled clothing, in carloads, from
Toronto to Halifax, Winnipeg and Calgary.

July 16, 1904. — Canadian Freight Classification No. 12, with supplement No. 1
-and ruling circular No. 1, approved.

July 30, 1904. — Order reducing rates on cooperage stock in carloads.

July 30, 1904. — Railway companies ordered to cease charging prohibitive rates on
cedar lumber, ties, &c., and to substitute tolls which shall not discriminate between
cedar and other woods; also to amend the Canadian Freight Classification by includ-
ing rails, fence posts, telegraph poles, and ties with other forest products, instead of
carrying these commodities as formerly by ' special contract ' only.

July 30, 1904. — Railway companies directed to reduce their rates on glass bottles,
in carloads, from Wallaceburg, Ont., to Toronto, Hamilton, Berlin, London and Mon-
treal.

October 3, 1904. — Order regarding special rates on material and machinery for
new industries. Companies directed to report applications to the board, which will
'deal with each on its merits.

REPORT OF THE COMMISSIONERS 21

SESSIONAL PAPER No. 20c

October 3, 1904. — Application of Grand Trunk Railway Company for i)erniission
to charge a less rate on coaj to Cobourg, Ont., for manufacturing purposes than charged
to ordinary consumers and dealers declined.

October, , 1904. — Reduction ordered in the rates on coal from the Niagara

and Detroit frontiers to Almonte, Ont.

October 10, 1904. — Application of the United Factories for a si)ecial rate on logs,
Penetanguishene to Newmarket, Ont., declined,

October 10, 1904. — Order revising and reducing the classification of fruit and
prescribing a maximum charge for icing fruit cars in transit.

October 10, 1904. — Order reducing rates on split peas, for export, to the same basis
as flour, for export.

October 31, 1904. — Railway companies directed to desist from charging higher
rates on cedar lumber from the mills in British Columbia than charged on pine, fir
and spruce.

December, 29, 1904. — Disallowance of certain advanced freight tariffs on grain
products from Ontario to the Maritime Provinces, which had been issued without
legal notice. Companies directed to make restitution to shippers.

February 9, 1905. — Conditions prescribed under which railway companies may
make and report to the board special rates in certain cases, under section 275 of the
Railway Act, 1903.

February 9, 1905. — Order prescribing under what circumstances the board will
receive telegraphic notices of proposed changes in freight rates under emergency
conditions.

February 9, 1905. — Canadian Northern Railway Company authorized to carry
material and machinery for new industrial works at Fort Frances, Ont., at reduced
rates.

March 6, 1905. — Lower rates ordered on cattle from Ontario points to Montreal,
St. John, West St. John and Portland, for export, so as to bring them more into har-
mony with those paid by United States shippers.

April 15, 1905. — Railway companies ordered to discontinue charging higher rates
on grain between local points in Ontario and Quebec than charged on flour and other
grain products between the same points.

June 2, 1905. — Preferential coal rates from Port Stanley and Rondeau, Ont.,
ordered discontinued.

July 5, 1905.— Restoration ordered of rates formerly charged on metallic shingles,
the increase of which had checked shipments.

July 13, 1905. — Cartage and other allowances by railway companies to shippers
to offset disadvantages of location ordered discontinued, unless published in the com-
panies' tariffs.

July 25, 1905.— Grand Trunk Railway Company ordered to provide reasonable
and proper facilities for the interchange of traffic at London, Ont., and its tolls pre-
scribed for switching traffic to and from the Canadian Pa.cific Railway.

July 25, 1905. — Reduction ordered in rates from Ontario on all freight traffic to
Montreal, Quebec, and the Atlantic seaboard for export.

September 5, 1905. — Railway companies required to place their rates on coal from
frontier ports of entry, and lake ports, to interior points in Ontario on an equal mile-
age basis.

, 1905. — Equalization of freight rates ordered to points between North

Bay and Sault Ste. Marie, Ont., as between Toronto and Collingwood shippers.

September 19, 1905. — Order reducing rate charged at New Westminster, B.C.,
for switching grain to the distillery at Sapperton, and prescribing switching tolls
within the New Westminster terminals.

October 14, 1905. — Reduced rates prescribed on stone from Manitoba quarries to
Winnipeg.

38 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

October 14, 1905, — Reduced rates prescribed on stone from Manitoba quarries to
ordered to interchange carload freight without transhipment at Winnipeg and St.
Boniface, Man., for shipment from, or delivery at, those points.

October 31, 1905. — Reduced rates ordered on beans, in carloads, from shipping
points in Ontario.

November 15, 1905. — Provision made for the fair distribution of empty cars at
Lake Huron and Georgiaji Bay ports for the movement of Northwest grain during
car shortage.

November 28, 1905. — Interchange facilities ordered at Lindsay, Ont., between the
Grand Trunk and Canadian Pacific Railways, and tolls prescribed for switching
local traffic.

December 14, 1905. — Reduced rates prescribed on extra.-compressed hay and
fodder, in carloads, from Grand Trunk and Canadian Pacific Railway stations in
Quebec to Atlantic ports north of and including Boston, for export.

December 14, 1905. — Ordered tha.t rates on grain and grain products, in carloads,
from points west of Montreal to and including Cornwall and Finch, Ont., and south
of the St. Lawrence in the counties of St. Johns, Laprairie and Napierville, Chateau-
guay and Huntingdon, to points east of Levis, Que., shall not exceed the rates from
Montreal to the same points by more than 2 cents per 100 lbs., nor by more than the
differences existing at date of order.

January 6, 1906. — New car service or ' demurrage ' rules, more favourable to the
public tha,n the old, promulgated by the board for use on all railways subject to its
jurisdiction.

February 14, 1906. — Order reducing the rate charged by the Red Mountain Rail-
way Company for switching ore at Rossland, B.C., for the Trail smelter.

February 14, 1906. — Reduction ordered in the rate on grain, in carloads, from
the Canadian Pacific Railway's elevator at Owen Sound to unloading sidings within
the company's terminals at the same place.

February 19, 1906. — Canadian Northern Railway Company directed to replace
the siding to Messrs. Robinson & Son's coal and wood yard at Winnipeg, which had
been removed.

March 24, 1906. — Reduced minimum carload weights prescribed for freight loaded
in box cars longer than the standard length of 36 feet 6 inches.

March 24, 1906. — Additions ordered to the articles which may be shipped in mixed
carloads at carload rates.

March 24, 1906. — Reductions in minimum chargeable weight for light and bulky
articles requiring platform cars for carriage.

May 21, 1906. — Promulgation of additional' regulations relating to the publica-
tion and filing of freight and passenger tariffs.

June 6, 1906. — The minimum carload weight of charcoal authorized by the Cana-
dian Freight Classification not to be exceeded in commodity tariffs. Revision of com-
modity rates from Sault Ste. Marie ordered accordingly.

Jurue 29, 1906. — Reduced rates ordered on packing-house products, in cajloads,
from packing points in Ontario to Montreal, for export.

July 18, 1906. — Tolls prescribed to be charged by the Canadian Pacific Railway
Company for switching traffic interchanged with the Grand Trunk Railway Company
for loading or unloading at London, Ont.

July 19, 1906. — Authority granted the Dominion Atlantic Railway Company to
charge the express rate on fresh fish on special freight trains making express time,
Halifax to Yarmouth, N.S., for export to Boston, when so consigned, and in quantities
beyond the handling capacity of the express company.

July 31, 1906. — Renewal of the Montreal to Toronto westbound rate ordered on
wall paper from Toronto to Montreal and Ottawa, and as the maximum to inter-
mediate points, with corresponding reductions to points east of Montreal.

REPORT OF TEE COMMISSIONERS 39

SESSIONAL PAPER No. 20c

August 1, 1906. — Order, supplementing order of July 30, 1904, requiring the
carriage of railway ties to Canadian points at rates not exceeding the non-competitive
special tariff rates on common lumber; also to IJnited States joint rate points. Order
of July 30, 1904, against the Kingston and Pembroke Kailway Company made applic-
able to all railway companies.

August 11, 1906. — Railway companies ordered to abolish the additional arbitrary
rate of 5 cents per 100 lbs. hitherto charged to British Columbia coast points on trans-
continental traffic from eastern Canada; also to substitute the minimum carload
weights of the Canadian Freight Classification for the higher minima previously
charged on the said traffic when loaded in cars longer than the standard car of 36
(feet 6 inches; also to reduce the weight allowance on lumber used for bracing, or
otherwise safeguarding carload shipments of the said transcontinental traffic requir-
ing such protection, to the basis allowed elsewhere in Canada.

October 13, 1906. — Supplement No. Y to Canadian Freight Classification No. 12
approved.

October 13, 1906. — Nelson and Fort Sheppard and Canadian Pacific Eailway Com-
panies ordered to furnish adequate and suitable accommodation and facilities for the
carriage and interchange of lumber, shingles, &c., from Salmo and Ymir, B.C., to
eastern Canadian points.

November 9, 1906. — Rates reduced and prescribed on freight traffic to rail points
and lake ports of call in the districts of Kootenay and Yale, B.C.

November 12, 1906. — Supplement No. 8 to Canadian Freight Classification No.
12 approved.

November 13, 1906. — Express companies' forms of contract temporarily approved,
pending enquiry.

November 16, 1906. — Order, amending order of February 14, 1906, regarding
switching tolls to be charged by the Red Mountain Railway Company at Rossland, B.C.

November 19, 1906. — Promulgation of regulations relating to the publication and
filing of express tariffs.

November 19, 1906. — Grand Trunk and Canadian Pacific Railway Companies
authorized, under certain conditions, to refund to exporters of cheese the tolls collected
for cartage to tl e Montreal wharfs during the season of navigation, 1906, on joint
application of the said railway companies and exporters.

December 16, 1906. — Promulgation of regulations relating to the publication and
ffiling of tariffs of telephone tolls.

February 15, 1907. — Grand Trunk and Canadian Pacific Railway Companies
authorized, under certain conditions, to refund to exporters of cheese the tolls collected
for cartage to the Montreal wharfs during the season of navigation, 1906, on joint
application of the said railway companies and exporterers.

March 13, 1907. — Reduced rate prescribed on logs, in carloads, from Brule Lake,
Ont., to Renfrew, Ont.

March 18, 1907.— Canadian Pacific and Grand Trunk Railway Companies ordered
to reduce their passenger rates on all their lines in Canada, east of and including the
line of the Calgary and Edmonton Railway Company, to a maximum basis of 3 cents
per mile.

April 11, 1907. — Approval of supplement No. 8 to Canadian Freight Classification
No. 12.

April 12, 1907. — Telephone companies directed to file particulars of any free ser-
vice or tolls lower than the published tariff tolls allowed by the Board granted by
them ; also particulars of cases in which the service of the companies is given wholly
or partly for considerations other than monetary payments.

April 24, 1907. — Extending the time fixed in order of December 18, 1906, to July
1, 1907, for the filing and approval of tariffs of express tolls.

May 22, 1907. — Gran(ting leave to the St. John Ice Company to institute legal
proceedings against the New Brunswick Southern Railway Company for permitting

40 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

W. E. Scully to obtain lower rates of transportation than authorized or in force, and
for transporting ice at less than the published toll, in violation of the Eailway Act.

May 23, 1907. — Further extending time for the filing and approval of express com-
panies' tariffs until August 1, 1907.

May 23, 1907. — Time fixed by order of November 13, 190G, extended to August
1, 1907, authorizing the use of contra.cts, conditions, by-laws and regulations of
express companies.

May 30, 1907. — Authorizing the Canadian Pacific Eailway to grant reduced rate
from British Columbia points to Montreal and return to members of Bisley team.

June 4, 1907. — Authorizing the Niagara, St. Catharines and Toronto Eailway
Company to reissue its standard freight tariff with such additional mileages as are
required to cover extensions to Welland and Niagara-on-the-Lake, ajid dismissing
application of the company to conform to the Canadian Freight Mileage Tariff by
advancing certain of the rates previously in force on the older lines.

June 7, 1907. — Extending the time for the approval of the Bell Telephone Com-
pany's tariffs of tolls until August 13, 1908.

June 11, 1907. — Additional extension of time for approval of tariffs of express
companies to November 1, 1907, authorized.

June 22, 1907. — Approving form of general certificate of concurrence by express
companies in Canada in joint tariffs of international express freight rates from points
in the United States.

June 25, 1907. — Directing the Grand Trunk Eailway Company to furnish cars
and all proper fa.cilities for receiving, loading and transporting import traffic received
over the wharfs at Montreal, irrespective of cartage companies through whom the
traffic is ordered.

June 29, 1907. — Approving Canadian Freight Classification No. 13. (See Appendix

.)

July 2, 1907. — Ordering that the rate on imported iron and steel, in carloads,
from Montreal harbour to Simplex Eailway Appliance Company at Blue Bonnets be
2J cents per 100 lbs., including the service of checking the goods from the carter to
the ear.

July 3, 1907. — Approving Supplement Np. 9 to Canadian Freight Classification
No. 12.

July 4, 1907. — Eequiring railway companies to furnish the board with certain
information regarding junction points and joint tariffs, preparatory to the considera-
tion of joint tariffs generally.

July 5, 1907. — The Gra,nd Trunk Eailway Company ordered to issue third-class
tickets at 2 cents per mile, and to run third-class carriages daily between Toronto
and Montreal.

July 6, September 23, November 13, 1907. — International rate order. The Grand
Trunk, Canadian Pa.cific, Michigan Central, Pere Marquette, Wabash, Toronto, Ham-
ilton and Buffalo, and the Canadian Northern Ontario Eailway Companies ordered
to revise and republish their special local class freight tariffs (known as ' town
tariffs ') in the territory east of and including North Bay, and east of the Georgian
bay. Lake Huron and the St. Clair and Detroit rivers, and south of the Ottawa river,
on a uniform and modified mileage scale prescribed by the board; also to revise and
republish their through freight rates from central ajid western Ontario to eastern
Canadian points, the maximum rates from Canadian points on the Detroit and St.
Clair river frontier to all points east to the Atlantic a^d north to the Ottawa river,
not to exceed the rates on international traffic from Detroit and Port Huron to the
same points ; the revised rates to become effective not later tha.n January 1, 1908.
(See Appendix .)

July 6, 1907. — Eequiring the railway companies to furnish to the board various
particulars relating to their traffic operations, not covered by section 375 of the Eail-
way Act.

REPORT OF THE COMMISSIONERS 41

SESSIONAL PAPER No. 20c

July 17, 1907. — Authorizing the Canadian Pacific Eailway Company to provide
rates to British Cohimbia, coast terminals on grain and mill stuffs, for export to Asia,
by the issue of special rate notices.

July 26, 1907. — Standard passenger rate of Alberta Railway and Irrigation Com-
pany reduced to 4 cents per mile. Company also required to furnish return tickets
for transportation of passengers a,t one and two-third times single fare.

August 6, 1907. — Vancouver, Westminster and Yukon Railway Company and
the Canadian Pacific Railway Company ordered to furnish adequate and suitable
accommodation and facilities for the carriage of traific from jroints on the V. W. and
Y. Ry., to points on the Canadian Pacific Railway.

August 6, 1907. — Crow's Nest Southern Railway Company and the Canadian
Pacific Railway Company ordered to furnish adequate and suitable accommodation
and facilities for the carriage of traffic from points on the Crow's Nest Southern to
points on the Canadian Pacific Railway.

November 1, 1907. — Extending to March 1, 1908, the time for filing and ap-
proval of the Bell Telephone Company's tarifi"s of tolls.

November 1, 1907. — Further extension of time to May 1, 1908, authorizing the
use of existing contracts, conditions, by-laws and regulations of express companies.

November 1, 1907. — Extending the time for the filing and approval of the tariffs
of tolls of the express companies to March 1, 1908.

November 1, 1907. — Expending the time for the filing and approval of the North
American Telegraph Company's tariffs of tolls to March 1, 1908.

November 4, 1907. — The Grand Trunk Railway Company ordered to reduce its
rates from Rouse's Point, N.Y., to Coteau Junction and St. Polyoarpe, P.Q., to 80
cents per gross ton on anthracite and 70 cents on bituminous coal.

November 21, 1907. — Requiring the Grand Trunk Railway Company to change
its tariff C.R.C. No. E 425 so • that the tolls to be charged upon the class of paper
covered by said tariff from Merritton, St. Catharines and Thorold to Montreal shall
not be greater than the rates published therein from Brantford to Montreal.

November 22, 1907. — Temporarily approving the bills of lading, contracts, &c., of
the National and American Express Companies until March 1, 1908.

November 22, 1907. — Temporarily approving the bills of lading, contracts, &c., of
the United States and Great Northern Express Companies until March 1, 1908.

December 10, December 28, 1907; January 15, January 30, 1908. — Orders relat-
ing to arrangements for proper connections for passenger and mail traffic lat Brock-
ville, to be furnished by the Grand Trunk and Canadian Pacific Companies.

December 17, 1907. — Temporarily approving the Pacific Express Company's con-
tract forms until March 1, 1908.

December 19, 1907. — Approving certain traffic forms of the Maritime Express
Company until March 1, 1908.

December 19, 1907. — Approving forms of contract of the transportation of live
stock of the Nelson and Fort Sheppard, Vancouver, Victoria and Eastern and the Red
Mountain Railways.

January 30, 1908. — Authorizing the Chairman of the Official Western and Southern
Classification Committees to file with the Board copies of their freight classifications
and supplements on behalf of United States railway companies which file international
freight tariffs governed by these classifications.

February 26, 1908. — Extending till June 1, 1908, the time within w^hich the
North American Telegraph Company shall file and receive approval of its tariffs of
tolls.

February 26, 1908.— Extending till June 1, 1908, the time within which the Bell
Telephone Company shall file and receive approval of its tariffs of tolls.

February 26, 1908. — Extending till June 1, 1908, the time within which express
companies in Canada shall file and receive approval of their tariffs.

42 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Certain standard freight tariffs of the undennentioned companies have been aj)-
proved by the Board in accordance with section 327, the Railway Act, as follows : —

June 21, 1906 Tillsonburg, Lake Erie & Pacific Ry.

August 26, 1906 W, ,., ,,. -„

November 19, 1906. . . . /Klondike Mines Ry.

October 3, 1906 Chatham, Wallaceburg & Lake Erie Ry.

December 5, 1906 Brandon, Saskatchewan & Hudson Bay Ry.

December 26, 1906 Canadian Pacific Ry., Nicola Branch.

February 4, 1907 Vancouver & Lulu Island Ry., (operated by the British Columbia Electric Ry.

as Agents for the Canadian Pacific Ry.)

April 11, 1907 St. Maurice Valley Ry.

April 19, 1907 Qu'Appelle, Long Lake & Saskatchewan Railroad & Steamboat Company.

May 21, 1907 Canadian Northern Quebec Ry.

September 5, 1907 Alberta Railway & Irrigation Co.

October 4, 1907 Windsor. Essex & Lake Shore Rapid Ry.

October 4, 1907 ^

December 24 1907 rGrand Trunk Pacific Ry., between Portage LaPrairie and Rae.
January 30, 1908..!.!!;

August 26, 1906 | t^, ■,., ,,^. t,

November 19, 1906. . . . /Klondike Mines Ry.

September 17, 1906 Canadian Northern Ry., Thunderhill Branch.

November 22, 1906 Canadian Pacific Ry., new lines in Western Canada.

November 27, 1906 Canadian Pacific Ry., Guelph & Goderich Branch.

November 29, 1906 Vancouver, Victoria & Eastern Ry.

December 5, 1906 Canadian Northern Ontario Ry.

December 5, 1906 Brandon, Saskatckewan & Hudson Bay Ry .

December 19, 1906 Canadian Pacific Ry., Lacombe & Wetaskiwin Branches.

December 26, 1906 Canadian Pacific Ry., Nicola Branch.

January 9, 1907 Canadian Northern Ry., Ridgeville Section.

January 9, 1907 Qu'Appelle, Long Lake & Saskatchewan Railroad & Steamboat Company.

January 9, 1907 Canadian Northern Ry., Morinville Branch & Stony Plains Section.

February 8, 1907 Canadian Pacific Ry., between Curzon Jet. & Kingsgate, B.C.

February 14, 1907 Bedlington & Nelson Ry.

April 26, 1907 Grand Trunk Ry.

May 25, 1907 St. Maurice Valley Ry.

June 20, 1907 Brandon, Saskatchewan & Hudson Bay Ry., Bedlington & Nelson Ry., Nelson

& Fort Sheppard Ry., Red Mountain Ry., Vancouver, Victoria & Eastern

Ry. & Navigation Co.

August 27, 1907 Central Vermont Railway

October 4 1907 Windsor, Essex & Lake Shore Rapid Ry.

October 4, 1907 Bay of Quinte Ry.

October 4, 1907 Canadian Pacific Ry., between various points in Manitoba and .Saskatchewan.

November 19, 1907 Canadian Pacific Ry., between Nokomis and Lanigan, Sask.

November 22, 1907 Central Ontario Railway.

December 12, 1907 Michigan Central R.R.

January 9, 1908 Wabash R. R.

February 1, 1906 Kingston & Pembroke Ry.

February 18, 1908 Canadian Northern Ry.

March 6, 1908 Ottaw^a Electric Ry. Co .

I have the honour to be, sir,

Your obedient servant,
(Sgd.) J. HARD WELL,

Chief Traffic Officer.
A. D. Cartweight, Esq., .... \

Secretary, Board of !Railway Commissioners for Canada.
Ottawa.

REPORT OF THE COMMISSIONERS 43

SESSIONAL PAPER No. 20c

APPENDIX C.

LIST OF APPLICATION'S HEARD AT PUBLIC SITTINGS OF THE BOARD
COVERING THE PERIOD FROM APRIL 1, 1907, TO MARCH 31, 1908.

569. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 223 of the Railway Act, for authority to construct a branch line from
a point ' A,' on the main line in the city of Vancouver, south of False Creek draw-
bridge, to a point ' B ' on the company's property, nea,r Clark's Drive, as shown on
the plan filed with the board.

570. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 223 of the Railway Act, for authority to construct a branch line from
a, point marked ' A,' across the south shore of False Creek, east of Westminster
avenue, in the city of Vancouver, to a point marked ' B,' on Burrard Inlet.

571. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 223 of the Railway Act, for authority to construct a bra,nch line from
False Creek to Burrard Inlet, in the city of Vancouver.

572. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 175 of the Railway Act, 1903, for a.uthority to construct a branch line
in the city of Vancouver from a point 'A,' on the main line, north of False Creek
drawbridge, to a point 'B.'

573. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, in the city of Vancouver, over
Venables street, in the city of Vancouver.

574. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, in the city of Vancouver, over
Princess street.

575. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, False Creek to Burrard Inlet, over Cordova, street, in the
city of Vancouver.

576. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, False Creek to Burrard Inlet, over Parker street, in the city
of Vancouver.

577. Application of the Vancouver. Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Powell street, in the city
of rVancouver.

578. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, False Creek to Burrard Inlet, over Bums tstreet, in the city
of Vancouver.

579. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, Fa.lse Creek to Burrard Inlet, over Napier street, in the city
of Vancouver,

44 RAILWAY C0MMISSI02fERS FOR CANADA

8-9 EDWARD VII., A. 1909

580. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Hastings street, in the
city of Vancouver.

581. Application of the Vancouver, Westminster ajid Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Boundary avenue, in the
city .of Vancouver.

582. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, Fajse Creek to Burrard Inlet, over Caroline street, in the
city of Vancouver.

583. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Charles street, in the city
of Vancouver.

^ 584. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Scott street, in the city
of Vancouver.

585. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Hajris street, in the city
of Vancouver.

586. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 oi the Railway Act, for approval of crossing by branch line from a
point on the main line, False Creek to Burrard Inlet, over Barnajd street, in the city
of Vancouver.

587. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line, False Creek to Burrard Inlet, over Keefer street, in the city
of Vancouver.

588. Applica.tion of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on the main line. False Creek to Burrard Inlet, over Raymur avenue, in the
city of Vancouver.

589. Application of the Vancouver, Westminster ajid Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on its main line, False Creek to Burrard Inlet, over the lane between Keefer
and Princess streets, Vancouver.

590. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for approval of crossing by branch line from a
point on its ma,in line. False Creek to Burrard Inlet, over the lane between Napier and
Parker streets, Vancouver.

591. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross with its branch line from a
point on its main line, False Creek to Burrard Inlet, over the lane between Hastings
and Princess streets, Vancouver.

592. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to construct its branch line from a
point on its main line. False Creek to Burrard Inlet, over the lane between Harris
and Keefer streets, Vancouver.

592. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to construct its branch line from

REPORT OF THE COMMISSIONERS 45

SESSIONAL PAPER No. 20c

a point on its main line. False Creek to Burrard Inlet, over the lane between Harris
and Barnard streets, Vancouver.

594. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line' from a
point on its main line, False Creek to Burrard Inlet, Vancouver, over the track of the
Canadian Pacific Railway Company.

595. Application of the Vancouver, Westminster and Yukon Ra.ilway Company,
under section 227 of the Railway Act, for authority to cross by branch line from a
point on its main line, False Creek to Burrard Inlet, in the city of Vancouver, over
the track of the British Columbia Electric Railway Company, Limited, on Powell
street, Vancouver.

596. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line from a
point on its main line, from False Creek to Burrard Inlet, over the track of the
British Columbia Electric Railway Company, Limited, on Harris street, Vancouver.

597. Application of the Vancouver, Westminster and Yvikon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line from a point
on its main line, from False Creek to Burrard Inlet, Vancouver, over the track of the
British Columbia Electric Railway Columbia, Limited, on Venables street, Vancouver.

598. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line which
commences at a point ' A ' on its main line, in Vancouver, south of False Creek draw-
bridge, and running to a point ' B ' on its property near Clear drive, over Westminster
avenue, Vancouver.

599. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line from a
point on its main line, south of False Creek drawbridge, over the track of the British
Columbia Electric Railway Company, Limited, at Westminster avenue, in the city
of Vancouver.

600. Application of the Vancouver, Westminister and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore of
False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over Harris street, in the city of Vancouver.

601. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
■commences from a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over Powell street in the city of Vancouver.

602. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
•commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet over Boundary avenue, Vancouver.

603. Application o fthe Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet over Hastings street, Vancouver.

604. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over Hastings street, Vancouver.

46 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. (909

606. Application of the Vancouver, Westminster and Yukon llaibvay Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commence at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over Barnard street, Vancouver.

606. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point 'A' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, over Princess street, Vancouver.

607. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line over
another brajich line which it is proposed to construct on the south shore of False
»Creek, east of Westminster avenue, over Venables street, Vancouver.

608. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commence at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, to a point ' B ' on Burrard Inlet, over
Parker street, Vancouver.

609. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore of
False Creek, to a point ' B ' on Burrard Inlet, over Napier street, Vancouver.

610. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point 'A' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over Keefer street, Vancouver.

611. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line on the south shore of False
Creek, running to a point ' B ' on Burrard Inlet, over Raymur avenue, Vancouver

612. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line, across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over the lane between Keefer and Princess streets, Vancouver.

613. Application of the Vancouver, Westminster ajid Yukon Railway Company
under section 237 of the Railway Act, for authority to cross by branch line, which
commence' at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over the lane between Harris and Barnard streets, Vancouver.

614. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenu'e, over the lane between William and Napier
streets, Vancouver.

615. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, to a point ' B ' on Burrard Inlet, over the
lane between Parker and Napier streets, Vancouver.

616. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for autliority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
of False Creek, east of Westminster avenue, to a point ' B ' on Burrard Inlet, over thn
lane between Hastings and Princess streets, Vancouver. ,

REPORT OF THE COMMISSIONERS 47

SESSIONAL PAPER No. 20c

617. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore of
Palse Creek, east of Westminster avenue, and running to a point ' B ' on Burrard
Inlet, over the lane between Hastings and Cordova streets, Vancouver.

618. Application of the Vajicouver, Westminster and Yukon Railway Company,
under section 237 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore
False Creek, east of Westminster avenue, and running to a point ' B ' on Burra,rd
Inlet, over the lane between Harris and Keefer streets, Vancouver.

619. Application of the Vancouver, Westminster and Yukon Railway Company,
undfer section 227 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore of
False Creek, in the city of Vancouver, east of Mackenzie avenue, and running to a
point 'B ' on Burrard Inlet, over the track of the Canadian Pacific Railway Company,
Vancouver.

620. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line on the
south shore of False Creek, ea^t of Westminster avenue, over the track of the British
Columbia Electric Railway Company, Limited, at Venables street, Vancouver.

621. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line, which
commences at a. point ' A ' on another propoised branch line across the south shore of
False Creek, east of Westminster avenue, to a point ' B ' on Burrard Inlet, over the
track of the British Columbia Electric Railway Company, Limited, at Powell street,
Vancouver.

622. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross by branch line, which
commences at a point ' A ' on another proposed branch line across the south shore of
False Creek, east of Westminster avenue, to a point ' B ' on Burrard Inlet, over the
track of the British Columbia Electric Railway Company, Limited at Harris street,
Vancouver.

623. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross the track of the Canadian
Pacific Railway Company, near Fourteenth street, in the city of New Westminster,
province of British Columbia.

624. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 159 of the Railway Act, for an order approving of its located line from
Fourteenth street to Twentieth street, in the city of New Westminster, British
Columbia.

625. Application of the Vancouver, Westminster and Yukon Railway Compa.ny,
under section 227 of the Railway Act, for authority to join its track with the track
of the Canadian Pacific Railway Company at Tenth street, in the city of New West-
minster.

626. Application of the Vancouver. Westminster and Yukon Railway Company,
under section 227 of the Railway Act, for authority to cross the track of the Canadian
Pacific Railway Company at Fourteenth street, in the city of New Westminster.

627. Application of the Grand Trunk Railway Company of Cana.da, under
section 167 of the Railway Act, for an order approving and sanctioning an alteration
in the grade and other changes in connection with the building of a second track
of the Grand Trimk Railway Company of OanadH, between Brantford station, in tho
city of Brantford, to a point one mile east of Alford station, Ontario.

628. Application of the Bra.ntford and Hamilton Electric Railway Company,
under section 159 of the Railway x\ct, for approval of its location from the village of
Gainesville to Market street, in the city of Brantford, Ontario.

48 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD Vll., A. 1909

629. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 167 and 257 of the Railway Act, for aji order approving of the reconstruction
and renewal of the bridge (Port Hope viaduct) immediately east of Port Hope
station, Ontario.

630. Application of S. B. Carew, under section 198 of the Railway Act, 1903, for an
order directing the Gra,nd Trunk Railway Company of Canada to provide and con-
struct a suitable farm crossing where the company's line intersects his farm on lot
15, eonceesion 3, township of Emily, county of Victoria and province of Ontario.

631. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 25, subsection 4, of the Railway Act, 1903, for an order varying the order of the
board dated the 4th September, 1905, with resi>ect to protection at Kent and Lindsay
streets, in the town of Lindsay, Ontario.

632. Application of the Grand Trunk Railway Company of Canada for an order
respecting signalmen at crossing in Lindsay, Ontario, with the Lindsay, Bobcaygeon
and Pontypool Railway (leased by the Canadian Pacific Railway) ; also providing for
payment of the wages of such signalmen,

633. Application of the Grand Trunk Rajlway Company of Canada, under sec-
tion 178 of the Railway Act, for authority to expropriate additional land of John
Fraser, part of lot 20, concession 3, township of Tay, county of Simcoe and province
of Ontario.

634. Application of the corporation of the village of Beaverton, Ontario, under
section 186 of the Railway Act, 1903, for leave to construct two highways, namely,
King and Victoria streets, across the Lake Simcoe spur of the Grand Trunk Railway
Company of Canada at Beaverton; also for an order, under section 196 of the Railway
Act, 1903, for authority to carry a six-inch tile drain pipe across, along and under the
Lake Simcoe spur of the Grand Trunk Railway Company of Canada,, Beaverton, upon
King and between King and Victoria streets, and permanently to maintain the sa.me
in position.

635. Complaint of J. Malkin & Sons, of Sprucedale, Ontario, re freight rates on
tan bark to Berlin and London, Ontario, from points on the line of the Grand Trunk
Railway Company of Canada.

636. Application of the Canadian Pacific Railway Company, under section 186
of the Railway Act, 1903, for the approval of a diversion of St. Clair avenue and
Scarlet road, in the township of York; and for the opening of one square crossing
instead of two crossings now existing.

637. Application of the village of Port Colborne, Ontario, under the Railway
Act, for an order granting a,uthority to open Mitchell street, in the village of Port
Colborne, across the track of the Grand Trunk Railway Company of Canada,

638. Complaint of the Fort Erie board of trade against the Grand Trunk Railway
Company of Canada in regard to the closing of the company's freight and passenger
depot at Fort Erie station, Amigai'i, Onta.rio.

639. Application of the mimicipal corporation of the township of Bertie, under
section 186 of the Railway Act, 1903, for an order directing the Michigan Central
Railroad Company to provide, construct ajid maintain its portion of a suitable level
highway crossing from its rails to the rails of the Grand Trunk Railway Company
at Bowen road.

640. Application of the Cana.dian Pacific Railway Company, as lessee of the
Toronto, Grey and Bruce Railway Company, under section 186 of the Railway Act,
1903, for leave to cross the town line road and the side road in the town of Orange-
ville, Ontario, with certain tracks, as shown on the plan filed with the board.

641. Application of the Ontario Power Company, under section 194 of the Railway
Act, 1903, for permission to carry its power wires over the track of the Grand Trunk
Railway Company of Canada, one mile ea,st of St. Catharines, Ontario.

642. Application of the Windsor and Tecumseh Electric Railway Company, under
the Railway Act, for authority to cross overhead the double tracks of the Grand

REPORT OF THE COMMISSIONERS ' 49

SESSIONAL PAPER No. 20c

Trunk Eailway Company of Canada, at Sandwich street, in the town of Walkerville,
Ontario.

643. Application of the Canadian Pacific Railway Company, as leessee of the
Tilsonburg, Lake Erie and Pacific Railway Company, under section 175 of the Rail-
way Act, 1903, for an order authorizing- the applicant to construct maintain and oi>erate
a branch line or spur in the town of Ingersoll, across Pemberton street, Mutual street,
Thames street, along Victoria street, and across Wonham street, to the premises of thg,
Ingersoll Packing Company.

644. Application of the municipality of the village of Weston, Ontario, for an order
requiring the Canadian Pacific and the Grand Trunk Railway Companies to restore a
culvert at John street crossing to its natural drainage ; to lower the culvert at Dufferin
street ; to make a public crossing at the east end of Dennison avenue, and properly to
grade the street crossing of the Grand Trunk Railway.

645. Application of the Grand Trunk Railway Company of Canada, under the
Railway Act, for an order defining the amount to be paid the Niagara, St. Catharines
and Toronto Railway Company for wages of the watchman called for in paragraph 5
of the order of the Board dated April 5, 1904, to be placed at the crossing by branch line
from the main line of the Grand Trunk at Merrittin, Ontario, to the paper and cotton
mills in Merritton, of the main line of the Niagara, St. Catharines and Toronto Rail-
way Company.

646. Application of A. J. H. Eckardt for an order to vary clause 7 of the order
of the Board made on the 23rd day of Xovember, 1905, to dispense with the giving of
a notice in writing, referred to in the said paragraph, or for an order extending the
time to the applicant ofr giving such notice; or for an order allowing such notice to
be given nunc pro tunc; or for scch another order as the Board may deem proper.

647. Application of the Toronto Suburban Railway Company, under the Railway
Act, for an order restraining the Toronto and Niagara Power Company from main-
taining and operating its power transmission lines and telephone lines over the track
of the Toronto Suburban Railway Company at Weston road, immediately north of St.
Clair avenue, in the town of Toronto Junction.

648. Application of the Toronto Suburban Railway Company, under the Railway
Act, for an order restraining the Toronto and Niagara Power Company from main-
taining and operating its power transmission lines and telephone lines over the track
of the Toronto Suburban Railway Company at Davenport road, in the town of Toronto
Junction, near the crossing of the northern division of the Grand Trunk Railway
Company of Canada.

649. Application of the Toronto Suburban Railway Company, under the Railway
Act, for an order restraining the Toronto and Niagara Power Company from main-
taining and operating its power transmission lines and telephone lines over the track
of the Toronto Suburban Railway Company at Bathurst street, in the township of
York, immediately north of the Canadian Pacific Railway Company's track.

650. Application of the Toronto Suburban Railway Company for an order amend-
ing the orders of the Railway Committee of the Privy Council, dated the 22nd Novem-
ber, 1892, and the 10th May, 1893, by fixing the responsibility for the protection of the
said crossing of the Toronto Suburban Railway Company over the lines of the Grand
Trunk Railway Company of Canada and the Canadian Pacific Railway Company,
upon the said companies; and reducing the amount to be paid by the Toronto Subur-
ban Railway Company towards the construction, maintenance and protection of the
said crossings as fixed by the said orders of the Railway Committee.

651. Application of the Toronto, Niagara and Western Railway Company, under
section 137 of the Railway Act, 1903, for an order authorizing the company to take
certain lands of the Grand Trunk Railway Company of Canada on Burlington Beach,
in the township of Saltfleet, county of Wentworth, province of Ontajio.

652. Application of the Toronto, Niagara and Western Railway Company, under
section 137 of the Railway Act, 1903, for an order authorizing the company to take

20c— 4

50 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

certain lands of the Grand Trunk Railway Company of Canada on Burlington Beach,

in the township of Nelson, county of Wentworth, and Province of Ontario.

653. Application of the Canadian Northern Ontario Railway Company, under
section 139 of the Railway Act, 1903, for authority to take, for the convenient accom-
modation of the traffic on its railway, certain lands in the town of Parry Sound,
Ontario.

654. Application of the Canadian Northern Ontario Railway Company, undei
section 175 of the Railway Act, 1903, for authority to construct a branch line from
its main line, in the town of Parry Sound, to the outer harbour of Parry Sound,
Ontario.

655. Application of the Canadian Pacific Railway Company, under section 1Y7
of the Railway Act, 1903, for leave to cross with its track by an overhead bridge the
track of the James Bay Railway Company's spur in the town of Parry Sound.

656. Application of the Canadian Pacific Railway Company, under section 175
of the Railway Act, 1903, for leave to construct branch lines in the town of Parry
Sound, as shown on the plan filed with the Board.

657. Application of the Grand Trunk Railway Company of Canada, under section
175 of the Railway Act, 1903, for authority to construct a branch line or siding and
two spurs therefrom, from a point on its line of railway a.t or about the foot of Fraser
avenue ; thence extending northerly along Mowat avenue, Toronto, to the establishment
of the Toronto Carpet Company and the Malta Vita Food Company, as weU as the
property of the city of Toronto, on the westerly side of Mowat avenue.

658. Application of the Canadian Pacific Railway Company, under section 221
of the Railway Act, for authority to construct, maintain and operate a branch line or
jspur from a point on its main line in the city of Toronto, about eighty feet north-
easterly from the eastern side of Beachall street, and across property belonging to the
Ontario and Quebec Railway Company, to Front street, and thence easterly along the
southern side of Front street for a total distance of about 5,200 feet, to the eastern
side of Jarvis street, in the said city.

i 659. Application of the corporation of the city of Toronto, under sections 187 and
^5 of the Railway Act, 1903, for an order : —

(1) Varying the order of thi Board dated the 28th July, 1904, by directing the
Grand Trunk Railway Company of Canada and the Canadian Pacific Railway Com-
jpany to stop all trains at the crossing of Yonge street, in the said city.

(2) Compelling the said railways to regulate the shunting and the speed of trains
lat the crossing at the foot of Bay street, in the said city; and

(3) Compelling the said railways to protect the crossing at Dufferin street, near
the exhibition grounds, and to stop all trains on either side of the street during the
holding of the Industrial Exhibitin.

660. Application of the corporation of the city of Toronto, under the Railway Act,
for an order compelling the Grand Trunk Railway Company of Canada to provide
better protection on the level crossing known as the Sunnyside crossing of the com-
pany's track at the western end of the city of Toronto; and for the lowering of the
rate of speed of trains at the said crossing.

661. Application of the Canadian Pacific Railway Company, under section 175
of the Railway Act, 1903, for authority to construct certain branch lines or spurs
from points on its main line, on the Ontario and Quebec Railway, to Ashbridges Bay,
in the city of Toronto.

662. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 237 of tho Railway Act, for authority to construct a new second track from
North Parkdale station to Toronto Junction, commencing at Queen street subway,
near North Parkdale station, and following the west side of the main line to West
Lodge avenue, where it will cross to the east side and follow the main line to Toronto
Junction, which track will cross the following highways : — Brock avenue. West Lodge
avenue, Lansdowne avenue, Dundas, street, Bloor street, Maude street, Wallace avenue,
Royce avenue, Toronto street.

REPORT OF TEE COMMISSIONERS > 51

SESSIONAL PAPER No. 20c

663. Application of the Canadian Pacific Eailway Company, under sections 222
and 229 of the Eajlway.Act, for authority to construct certain spurs or branch lines
from a point on its railway north of Toronto, on lot 26, 2nd concession, township of
York, to a point or points on lot 27, in the, same concession, east of Christie street,
to the premises of Clark & Clark, North Toronto; also for authority to cross with the
said- spurs or branch lines the lands of Henry G. P. Nicholls a^d the proposed loca-
tion thereon of the Toronto, Niagara and Western Eailway Company's Eailway, upon
which the Toronto and Niagara, Power Company have locat-ed electrical transmission
wires.

664. Application of the Algoma Central and Hudson Bay Eailway Company,
under sections 7, 317, 333, 334 and 338 of the Eailway Act, for a joint tariff, with the
Grand Trunk Eailway Company of Canada.

665. Application , of W. N. Eobertson for an order, under section 26 of the Eail-
way Act, directing the Grajid Trunk Eailway Company of Canada to issue third-class
tickets at the rate of one penny per mile for each mile travelled, and to carry third-
class passengers J for one penny per mile for each mile travelled; and directing the
company to provide at least one train having in it third-class carriages, which shall
run every day throughout the length of its line.

666. Approval of the tariffs of telephone tolls of the Bell Telephone Company of
Canada and the North American Telegraph Company, Limited, pursuant to the pro-
visions of section 356 of the Eajlway Act.

667. Application of the Lake , Erie and Detroit Eiver Eailway Company to vary
or rescind the order of the Board dated the 20th May, 1907 (Order No. 3083), direct-
ing the installation and maintenance of a,n interlocking plant where the line ^of the
Lake Erie and Detroit Eiver Eailway Company crosses the track of the Grand Trunk
Eailway Company of Canada, in the ^city of Chatham.

668. Application of the St. Mary's and Western Ontario Eailway Company, under
•section 227 of the Eailway Act, for authority to cross under the tract of the Samia
line of the Grand Trunk Eailway Company of Canada, about 540 feet west of the St.
Mary's Junction, Ontario, station.

669. Application of the St. Mary's and Western Ontario Eailway Company, under
section 227 of the Eailway Act, for authority to cross under the track of the London
branch of the Grand Trunk Eailway Company of Canada about 3,500 feet south of
the Grand Trunk Eailway station at St. Mary's, Ontario.

670. Application of the Georgian Bay and Seaboard Eailway Company of
Canada, under section 177 of the Eailway Act, 1903, for leave to cross the track of
the Medonte Tramway (operated by the Grand Trunk Eailway Company of Canada),
in the town of Coldwater, Ontario, township of Medonte, at mileage 11 '8 of the
Georgian Bay and Seaboard Eailway. .

671. Application of the Canadian Northern Eailway Company, under section 177
of the Eailway Act, 1903, for leave to place its line or track across the line or ^ track
of the Canadian Pacific Eailway Company (Souris branch), in the southwest quarter
of section 32, township 9, range 20, west principal meridian, near Brandon, Manitoba.

672. Application of the Ottawa Electric Eailway Company, under the Eailway
Act, for an order requiring the corporation of the village of Hintonburg, Ontario, to
bear a portion of the^ expense of widening the approach to the western end of Somer-
seft street bridge, in the city of Ottawa.

673. Application of the Canada Atlantic Eailway Company, for an, order direct-
ing the Canadian Pacific Eailway Company to pay to the applicant company a cer-
tain sum on a,ccount as partial compensation for the ^use by the Canadian Pacific
Eailway Company of the Central station at Ottawa, Ontario.

674. Application of the Sydenham Glass Company of Wallaceburg, Ontario,
respecting the classification of certain glass bottles manufactured by the applicant,
and the freight rates changed thereon.

20c— 4i

52 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

675. Application of tLe township of the Front of Escott, in the county of Leeds
and province of, Ontario, under sections 235 to 242, inclusive, of the Eailway Act, for
an order directing the Grand Trunk Eailway Company of Canada to provide ajid con-
struct immediately to the east of the present crossing a suitable overhead crossing
(where the company's railway intersects, at different level crossings, two and one-half
miles west of Mallorytown station, the main travelled highway running from the
village of Rockfield, in the township of the Front of Escott, in a southerly direction,
to the village of Escott, Ontario.

676. Application of the Canadian Pacific Railway Company, under sections 235
to 237 of the Railway Act, for an order granting authority to lay tracks across and
otherwise use for railway purposes that portion of Anne street homologated but not
opened as a public street lying between the southwest side of Halowell street and the
northeast side of Park avenue, in St. Henri Ward, in the city of Montreal.

677. Application of the Brantford and Hamilton Electric Railway Company, under
section 159 of the Railway Act, for approval of the location of its line on the north
side of the canal, in the city of Brantford, between Murray and Market streets.

678. Application of the Niagara, St. Catharines and Toronto Railway Company,
under section 159 of the Rajlway Act, for approval of its location in the city of
Brantford.

679. Application of the Brantford and Hamilton Electric Railway Company,
under sections 235 to 243 of the Railway Act, for authority to cross the Hamilton
stone road, near Cainsville, Ontario.

680. Application of the Grand Valley Railway Company, under the Railway
Act, for sanction of certain agreements authorizing the purchasing, leasing or amal-
gamating of the Brantford Street Railway Company and the Woodstock, Thames
Valley and IngersoH Electric Railway Company.

681. Application of the St. Paul Land and Hydraulic v Company for an order
varing and defining the order of the Board dated the 4th October, 1906, upon appli-
cation of the Canadian Pacific Railway Company, for a i deviation of a portion of a
branch line on the south side of Lachine Canal, Quebec.

682. Application of the Canadian Northern Ontario Railway Company for an
order, under section 178 of the Railway Act, granting leave to take portions of lots
Nos. 23 and 24 on plan No. 64 of the town of Parry Sound, for diverting the Great
North Road, in the said town, to avoid a crossing of the said road by the right of way
of the said railway.

683. Application of the Na.pierville Junction Railway Company, under section
277 of the Railway Act, for leave to join its track with the track of the Canadian
Pacific Railway Company, and to •cross the track of the Canadian Pacific Railway
Company at a point about one mile east of St. Constant station, on the li7ie of the
Canadia,n Pacific Railway.

684. Application of the Grand Trunk Pacific Railway Company, under section
123 of the Railway Act, 1903, for approval of its located line through the town of
Fort William.

685. Application of the Grand Trunk Pacific Railway Company, under section
123 of the Railway Act, 1903, for approval of its location through the town of Fort
William, Ont.

686. Application of the city of Fort William, Ont., to have the Canadian Northern
Railway remove their depot off the main business street of Fort William, Ont.

687. Application of the Grand Trunk Pacific Railway Company, under section
123 of the Railway Act, for approval of its location from the west line of section 18,
township 11, range 3, west of the first meridian, to the city of Winnipeg, in the pro-
vince of Manitoba, mile 106.44 to mile 141.061.

688. In re representations of Winnipeg Jobbers' Association as to permanent
operating officer of the Board to be located at Winnii)eg, Man.

REPORT OF THE COMMISSIONERS SST

SESSIONAL PAPER No. 20c

689. In re representations of Winnipeg Jobbers and Manitoba Grain Growers'
Associations as to reciprocal demurrage.

690. Application of the Canadian Pacific Railway Company, under section 175
of the Railway Act, 1903, for an order granting leave to construct, maintain and
operate a branch line of railway or spur from a point on the South Western and Pem-
bina Mountain branch of the said railway, in the city of Winnipeg, and thence in a
southerly direction between lots 53 and 54 of the parish of St. John, according to the
Dominion government survey of the said parish, to the premises of the Great West
Development Company.

691. Application of the Canadian Pacific Railway, under section 177 of the Rail-
.•way Act, for an order authorizing a crossing with its tracks of the tracks of the Qu'Ap-
pelle. Long Lake and Saskatchewan Railway and Steamship Company at Saskatoon,
and to maintain, construct and operate the said crossing.

692. Application of the Canadian Pacific Railway Company, under sections 227
and 229 of the Railway Act, for an order requiring the Canadian Northern Railway
Company to provide an interlocking and derailing plant at its crossing with the Cana-
dian Pacific Railway at Morris, Man.

693. Application of the Canadian Northern Railway Company, under section 177
of the Railway Act, for leave to place its line or track across the lines or tracks of the
Canadian Pacific Railway Company (Souris branch) in the southwest quarter, section
32, township 9, range 20, W.F.M., near Brandon, Man.

694. Application of the Grand Trunk Pacific Railway Company, under section 177
of the Railway Act, 1903, for an order granting authority to lay its line or tracks
across the lines or tracks of the Canadian Pacific Railway Company's main line,
parish lot 58, district of Portage la Prairie, in the province of Manitoba.

C95. Application of the Grand Trunk Pacific Railway Company for an order
amending the order of the Board No. 2854, dated April 16, 1907, authorizing the Grand
Trunk Pacific Railway to cross with its tracks the track of the Canadian Northern
Railway Company, Arizona branch, parish lot 58, district of Portage la Prairie, pro-
vince of Manitoba.

696. Application of the Canadian Pacific Railway Company, under section 178
of the Railway Act, 1903, for an order requiring the Canadian Northern Railway Com-
pany to erect, construct and maintain an interlocking plant and signalling appliance
at the intersection of the railway of the said Canadian Northern Railway Company
with the railway of the Canadian Pacific Railway Company at Fort Whyte, Man.

657. Application of the Grand Trunk Pacific Railway Company, under section
227 of the Railway Act, for leave to carry its line or tracks across the lines or tracks
of the Canadian Pacific Railway Company (Souris branch), lots 16 and 17, parish of
Headingly, district of Winnipeg, Man.

698. Application of the Grand Trunk Pacific Railway Company in re 273 highway
crossings between Portage la Prairie, Man., and Edmonton, Alta.

699. Application of the Grand Trunk Pacific Railway Company, under section
159 of the Railway Act, for an order approving of its located lines from the east line
of section 17, township 53, range 23, west of the 4th meridian, through and north of
Edmonton, in the province of Alberta, to the range line between range 24 and 25 west
of the 4th meridian. ,

700. Application of the Canadian Pacific Railway Company as lessees of the
Calgary and Edmonton Railway Company, under section 159 of the Railway Act, for
approval and sanction of the location of a portion of a branch line of railway from
a point on Peace avenue to 16th street in the city of Edmonton, province of Alberta.

701. In re question of seniority at the Kaiser, Man., crossing of the Canadian
Pacific and Canadian Northern Railways.

702. In re Canadian Pacific Railway double track west of Winnipeg, Man., to
Brandon and Portage la Prairie, Man.

703. In re representations of the Grain Dealers' Association respecting Manitoba
Grain Act and car supply for movement of traffic.

54 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Y04. In re railway facilities and accommodation in the Goose Lake district.

705. In re representations of Cardston Farmers' Association respecting freight and
passenger rates charged by the Alberta Railway and Irrigation Company.

706. Application of the Alberta Railway and Irrigation Company to reduce its
first-class passenger fare to 4 cents per mile.

707. Application of the Canadian Pacific Railway under section 175 of the Rail-
way Act, 1903, for authority to construct, maintain and operate a branch line at Red
Deer, Alberta, beginning at a certain point in the station grounds, thence in an easterly
direction into the premises of the Red Deer Milling and Elevator Company.

708. Application of the town of Didsbury, Alberta, for an order directing the
Canadian Pacific Railway Company to provide a suitable crossing.

709. Application of the town of Olds, Alta., under section 184 to 191 of the Rail-
way Act, 1903, for leave to construct certain highways across the tracks of the Calgary
and Edmonton branch of the Canadian Pacific Railway Company in the town of
Olds, Alta.

710. Application of the city of Calgary for an order, under section 237 of the Rail-
way Act, 1903, under an agreement between the city and the Canadian Pacific Railway
dated the 13th September, 1906, and under an order of the Board dated 13th September,
1906, with respect to the subway on Osier street, now First street east, in the city of
Calgary, under the tracks of the Canadian Pacific Railway.

711. Application of the city of Calgary, Alta., to lay water pipes and sewer pipes
under the tracks of the Canadian Pacific Railway Company on First street west.

712. Application of J. ' Travis for a further hearing of the application of the
Canadian Pacific Railway Company, under section 175 of the Railway Act, 1903, for
..authority to construct, maintain and operate a branch line or spur in the city of
Calgary, as described in the application.

713. Application of the municipality of the town of Clareshohn, Alta., for an
order under section 186 of the Railway Act, 1903, directing the Canadian Pacific
Railway Company to provide and construct .'a suitable highway crossing where the
company's railway intersects Third avenue, in the centre of the said town of Clares-
holm.

714. ApplicnMcn of the Vancouver, B.C., Board of Trade for rebates on transcon-
tinental rates.

715. Application of the Vancouver, Westminster a^d Yukon Railway Company
for an interchange of freight with the Canadian Pacific Railway Company at New
Westminster, province of British Columbia.

716. Application of the Vancouver, Westminster ajid Yukon Railway Company
for an order, under section 227 of the Railway Act, for the junction of their tracks
with the tracks of the Canadian Pacific Railway Company on the south side of False
Creek, at and near the junction of Columbia and Fort streets, Vancouver, the Canadian
Pacific Railway Company's tracks at this point being leased and operated by the
British Columbia Electric Railway.

717. Application of the Vancouver, Victoria and Eastern Railway Company to
carry its line of railway along the river road south of the Eraser river in the township
of Delta, B.C.

718. In re Vancouver, Westminster and Yukon Railway Company's crossing at
the north road between Westminster and Vancouver, British Columbia.

719. Application of the British Columbia Electric Company to cross the tracks
of the Vancouver, Westminster and Yukon Railway Company at Park drive in the
city of Vancouver, British Columbia.

720. Application of the Vancouver, Westminster and Yukon Railway for approval
of its line of railway from Third avenue to Twentieth street in the city of New West-
minster, British Columbia.

721. Application of the Canadian Pacific Railway Company to cross the tracks
of the Vancouver, Westminster and Yukon Railway Company near Fourteenth street

REPORT OF THE COMMISSIONERS 55

SESSIONAL PAPER No. 20c

in the city of New Westminster, British Columbia, and to govern the speed of the
trains of the Vancouver, Westminster and Yukon Railvs'ay.

722. In re complaint of the Baker Lumber Company of non-supply of cars by the
Canadian Pacific Railway Company and the Crow's Nest Southern Railway Company.

723. In re complaint of the Piper Lumber Company of non-supply of cars by the
Canadian Pacific Railway Company and the Nelson and Fort Shepherd Railway Com-
pany.

724. Application of the Vancouver, Westminster and Yukon Railway Company
for authority to run spurs on False Creek, Vancouver, British Columbia.

725. Application of the Canadian Pacific Railway Company to carry a spur line
on Dunlcvip avenue, Vancouver, British Columbia.

726. Application of the Canadian Pacific Railway Company in re highway cross-
ing on Mission branch of the Canadian Pacific Railway Company.

727. In re representations of milk shippers of the province of British Columbia
respecting freight rates on milk shipments to Vancouver, British Columbia.

728. Application of the Vancouver, Westminster and Yukon Railway Company,
under section 176 of the Railway Act, for power to take possession of, use and occupy
that certain parcel of land and premises belonging to the Canadian Pacific Railway
Company, and being composed of a portion of the foreshore of Burrard Inlet in front
of part of District lot 181.

729. In re highway crossing of the Esquimalt and Nanaimo Railway oCmpany in
the citj^ of VictfiOj British Columbia.

730. Application of the Brunet Sawmill Company for an order changing plan of
the Vancouver, Westminster and Yvikon Railway across certain lots in the city of
Vancouver, British Columbia.

731. Application of the city of Winnipeg, Man., for protection of crossing at
McPhillipfl street.

732 Application of the city of Winnipeg for an order of the Board authorizing
the construction of a bridge between Brown and Brant streets over the yards of the
Canadian Pacific Railway in the city of Winnipeg; and the application of the city that
the Canadian Pacific Railway Company be ordered to contribute towards the cost of
constructing said bridge.

733. In re representationos of the Canadian Pacific Railway Company with refer-
ence to order of the Board respecting protection of bridges.

734. Application of the Canadian Pacific Railway Company for order directing
the Okotoks Electric Light Company to file and receive approval of its overhead power
crossings.

735. In re petition of the residents of Treherne, Man., asking that the Canadian
Pacific Railway Company's station at Treherne be not removed from its present site.

736. In re form of order to be used in connection with the Canadian Pacific Rail-
way Company's crossing on streets in the ctiy of Winnipeg, Man.

737. Application of the Fort William Terminal Railway and Bridge Company for
approval of its location.

738. AppJicaii'^n of ih(? Grand Trunk Railway Company of Canada, under sections
222 and 237 of the Railway Act, for authority to construct a branch line or connec-
tion at or near the town of St. Lambert, county of Chambly, province of Quebec,
between the second and fourth districts of its railway, the said branch line extending
from a point on its railway ircni St. Lambert to Brosseau Junction, about 1,700 feet
south of the southern boundary of the town of St. Lambert, crossing Hickson avenue,
Edison avenue and First street, and certain properties situated between those high-
ways, to a point on the said railway at or near the easterly entrance of the Victoria
Jubilee bridge.

739. Application of tl.e ('anadian Pacific Railway Company, as lessee exercising
the franchises of the Ontario and Quebec Railway Company, under section 222 of the
Railway Act, for authority to construct, maintain and operate a branch line of rail-

56 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

way or spur from a point on the main line of its branch along the north bank of the
Lachine canal, about 1,940 feet northwesterly from the swing bridge of the said Ontario,
and Quebec Railway Company over the Lachine canal, and running from the said
point northeasterly to and into the property of the Simplex Railway Appliance Com-
pany, Limited, on lot 905 of the parish of Lachine, county of Jacques Cartier, for a
total distance of about 1,400 feet, as shown in red on the plan and profile on file with
the Board.

740. Application of the Grand Trunk Railway Company (Canada Atlantic) for
an order, under the Rnihvaj Act, diverting farm crossing now on lot 174, belonging
to the estate of Stephen Latreille, parish of St. Polycarpe, Que., to the public high-
way situated a short distance wset of the farm crossing.

741. Complaint of the Truro Condensed Millc Company, Limited, against the
Grand Trunk Railway Company of Canada with respect to rates and service on milk
shipments.

742. Complaint of Messrs. Angus McDonald & Son, of Alexandria, Ont., under
sections 252 and 253 of the Railway Act, of alleged discriminatory and unjust rates
of freight on coal beaveen Rouse's Point, N.Y., Cecile Junction, Que., and Massena
Springs, N.Y,, and points on the Canada Atlantic Railway.

743. Complaint of the Ogilvie Flour Mills Company, Limited, under section 315
of the Railway Act, of discriminatory rates charged by the Grand Trunk Railway
Company of Canada in shipping, handling and conveying wheat from Georgian Bay
ports to Montreal, Que., for export, as compared with the rates on wheat brought to
Montreal, Que., for milling purposes at that point.

744. Application of the town of Pembroke, Ont., under section 29 of the Railway
Act, for an order amending order of the Board dated the 4th of July, A.D. 1907, as
to filling in of the trestle opposite the town of Pembroke, Ont.

745. Application of John Cockburn, of Pembroke, Ont., under section 29 of the
Railway Act, for an order amending order of the Board dated the 4th of July, A.D.
1907, as tto filling in of the trestle opposite the town of Pembroke, Ont.

746. Application of the Pembroke Lumber Company, under section 29 of the Rail-
way for an order amending order of the Board dated the 4th of July, A.D, 1907,
as to filling in of trestle opposite the town of Pembroke, Ont.

747. Application of ithe Fort William Terminal Railway and Bridge Company for
approval of the plan, profile and book of reference of its location in the ctiy of Fort
Fort William, Ont.

748. Application of the corporation of the city of Fort William, Ont., under sec-
tion 237 of the Railway Act, for an order directing the Canadian Northern Railway
Company to provide and construct suitable highway crossings over the company's rail-
way where the following highways intersect the said Canadian Northern Railway, in
the city of Fort William, namely: Neebing avenue, Stanley avenue, Nepigon avenue,
Crawford avenue. Home avenue, Mountain avenue, Amelia street, Francis street,
Victor street, Mary street, Christina street, Franlvlin street, Norah street, Frederica
street. Gore street and Empire avenue.

749. Application of the corporation of the city of Fort William, Ont., under sec-
tion 262 of the Railway Act, for aji order directing the Canadian Northern Railway
Company to abandon using its 'loop line along Arthur and Vickers streets, in the ctiy
of Fort William; and further directing +he Canadian Northern Railway Company to
operate all its trains on the original straight line right of way established by the Port
Arthur, Duluth and Western Railway Company.

750. Application of the corporation of the city of Fort William, Ont., under sec-
tion 187 of the Railway Act, for an order directing the Canadian Norhtern Railway
Company to remove its present railway station at Fort William, Ont., clear of the
intersection of Victoria avenue and Vickers street, in the said city.

751. Application of the Toronto, Hamilton and Buffalo Railway Company, under
section 222 of the Railway Act, for authority to construct, maintain and operate a

REPORT OF THE COMMISSIONERS 57

SESSIONAL PAPER No. 20c

branch line or lines of railway, with spurs and sidings, in the township of Brantford
and city of Brantford, county of Brant, and province of Ontario, from a point on
glebe lot to the premises of the William Buck Stove Company.

752. Application of the Brantford and Hamilton Electric Railway Company,
tinder section 178 of the Railway Act, for authority to take those portions of lot No.
50, in the second concession of the township of Ancaster and county of Wentworth,
belo'nging to Elizabeth Anderson and Jennie Hammond, as shown on plan submitted
therewith showing the proposed deviation of the travelled highway known as Mohawk
road,

753. Application of the Brantford and Hamilton Electric Railway Company,
under section 246 of the Railway Act, for an order appro\ang of the proposed crossing
o'f the applicant company's transmission lixies over the tracks of the Grand Trunk
Railway at Cainsville, in the township of Brantford, county of Brant, province of
Ontario.

754. Application of the Canadian Pacific Railway Company, under section 175
of the Railway Act, 1903, for authority to construct, maintain and operate a branch
line at Red Deer, Alberta, beginning at a point in the station grounds 4955-43.5 ;
thence in an easterly direction into the premises of the Red Deer Milling and Elevator
Company, a distance of 5.5 feet.

755. Application of Alexander Loiselle, of the town of Red Deer, Alberta, merch-
ant, for an order, under sections 119, 184, 190 and 191 of the Railway Act, 1903, direct-
ing the Canadian Pacific Railway Company, where the company's proposed branch line
cross'es a* public highway in the town of Red Deer, aforesaid, and upon which the
lands owned, by him abut, to restore as nearly as possible to its former state the said
highway where the proposed line crosses the same, or put the same in such a state as
net to materially impair its usefulness; and for a further order directing the said
company to build a crossing and an approach to the said crossing on either side of the
rails where the proposed branch line crosses the said highway.

756. Application of the Canadian Pacific Railway Company, under section 29 of
the Railway Act, for an order amending order or the Board dated July 4, 1907, so as
to provide that a portion of the expense of the construction of a subway to carry Little
Bridge street under the tracks of the Canadian Pacific Railway Company, or a sub-
way placed between Bridge and Little Bridge streets, whichever may be accomplished,
shall be borne by the municipality of the town of Almonte, Ont.

757. Application of the Ottawa Electric Railway Company, under the Railway
Adit, for an order requiring the corporation of the village of Hintonburg, Ont., to
beac a portion of the expense of widening the approach of the western end of the
Somerset street bridge, in the city of Ottawa.

758. Application of A. K. S. McA. Robertson, under section 23 of the Railway
Act, 1903, for an order rescinding order of the Board No. 3472, dated July 15, 1907, in
connection with the application of the Chatham, Wallaceburg and Lake Erie Railway
Company.

759. Application of the Chatham, Wallaceburg and Lake Erie Railway Company,
under section 184 of the Railway Act, 1903, for an order granting leave to carry and
construct its line of railway and its power lines and telegraph and telephone lines upon
and along certain existing highways in the city of Chatham and the town of Wallace-
burg, and across certain existing highways in the city of Chatham, and in the town-
ships of Dover and Chatham.

760. Application of the London Street Railway Company, under the Railway Act,
for an order modifying the order of the Board dated October 13, 1904, requiring the
applicant company to install a half interlocker at the crossing with the P.M.R.R. Com-
pany at South street, in the city of London, Ont.

761. Application of Robert McVicar, of the township of Brooke, county of Lamb-
ton, Ont., for an order, under sections 252 and 253 of the Railway Act, directing the
Michigan Central Railroad Company to provide and construct two suitable farm cross-

58 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

ings where the company's railway intersects his fajms in the east half of lot No. 13,
and in the west half of lot No. 14, each containing 100 acres, and both in the 5th
concession of the township of Brooke, county of Lambton, province of Ontario.

762. Application of the Essex Terminal Railway Company, under sections 29 and
45 of the Railway Act, for an order to rescind three orders of the Board dated the 22nd
March, 1907, 5th June, 1906, and 14th March, 1907, and all other orders so far as they
may affect the applicant company; and in the matter of the application of the Essex
Terminal Railway Company for an order, under section 26 of the Railway Act, to
require the Windsor, Essex and Lake Shore Rapid Railway Company forthwith to
remove its tracks Liid by it upon the gravel road where the applicant company pro-
poses to cross the same; or, in the alternative, for an order, under section 237, to
pen/lit a level crcs-'ing by the railway company on the said gravel road, otherwise
known as the Talbct and Windsor road, in the township of Sandwich West.

763. Complaint of C. E. Naylor, of the town of Essex, Ont., against the Windsor,
Essex and Lake Shore Rapid Railway Company.

The board will inquire into the subject matter of C. E. Naylor's complaint of
the 5th September, 1907, and as to what authority the Windsor, Essex and Lake Shore
Rapid Railway Company has to operate its railway and convey electrical power along
the streets in the town of Essex, Ontario; and as to what precautions should be taken
for the safety of the public in consequence of the construction and operation of the
railway and carriage of electrical power along the street or streets in question; and
what protection should be adopted for the purpose of preventing the contact of other
wires with the power wires of the Windsor, Essex and Lake Shore Rapid Railway Com-
pany on the said street or streets, and the injury to persons or property thereby, and
by whom the expense thereof should be defrayed.

764. Application of the Windsor, Essex and Lake Shore Rapid Railway
Company, under section 159 of the Railway x^ct, for approval, ratification and
confirmation of the construction of the applicant's railway, including the erection of
poles and wires in connection therewith, and to approve of the location of the railway
and the poles and wires between Windsor and Leamington, in the course and upon the
route approved, sanctioned, and authorized by the Minister of Railways and the Board
between Windsor and Leamington, and to allow the applicant company to operate its
road and telephone communication connected therewith, upon, along and across the
highways between the said termini where the road, poles, or wires are being constructed
or erected.

765. Application of the Chatham, Wallaceburg and Lake Erie Railway Company,
iunder sections 237 and 247 of the Railway Act, for leave to carry and construct its
line of railway and its power lines and telegraph and telephone lines across, along
and upon the tracks of the Pere Marquette Railroad Company, on the town line
'between the townships of Harwich and Raleigh in the county of Kent, province of
Ontario.

766. Application of the Chatham, Wallaceburg and Lake Erie Railway Company,
under sections 284 and 317 of the Railway Act, for an order providing for the inter-
change of freight traffic between the Chatham, Wallaceburg and Lake Erie Railway
Company and the P.M.R.R.C., at the city of Chatham, in the county of Kent, pro-
vince of Ontario, ajid at the town of Wallaceburg, in the county of Kent, Ontario,
and regulating the rates to be charged therefor by the respective roads interested.

767. Application of the Chatham, Wallaceburg and Lake Erie Railway Company,
under sections 284 and 317 of the Railway Act, for an order providing for the inter-
change of freight traffic between the application company and the Canadian Pacific
Railway Company, at the city of Chatham, county of Kent, province of Ontario, and
regulating the rates to be charged therefor by the respective roads interested.

768. Application of the Essex Terminal Railway Company, under section 227 of
the Railway Act, for authority to place its lines or tracks across the line or tracks of
the Ontario and Quebec Railway Company (operated by the Canadian Pacific Rail-

REPORT OF THE COMMISSIONERS 59

SESSIONAL PAPER No. 20c

way Company) at grade level; and to joint with its line or track the lines or tracks
of the Ontario and Quebec Railway Company at a point in the second concession of
the township of Sandwich West, in the coimty of Essex, Ont.

769. Application of the municipal council of the township of Eckfrid, county of
Middlesex, province of Ontario, under section 197 of the Railway Act, for an
order approving the character of the work provided for by the report made by George
A. McGubbin, Ontario land surveyor, and engineer, in connection with the drain
herein cited as the ' McGugan-Currie drain,' being a drain proposed to be constructed
under the Municipal Drainage Act in the said township, and the repair or improve-
ment of a drain known as the ' Currie drain,' in the said township of Eckfrid, the
sid construction, repairs and improvements to be carried out under the provisions
of the said Municipal Drainage Act of Ontario, and further approving of the specifica-
tions and plans for the construction, repair and improvement of the said drains, along,
under and across the raiway (forerly called the Great Western Railway, and Air
Line Division thereof, but now called the Great Western Railway, and operated by
tjhe Grand Trunk Railway Company), and lands of the said Grand Trunk Railway
Company.

770. Application of the township of Raleigh, under section 251 of the Railway
Act, for authority to construct certain works, known as the ' Pike Drainage Works,'
aq/ross the right of way of the Grand Trunk Railway Company of Canada, in the
township of Raleigh, county of Kent, and province of Ontario.

771. Application of the Great Northern Railway Company, under the Railway
Act, in respect to the division of rates on coal between Duluth and Winnipeg as
between the Great Northern Railway Company and the Canadian Northern Railway
Company.

772. Application of the Brandon, Saskatchewan and Hudson Bay Railway Com-
•pany, under the Railway Act, for an order fixing the terms and conditions, and in

particular rate upon which an interchange of traffic might be carried on between
the applicant company and the Canadian Pacific Railway Company at Brandon, Man.

773. Application of the Vancouver, Victoria and Eastern Railway and Naviga-
tion Company, under section 178 of the Railway Act, for authority to take more ample
jsjpace through a portion of the southeast quarter of section 10, and the northeast
quarter of section 3, township 16, New Westminster district, British Columbia, than
is shown on the plans of the said railway company on the line of their branch line
from Abbottsford to Huntingdon as already allowed by the Board of Railway Com-
missioners for Canada.

774. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 222 and 237 of the Railway Act, for authority to construct, maintain and
operate an additional railway tract on Ferguson avenue, in the city of Hamilton,
Ont., commencing at a point on Eerguson avenue about 175 feet south of Barton
street, thence n:>rtherly along Ferguson apenue and crossing Barton street and the
tracks of the Hamilton Street Railway upon Barton street to the property of the
applicant company north of Murray street with two branch lines of railway and
spurs of therefrom, spur No. 1 extending from a point on said additional track north
of Barton street; thence in a northwesterly direction along, upon and across Fer-
guson avenue and lots 100, 98. a lane, and lots 91, 92 and 93 west of Ferguson avenue,
and north of Barton street, a total distance of 577 feet more or less to the corner
of Murray and Elgin streets; and spur 2 extending northerly from a point on No. 1
on Ferguson avenue a distance of 345 feet to the comer of Murray street.

775. Application of the Grand Trunk Railway Company of Canada, under
section 227 of the Railwav Act, for authority to cross with its additional
track on Ferguson avenue, in the city of Hamilton. Ont., the two tracks of the
Hamilton Street Railway on Barton street, where it is intersected by Ferguson
avenue.

60 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

776. Application of the city of Hamilton, under the Railway Act, for an order
authorizing the construction of sewers in the city of Hamilton, under the tracks of
the Toronto, Hamilton and Buffalo Railway Company on Trolley street, at the inter-
section of the Toronto, Hamilton and Buffalo spur line.

777. Application of the city of Hamilton, under section 26 of the Railway Act, for
an order to compel the GrandTrunlv Railway Company to complete, without delay, a
bridge carrying the line of Ferrie street, in the city of Hamilton, over the line and
tracks of the Grand Trunk Railway Company at that point.

778. Application of the city of Hamilton, under section 237 of the Railway Act,
for aji order authorizing the construction of Trolley street, being the original allow-
ance for road between lots 6 and 7 in the township of Barton, now in the city of
Hamilton, across the Toronto, Hamilton and Buffalo spur line, at grade.

779. Application of the Toronto, Hamilton and Buffalo Railway Company, under
sections 235 and 237 of the Railway Act, for authority to cross the following highways
in 'fibe city of Hamilton, province of Ontario, with a branch line of their railway
known as the Westinghouse Branch Line, in and by order No. 3231 of the Board, dated
June 27, 1907, authorized to be constructed, maintained and operated by the appli-
cants, that is to say, Avondale street. Trolley street, Agnes street, Lottridge street,
Emily street and Ruth street.

780. Application of the Gait Board of Trade, under section 228 of the Railway
Act, for an order directing interswitching between the Canadian Pacific, the Grand
Trunk and Gait, Preston and Hespeler street railway companies, at Gait, Ontario —
such interswitching to include the towns of Berlin and Waterloo and Preston and
Hespeler.

781. In the matter of the application of the Niagara., St. Catharines and Toronto
Railway Company, under sections 158 and 159 of the Railway Act, for an order sanc-
tioning'plans, profiles and book of reference, showing the compa^ny's proposed line of
railway in the city of Brantford from the fifty-sixth and a quarter to the fifty-eighth
two-one-hundredths mile.

782. Application of Eli Van Allen, of the city of Hamilton, Ontario,
uader the Railway Act, for an order rescinding order of the Board of Sep-
tember 1, 1905, authorizing the Brantford and Hamilton Electric Railway Company
to construct its line of railway upon and over certain streets and highways in the
city of Hamilton, Ontario, and to reconsider the case; and for an interim order
requiring the said railway company to withhold work upon the said streets pending
the order of the Board, or for such other orders as to the Board may seem just.

783. Application of Eli Van Allen, of the city of Hamilton, Ontario,
for an order rescinding order of the Board dated September 1, 1905, author-
izing the Brantford and Hamilton Electric Railway Company to construct and operate
its railway upon and along certain streets in the city of Hamilton, Ontario, and to
reconsider the case; and for an interim order requiring the said railway company to
withold work upon said streets pending an order from the Board; or for such other
order as to the Board may seem just.

784. Application of the Guelph and Goderich Railway Company, under
section 176 of tne Railway Act, for an order permitting the applicant
company to take possession of, use and occupy the lands and premises of the Grand
Trunk Railway Company, or so much thereof as may be necessary, lying between the
lands and buildings of the Goderich Elevator and Transit Company, Limited, in the
town of Goderich, and the railway of the applicant company, operated by the Cana-
dian Pacific Railway Company, as shown upon the plan annexed, marked ' A,' being
part of the hillside in front of the town of Goderich, to such an extent as will enable
the applicant company to provide and install across the intervening three feet of
Grand Trunk land and track, a bridge, grain carrier, or other means of conveying
grain from the elevator of the said Goderich Elevator and Transit Company, Limited,

REPORT OF THE COMMISSIONERS 61

SESSIONAL PAPER No. 20c

to the railway of the applicants and the cars of the said the Canadian Pacific Eail-
nvay Company upon the railway of the applicants.

And for an order of the Board, under section 284 of the Kailway Act and its sub-
sections, specifying the the works and apparatus to be constructed and carried out for
the said purpose, and to give to the demand of the said the Goderich Elevator and Tran-
sit Company, Limited, submitted herewith for the construction of a branch or other
works or suitable means of connection with the sa.id elevator as will enable the said
elevator company to obtain railway facilities for its business with the applicant com-
pany and its lessees.

785. Application of the Brantford and Hamilton Electric Eailway Company,
under sections 235 and 243 of the Railway Act, for an order approving of the
plans and profiles of the crossing by the applicant company of the Brantford and
stone road at the village of Ancaster, station 346-83 — 349-22.

786. Complaint of the Ca.nadian Manufacturers' Association, the Huntsville
Lumber Company and others, under sections 252, 253 and 254 of the Eailway Act,
1903, against the Grand Trunk Eailway Company of Canada, in re interswitching
charges at Toronto, Ont.

787. Complaint of Messrs. Leak & Co., Toronto, Ontario, re interswitching charges
of the Gra.nd Trunk Eailway at Toronto.

788. Complaint of the W. Booth Lumber Company, Limited, Toronto, Ontario,
in re interswitching charges of the Grand Trunk Eailway at Toronto.

789. Complaint of the Boake Manufacturing Company, Limited, Toronto, in re
interswitching charges of the Gra,nd Trunk Eailway at Toronto.

790. Complaint of W. J. Lovering, lumber merchant, Toronto, tn re interswitch-
ing charges of the Grand Trunk Eailway Company at Toronto.

791. Complaint of the Graham Company of Belleville, Ont., against the Canadian
Freight Association in respect of the following questions: — (1) Heating of fruit
cars; (2) Eefrigeration of fruit cars and supply of ice for that purpose; (3) Stop-
over privileges for apple shipments in transit; (4) Liability of railway companies for
damage to fruit in transit.

In connection with the above complaint was heard the complaint of E. D.
Smith, Winona, Ont., against joint circular of the Brandon, Saskatchewan and Hud-
son's Bay Eailway, the Canadian Northern Eailway, the Cana.dian Pacific Eailway
and the Midland Eailway of Manitoba, issued a.t Winnipeg by F. W. Peters, on
October 7, 1907, to shippers and consignees in re handling of apples.

792. Complaint of the Dominion ~\[i]lers' Association re delay to shipments of
wheat from Fort William, Ontario, via, the Canadian Pacific Eailway Company.

793. Application of the Grand Trunk Eailway Company of Canada for an order
directing that as and from the 12th day of December, 1905, day and night watchmen
be placed at the crossing of the Grand Trunk Eailway by the Berlin and Waterloo
Street Eailway at King street in the town of Berlin, Ontario, authorized by the order
of the Eailway Committee of the Privy Council, dated the 10th October, 1895, a,nd
that the said Berlin and Waterloo Street Eailway Company bear any increased cost
of operating the protective appliajices at the said crossing, entailed by the carrying
out of this order beyond the cost of protection at the said crossing prior to the use
of the crossing by the electric cars of the said Berlin and Waterloo Street Eailway
Company.

794. Application of the Canadian ISTorthern Ontario Eailway Company, under
section 237 of the Eailway Act, for authority to place its lines or tracks across Win-
chester street, Toronto, at rail level.

795. Application of the municipal corporation of the town of Brajnpton, Ontario,
under section 250 of the Eailway Act, for authority to lay sewer pipes under the
tracks of the Canadiaji Pacific Eailway Company at Queen street, in the town of
Brampton, Ontario.

62 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

796. Application of the municipal corporation of the town of Brampton, Ontario,
under section 250 of the Railway Act, for authority to permit the applicants to lay a
ten-inch sewer pipe under the tracks of the Grand Trunk Railway, in the village of
Brampton, Ontario.

Y97. Application of the Catara,ct Electric Company, under section 194 of the
Railway Act, 1903, for leave to place its wires across the tracks of the Canadian Pacific
Railway Compajiy at the Town Line road, in the town of Orangeville, Ontario.

798. Application of the Cataract Electric Company, Limited, under section 194
of the Railway Act, 1903, for leave to carry, pla.ce and maintain its wires across the
tracks of the Canadian Pacific Railway oCmpany in the township of Caledon, county of
Peel, province of Ontario.

799. Complaint of the Canadian Pacific Railway Company in re the signals where
the Canadian Pacific Railway crosses the Grand Trunk Railway west of Woodstock,
Ontario.

800. Application of the Canadian Pacific Railway Company, under the Railway
Act, for an order approving of the rearrangement of the tracks of the Canadian
Pacific and of the Toronto Belt Line Railway ajid the installation of a standard
diamond in the crossing, at rail level of the tracks of the applicant company by those
of the Toronto Belt Line Company (leased and operated by the Grand Trunk Rail-
way) on the Don Improvement, in the city of Toronto; and for an order directing
payment by the Toronto Belt Line Railway to the applicant company of certain
wages paid by the applicant company for work in the rearrangement of the said
tracks and the installation of the said diamond.

801. Application of the Canadian Pacific Railway Company, under section 172
of the Railway Act, for authority to expropriate additional lands belonging to Robert
Gordon, of Renfrew, Ontario.

802. Application of the Grand Trunk Railway Company of Canada, under sec-
tion 178 of the Railway Act, for authority to take certain additional lands, being part
of lot 5, 1st concession, township of Blenheim, county of Oxford, province of Ontario.

803. Application of the Canadian Pacific Railway Company, lessee of the Guelph
and Goderich Railway, under section 178 of the Railway Act, for a.uthority to expro-
priate the easterly half of lot 1049, the property of Evangline Hawley, of th e town of
Goderich, Ontario.

804. Application of the Canadian Pa.cific Railway Company, lessees of the Walker-
ton and Lucknow Railway Company, for authority to expropriate additional lands
required for ballast pit, lots 28 and 27, concession 1, South Township Glenelg, belong-
ing to John McArthur.

805. Applica.tion of the Brantford and Hamilton Electric Railway Company,
under section 227 of the Railway Act, for approval of crossing of the Brantford
Street Railway, near Mohawk Park, township of Brantford, Ontario.

806. Application of the Canadian Northern Railway Company, under section 45
of the Railway Act, for an order amending the order of the Board, No. 558, dated the
18th July, 1905, approving and sanctioning the location of the Canadiaji Pacific Rail-
way Company (Wolseley-Reston branch) so far as it affects the land covered by the
Hartney-Regina branch of the applicant company.

807. Application of the Quebec, Montreal and Southern Railway Company, under
the Railway Act, for an order directing the Rutland Railroad Company to cha.nge its
existing derails at or near the junction point of its line with that of the applicant
company and that of the Grand Trunk Railway Company of Canada at Noyan Junc-
tion, province of Quebec, by removing one of the said derails to a point about 500
feet, and adding a ' Hayes ' derail on the Grand Trunk Railway Company's tra.ck.

808. Application of the Grand Trunk Pacific Railway Company, under section
227 of the Railway Act, for authority to lay its tracks over the line of the Canadian
Pacific Railway Company (Pheasant Hills branch), section 27, township 29, range 22,
west 2nd meridian, district of Assiniboia, province of Saskatchewan.

REPORT OF THE COMMISSIONERS 63

SESSIONAL PAPER No. 20c

809. Application of Alexander Pilon, of Casselman, Ontario, for an order direct-
ing the Canada Atlantic Eailway Company (Grand Trunk Railway) to provide and
construct a branch line or siding 340 feet in length from the northerly side of its
main line, a.t a point three miles west of the village of Casselman, Ontario.

810. Application of the Vancouver, Victoria and Eastern Eailway and
Navigation Company, under section 178 of the Railway Act, for autho-
rity to expropriate additional lands required by the applicant company through a
portion of lots 17-16, 25, 440, 15, 24, 23, group 2, New Westminster district,^ for the
purpose of the diversion of the River roa.d in the municipality of Delta, B.C.

811. Application of the Canadian Pacific Railway Company, under sections 222
and 237 of the Railway Act, for an order authorizing the applicant company to con-
struct, maintain and operate a branch line of railway or spur fiom a point on its
most southerly track northwest of its stockyards on the Richmond road, in the city of
Ottawa, Ontario, situate about 340 feet northeasterly and easterly through its station
yard across the property of "William J. Campbell ajid across a track of the Grand
Trunk Railway on the northwest side of said Richmond road, and to and into the pro-
perty of Mr. W. J. Campbell, to a connection with a spur of the said Grand Trunk
Eailway Company on the property of the said William J. Campbell for a total length
of 570 feet.

812. Application of the Grand Trunk Railway Company of Canada (Canuja
Atlantic division), under sections 222 and 237 of the Railway Act, for authority to
construct, maintain and operat-e a branch line of railway or siding extending from a
point on the applicant company's line of railway on Richmond road, in the city of
Ottawa, Ontario; thence northeast across parts of lots 38 and 39, con.-i^ssion A, town-
ship of Nepean, now in the city of Ottawa, to the premises of W. J. Campbell, and
marked ' proposed siding No. 2 ' on tLe plan, profile and book of reference filed with
the board.

813. Application of the Canadian Pacific Railway Company, under sections 284
and 317 of the Railway Act, for an order directing the Grand Trunk Railway Company
of Canada to receive passengers and baggage cars of the applicant company and de-
liver the same to the applicant company at the point of junction of the tracks of the
Ottawa, Northern and Western Railway Comapny (leased to the applicant company)
with the tracks of the Canada Atlantic Railway Compajiy (leased to the Grand Trunk
Eailway Company), near Sappers bridge, in the city of Ottawa, Ontario.

814. Application of the Canadian Pacific Eailway Company, lessee of the Georg-
ian Bay and Seaboard Railway, under section 177 of the Railway Act, 1903, for an
order authorizing it to construct, maintain and operate a crossing of the track of the
Grand Trunk Railway Company's spur to an ice house near the town of Orillia, on the
shore of Lake Couchiching, in the township of South Orillia, at mileage 29 of the
Georgian Bay and Seaboard Railway Company's location.

815. Application of the Grand Trunk Railway Company of Canada,, under sections
'222 and 237 of the Railway Act, for authority to construct a branch line at or near the

town of St. Lambert, Quebec, between the second and fourth district of railway, such
branch line of connection extending from a point on its railway from Montreal to
Rouse's Point, on lot 259 of the town of St. Lambert; thence northeast and crossing
Victoria avenue, St. Lambert, a public highway known as Petite street, Charles road,,
or Cote de Noir road, and lot 246 in the parish of St. Antoine de Longueuil, to a point
■on its railway from Montreal to Portland on said lot 246.

816. Application of the Grand Trunk Railway Company of Canada, under section
178 of the Railway Act, for authority to take certain lands at St. Hubert station, the
property of Joseph Charron, lot 32, Cote N.E. du Chemin de Chambly, on which to-
move and place the present passenger station at that point.

817. Application of the Grand Trunlc Railway Company of Canada, under section
167 of the Railway Act, for approval of plan, profile and book of reference of a new

64 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

freight terminaj which the applicant company proposes to construct at or near St.
Lambert, in the parish of St. Antoine de Longueuil, county of Chambly, province of
'Quebec.

818. Application of the Grand Trunk Railway Company of Canada, under section
178 of the Railway Act, for authority to take additional certain lands at St. Antoine
de Longueuil, in the county of Chambly, Quebec, required for the purposes of the
applicants.

819. Application of the Montreal and Southern Counties Railway Company,
under sections 157 and 158 of the Railway Act, for approval of highway crossing in
the town of St. Lambert, Quebec.

820. Application of the Grand Trunk Railway Company of Canada, under section
227 of the Railway Act, for authority to cross with two tracks leading from its main
line at Turcot to its new freight yards and terminals at Turcot, the tracks of the
Montreal Park and Island Railway Company, at two different points, namely, near
the eastern and western extremities of said freight yards.

821. Application of the Canadian Pacific Railway Company, under sections 221,
222, 227 and 237 of the Railway Act, for leave to construct branch lines in the city of
Montreal, Que.

1. To the premises of Shearer, Brown & Wallace, crossing St. Patrick and Island
streets; and

2. To the premises of the Sherman -Williams Paint Company, crossing St. Patrick
street and connecting with the spur of the Grand Trunk Railway Company.

^ 822. Approval of tariffs of tolls of express companies pursuant to the provisions
■of section 348 of the Railway Act.

823. The application of the Board of Trade of Portage la Prairie, in the province
of Manitoba, under section 323 of the Railway Act, for an order disallowing the special
freight tariffs of the Canadian Pacific Railway Company Nos. W-1000 C.R.C. 644 and
W-1006, C.R.C. 652, as being illegal. The complaint of the Winnipeg and other boards
of trade, mercantile bodies and shippers objecting to the new tariffs recently put in
force by the Canadian Pacific Railway Company in Western Canada in substitution
for the ' traders' tariff,' so-called, previously in existence.

824. In the matter of the transfer of mails and passengers between the trains of
the Grand Trunin Railway Company of Canada and the Canadian Pacific Railway
Company at Brockville, in the province of Ontario, as required by order of the Board
No. 4124, dated December 10, 1907.

825. Application of the Brunette Sawmill Company, Limited Liability, for an order
changing the plan of location of the Vancouver, Westminster and Yukon Railway
Company across lots 1 and 2, suburban block 1, and lots 4, 5 and 7, suburban block 8,
in the city of New Westminster, in the province of British Columbia.

826. Application of the town of Thorold for an order, under section 250 of the
Railway Act, to allow the corporation to lay its water pipes under the tracks of the
Toronto, Niagara and St. Catharines Railway in said town.

827. Application of the Hamilton, Waterloo and Guelph Railway Company for
the approval of amended location through the city of Hamilton.

828. Application of the corporation of the village of Papineauville, Quebec, to
construct a street crossing the tracks of the Canadian Pacific Railway Company in
the said village.

829. Application of the Brantford and Hamilton Electric Railway, under the
Railway Act, for an order to vary or amend order of the Board No. 4165, dated the
26th of December, 1907, approving the location of the Niagara, St. Catharines and
Toronto Railway in the city of Brantford.

830. Application of the Canadian Northern Ontario Railway Company, under
section 237 of the Railway Act, for an order authorizing the diversion of the Montreal
and Ottawa road in the township of Clarence, county of Russell, mileage 37.18 from
Hawkesbury.

REPORT OF THE COMMISSIONERS 65

SESSIONAL PAPER No. 20c

831. Application of the Canadian Northern Railway Company for leave to take
part of the east half of lot 33 in the township of Clarence, county of Russell.

832. Application of the Mount McKay and Kakabeka Falls Railway, under sec-
tion 227 of the Railway Act, for authority to cross the tracks of the Grand Trunk
Pacific Railway at Yonge street and Montreal street, in the city of Fort William,
Ontario.

833. Application of the Mount McKay and Kakabeka Falls Railway, under section
227 of the Railway Act, for authority to cross the tracks of the Canadian Northern
Railway at Francis street, in the city of Fort William, Ontario.

834. Application of the Moimt McKay and Kakabeka Falls Railway, under section
227 of the Railway Act, for authority to cross the tracks of the Canadian Pacific
Railway Company at McTavish street in the ctiy of Fort William, Ontario.

835. Application of the Mount McKay and Kakabeka Falls Railway Com-
pany, under section 227 of the Railway Act, for a,uthority to cross the tracks of
the Canadian Pacific Railway at xop^o street, in tl.e city of Fort William, Ontario.

836. Application of the Mount McKay and Kakabeka Falls Railway Company,
under section 227 of the Railway Act, for authority to cross the tracks of the Cana-
dian Northern Railway at Yonge street, in the city of Fort William, Ontario.

837. Application of the Brantford and Hamilton Electric Railway Compa.ny for
an order, under sections 227 and 226 of the Railway Act, approving of the projwsed
crossing of the applicant's railway over the Tilsonburg branch of the Gra,nd Trunk
Railway Company, in the city of Brantford, and also approving of the proposed cross-
ing of the applicant's electrical power, trolley and feeder wires over the sa,id branch
of the Grand Trunk Railway Company at the point of intersection of the two roads
aforesaid in the city of Brantford. (Adjourned sine die.)

838. Application of the Canadian Pacific Railway Company, as lessee of and
exercising the franchises of the Ontario and Quebec Railway Company, for an order,
under sections 221 and 223 and 235 to 237 of the Railway Act, to construct, maintain
ajid operate a branch line of railway or spur in the parish of Lachine, county of
Jacques Cartier and province of Quebec, from a point on the centre line of the
Lachine Canal south bank branch of said railway, about 2,900 feet northeasterly
from the head lock of the said branch, near Highlands, thence easterly and north-
easterly across public road to and into the premises of the Standard Paint Company
of Canada, Limited, situated on lot No. 954 of said parish of Lachine, a total
distance of about 580 feet, as shown in red on the plan with profile and described in
the book of reference sent in duplicate in accordance with the provisions of said sec-
tions.

839. Application of the Bell Telephone Company of Canada for approval of con-
tract between the telephone company and the Windsor Hotel Company, Montreal,
Quebec, re telephone tolls.

840. Application of the Bell Telephone Company of Canada, under section 359
of the Railway Act, for an order to vary the joint tariffs of telephone service fur-
nished by the applicant company jointly with the American Telephone and Telegraph
Company by eliminating all tolls or charges for services known as ' day rates,' shall
be in effect during the twenty-four hours of each day.

841. Complaint of Dr. Charette, mayor of Notre Dame des Neiges, of the failure
on the part of the Montreal Park and Island Railway Company to file and receive
approval by the Board of its standard passenger tariffs and that the Montreal Park
and Island Railway chajges passenger fares of five cents each from points in the city
of Montreal to Bellingham avenue, and an additional ten cents each from Bellingham
avenue to Cote des Neiges, while it previously sold tickets at the rate of six for 25
cents for transportation to Notre Dame des Neiges.

842. Application of the Walkerton and Lucknow Railway Company, under section
237 of the Railway Act, for leave to carry its line of railway across the following

20c— 5

66 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A, 1909

streets and highways in the town of Durham, county of Grey, in the province of
Ontario : — College street, Bruce street, Countess street, Garairaxa street, Elgin street,
Kincardine street and Rock street.

Note. — ^In connection with the above application will be heard the application
of the town of Durham for the construction of the protection to be afforded a,t the
said crossings.

843. Complaint of Frank A. Cutting, of Boston, Mass., respecting freight rates
charged by the Canadian Pacific Railway Company on shipments of bark from points
on its Atlajitic division in New Brunswick to Boston, Mass.

844. Application of the corporation of the city of Peterborough, under section
237 of the Railway Act, for leave to construct a highway as a continuation of George
street, an existing highway in the city of Peterborough to cross the line of the Grand
Junction division of the Grand Trunk Railway Company of Canada, in the city of
Peterborough.

845. Application of the Grand Trunk Railway Company of Canada for leave to
construct, maintain and operate a. branch line of railway extending from a point on
the applicant company's railway, south of Rink street in the city of Peterborough,
province of Ontario, thence northerly across Rink street, lots Nos. 9, 10, 11, 12, 6, 7
and 8 north of Rink street and south of Townsend street, Aylmer street and Towns-
end street, lots Nos. 7, 6 and 5 north of Townsend street, lots 5, 4, 3, 2 and 1 south of
Wolfe street ajid George street to the industrial and manufacturing premises of the
George Matthews Company, Limited, of Peterborough.

846. Application of the Grand Trunk Railway Company of Canada, imder sec-
tions 222 and 237 of the Railway Act, for leave to construct, maintain ajid operate
two branch lines of railway or spurs from a point on the applicant company's railway
on Bethune street, in the said city of Peterborough ;

One crossing Bethune street to lot No. 9 north of Dalhousie street, and No. 2
croissing Bethune street to lot No. 9 north of Wolfe street, in the said city of Peter-
borough.

847. Application of the corporation of the city of Peterborough, under sections
237 and 238 of the Railway Act, directing the Canadian Pacific Railway Company
to provide for the protection and maintenance of the highway at the level crossings
of the said railway with Aylmer street, in the city of Peterborough.

848. Application of the corporation of the city of Peterborough, under sections
237 and 238 of the Railway Act, for an order directing the Grand Trunk Railway
Company of Ca.nada to provide protection at the level highway crossing of the said
railway at Reid street, in the city of Peterborough.

849. Application of the Peterborough Radial Railway Company, Peterborough,
Ontario, under the Railway Act for an order amending section 7 of the order of the
Board dated 16th day of June, 1904, by providing that the derails at the crossing of
the tracks of the Grand Trunk Railway Company at Lock street in the city of Peter-
borough, be placed at a distance of fifty feet on each side of the crossing instead of
one hundred feet, as provided by said section.

Note. — In this connection will be considered the complaint of the Gra.nd Trunk
Railway Company of Canada with resi>ect to protection at Charlotte and Water streets
in the city of Peterborough.

850. Application of the corporation of the town of Waterloo, Ontario, for an order
under sections 30 ajid 32, repealing, rescinding or varying an order made by the Rail-
way Committee of the Privy Council, dated September 27, 1907, and directing the
Grand Trunk Railway Company to furnish protection by means of gates or otherwise
at the crossing at King street, Waterloo, Ont.

851. Application of the Canadian Pa.cific Railway Company, under section 186
of the Railway Act, 1903, for leave to cross with its Sudbury-Kleinburg branch, cer-
tain highways in the town of Vespra, in the county of Simcoe.

REPORT OF THE COMMISSIONERS &t

SESSIONAL PAPER No. 20c

852. Application of the corporation of the city of Hamilton for an order, under
the Eailway Act, directing the Toronto, Hamilton and Buffalo Railway Company to
provide and construct a suitable highway bridge over the tracks of the company at
the intersection of the line of the company at Garth street, in the city of Hamilton,

853. Application of the Canadian Pacific Railway Company as lessee of the
Toronto, Grey and Bruce Railway for an order, under section 327 of the Railway Act,
authorizing the company to cross with its grade revision the road lands between lots
10 and 11, concession 8 of the township of Vaughan, county of York, at mile 12.55.

854. Application of the Grand Trunk Railway Company of Canada, under section
No. 277 of the Railway Act, for leave to cross with its spur the track leading off the
twentieth district of the applicant company's railway, the spur track of the Canada
Southern Railway in the applicant company's south yard at Fort Erie, Ontario.

885. Application of the corporation of the city of Toronto, under sections 237 and
238 of the Railway Act, for an order directing the Grand Trunk Railway Company
I'o provide and maintain gates and a watchman at the crossing at Bloor street west
by the tracks of the northern division of the Grand Trunk Railway Company of
Canada.

856. Application of the Canadian Northern Ontario Railway for an order, under
section 178 of the Railway Act, to take the following lands : —

1. That part of Park drive located on lot 19, concession 2, F.B., in the township
and county of York, lying east of the westerly limit of the right of way of the Toronto
Belt Line Railway and extending to its junction with Bayview avenue deviation.

2. That portion of Bayview avenue extending northerly from a point (33) thirty-
■ three feet south of the north limit of the city of Toronto to the junction with Bay-
view ayenue deviation on lot 20 in the said concession ; all of Bayview avenue deviation
as located on lots 20, 19 and 18 in the said concession and about four hundred and
fifty-nine and eight-tenths (459%o) feet of Bayview avenue, measured northerly from
the south limit of Bayview avenue deviation at its junction with Bayview avenue
near the limit between lots 18 and 19 in the said concession.

3. A trespass road in the city of Toronto on lots 15 and 16, concession 1, P.B., in
the township and county aforesaid, extending northerly from Winchester street near
the Canadian Pacific Railway subway to the south limit of Bayview avenue afore-
mentioned, by substituting therefor a highway of sixty-six (66) feet in width extend-
iing from the most northerly limit of that portion of Bayview avenue herein sought
'to be closed to the north limit of Park drive aforementioned, passing under and to
the west of the right of way of the Toronto Belt Line Railway and a highway
eighty (80) feet in width, extending from the south limit of Park drive aforemen-
tioned across lots 19 and 20, concession 2, and lot 16, concession 1, F.B., to the junction
with the Rosedale ravine drive.

857. Application of Jane Brittle to vary or rescind order of the Board No, 2336,
dated the 12th of December, 1906, authorizing the construction and operation of a
branch line in the town of Toronto Junction to the premises of the Union Stock
Yards, Limited.

858. Application of the Grand Trunk Railway Company of Canada, under sec-
tions 242 and 257 of the Railway Act, for an order approving of the proposed bridge
and approaches over highway known as Waterdown road, lot 12, 1st concession, town-
ship of East Flamboro', in the province of Ontario.

859. Application of the corporation of the town of Ingersoll for the protection
of Thames street in the said town, and where it is crossed by the tracks of the Grand
Trunk Railway Company of Canada and the Canadian Pacific Railway Company.

860. Application of the corporation of the city of Chatham, under the Railway
Act, for an order directing the Canadian Pacific Railway Company to provide, con-
■struct and maintain suitable gate or gates at the crossings of the said railway on
Wellington and Centre streets, in the said city of Chatham, and electric bells or other
automatic system of warning at the crossings of the said railway at Princess, Colborne,

20c— 5i

g8 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Jeffrey. West and Lacroix streets, and further directing that a watchman be kept at
each street crossing of the said railway where gates are now provided and maintained,
namely, the crossing of King, Adelaide, William and Queen streets ,and also at the
said crossings on Wellington and Centre streets.

REPORT OF THE COMMISSIONERS 69

SESSIONAL PAPER No. 20c

APPENDIX D.

SUMMARY OF THE PRINCIPAL JUDGMENTS DELIVERED BY THE
BOARD FROM FEBRUARY 1, 1904, TO MARCH 31, 1908.

No. 6. — The towns of Port Arthur and Fort William v. The Bell Telephone
Company and the Canadian Pacific Railway Company.

The municipalities of these towns owned and operated a joint telephone system
within the limits of the two towns, and applied to the Board under section 193 of the
Railway Act, 1903, for an order directing the Canadian Pacific Railway Company
to allow the installation of telephone instruments on the premises and in the railway
stations of the company to connect with the municipalities' exchange.

In May, 1902, and prior to the ena.ctment of section 193, an agreement was made
between the railway company and the Bell Telephone Company, under which the
telephone company, for valuable consideration, was granted, for a period of ten years,
the exclusive privilege of placing telephone instruments, apparatus and wires in the
several stations, offices and premises of the Railway Company in Canada, where the
telephone company had established, or might, during the continuance of the agree-
ment, establish telephone exchanges.

Hearing at Ottawa, February 16 and 29, 1904.

Judgment of Board, March 15, 1904.

Held, per Blair, Chief Commissioner (3 Can. Ry. Cas., p. 205) : That the said
agreement was valid and not void or voidable as being in restraint of trade or against
public policy, and that an order under section 193 should provide for payment of
compensation upon just terms for all lawful rights and interests injuriously affected
theireby.

Per Bernier, deputy chief commissioner: While the agreement is valid and com-
pensation should therefore be allowed, the question of compensation should be reserved
for future consideration and determined after hearing any case that might be pre-
sented by the Canadian Pacific or any other railway company in support of damages.

Per Mills, commissioner : That the agreement is in restraint of trade and against
public policy, and that compensation should be awarded only for the use of the pre-
mises occupied by the municipalities' telephones, and the exjjense of operating them.

Order suspended pending further argument as to the question of compensation.

Upon questions of law the opinion of the chief commissioner prevails. — Section
10 of Railway Act, 1903.

A further hearing of this application on the question of compensation was had
at Ottawa, October 12, 1904.

Judgment July 14, 1905.

Killam, Chief oCmmissioner (4 Can. Ry. Cas., p. 279) : Held, adopting the former
judgment of a majority of the Board.

Compensation should be made to the railway company for the use of its stations
and the interference with its property consequent upon such installation.

Compensation should also be made to the telephone company for the loss of th«;
exclusive privilege of telephone connection with such stations.

The effect on the exclusive agreement between the telephone company and the
railway company of installing such a municipal telephone system must be determined
by the law of the province of Quebec where the contract was made.

The installation of such a municipal system would not of itself rescind the exolu-
eive contract between the telephone company and the railway company. At most its

70 ' RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

only effect would be to give the injured party a right to have the contract rescinded.
Quebec Civil Code, Art. 1065, Dupuis v. Dupuis, E. 72 R 19 S.C. 500.

The evidence does not furnish a satisfactory basis of determining the compensa-
tion to be paid by the municipalities, a,nd suggestions are made as to its ascertainment
hereafter by the board or by arbitration.

Payment of such compensation, or the giving of proper security therefor, to both
companies, should be a condition precedent to the installation of the system in each
town.

LeaK^e was given to state a case for the opinion of the Supreme Court whether
the installation of the municipal system entitles the telephone company to a rescission
of its contract with the railway compajiy.

No. 66.— In the matter of the Shore Line Railway.

Complaint was made to the Board that the Shore Line Railway, running between
the city of St. John and the town of St. Stephen, in New Brunswick, was unsafe for
traffic. The board caused its inspecting engineer to make an examination of the said
line of railway, and upon his report, made an order forbidding the running of trains,
cars or engines over the railway between certain points named. Against this decision
and order a protest was made on behalf of the New Brunswick Southern Railway
Company, the company now operating what was and is still known as the ' Shore Line
Railway,' upon the ground that the Board had no jurisdiction or authority to direct
or enforce the stoppage of trains or the operations of said railway.

The undertaking of the Shore Line Railway Company was, by Act of the Parlia-
ment of Canada, chapter 63 of 58-59 Victoria, declared to be a work for the general
advantage of Canada, and that Act provided that the Railway Act of Canada should
^PpV to the compay and its undertaking instead of the laws of the province of New
Brunswick and the Railway Act of that province.

Later, the Shore Line Company defa.ulted in the payment of its bonds. Proceed-
ingis were taken in the courts of New Brunswick, as a result of which the railway
was subsequently sold, and the sale was followed by an Act of the New Brunswick
Legislature, chapter 74, 1 Edward VII., incorporating the New Brunswick Southern
Railway Company for the purpose of acquiring, holding and operating all or any part
of the Shore Line Railway; and also all the capital stock, bonds, rights, franchises,
powers and privileges, and properties of the said Shore Line Railway; and by chapter
102 of 3 Edward VII., aji Act of the said legislature was passed confirming the deed
of conveyance of the property and franchises of the Shore Line Company to the New
Brunswick Southern Railway Company.

Judgment June 7, 1904.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 277) :

A railway company incorporated under the laws of a. provincial legislature, whose
undertaking is afterwards declared to be a work for the general advantage of Canada,,
is subject to the exclusive control of the Parliament of Canada and the Railway Act
applies. No provincial legisature can restore control, legislatively speaking, to the
provincial legislature.

No. 220. — Duthie v. The Grand Trunk Railway Company.

This was an application by J. H. Duthie of Toronto, against the Grand Trunk
Railway Company for relief on account of its action in detaining three ca,rs loaded
with coal at Belleville to enforce payment of charges for demurrage on car service.
and, in default of payment, disposing of the coal by private sale and applying the pro-
ceeds in payment of the freight and storage charges.

Hearing at Ottawa, June 27, 1905.

Judgment, August 24, 1905.

Kilam, Chief Commissioner (4 Can. Ry. Cas., 305) :

REPORT OF THE COMMISSIONERS 71

SESSIONAL PAPER No. 20c

The Board of Railway Commissioners is a judicial, as well as an executive body,
created to enforce the railway legislation of the Dominion Parliament, but not to
^supplant or supplement the provincial courts in the exercise of their ordinary juris-
diction. In making orders and regulations under sections 23 and 25 of the Act the
board is not to adjudicate in respect to rights arising out of past transactions, but to
lay down rules for future conduct. The board is not empowered to award damages or
any other relief for any injury caused by an infraction of the Act, e.g., section 214.

Held, that any claim for damages for premature or improvident sale should be
prosecuted by action in the provincial counts.

By the tariff of tolls approved by the Governor in Council under the Railway
fA|ct of 1888, railway companies were authorized to charge higher tolls than by a
special tariff filed under the Act of 1903, which specifically provided for car service
or demurrage charges. The latter were also recognized by the classification rules
authorized by the Board and in force at the time in question.

Held, that the company not having sought to charge the maximum tolls approved
by tihe Governor in Council (of the nature of a standard tariff) must be understood
as hlaving accepted the goods for carriage at lowest rates conditional upon its right
to make a charge for demurrage.

Held, that the rate charged was prima facie reasonable and that no order should
be made against the railwfay company.

Re Car Service Rules.

Numerous complaints and objections were presented to the Board respecting
charges made by railway companies for demurrage or delay in the loading or un-
loading of cars by shippers or consignees, and the rules governing such charges.

The practice of railway companies, before the constitution of the Board, was to
^charge lower tolls on goods in carload lots than for less quantities. This practice was
sanctioned by the freight classification land has been followed in the tariffs authorized
•by the Railway Act, 1903.

It api)eared to the Board to be reasonable that railway companies which delivered
cars to, or placed them at the disposal of, shippers or consignees, for loading or un-
loading, should have some means of limiting the time to be occupied in such loading
'smd unloading, and should be authorized to impose a reasonable additional toll on
traffic carried at carload rates for any detention or use of the cars or continued occupa-
tion of their tracks, beyond such time as would be reasonably required for loading or
Tinloading. It was felt, too, to be important in the public interest as securing the
fullest possible use of railway cars, tracks and equipment, that such delays should be
kiiscouraged.

With this object in view, and after giving every opportunity which was reason-
:ibly possible to the various interests affected to be heard upon the subject, the Board,
by order dated January 25, 1906, abolished and disallowed all tolls or charges there-
'tofore charged or imposed by any railway company subject to its jurisdiction, for
delay in, or additional time used in, the loading or unloading of cars, whether under
the name of demurrage car rental, or car service, or otherwise, and all rules regulat-
ing the same, substituting therefor the tolls land rules set out at length in the order.
(See Appendix H).

' Said order, and the rules therein set forth, came into force and took effect the
first day of March, 1906.

No. 42. — The Sydenham Glass Company v. the Grand Trunk Railway Company,
Canadian Pacific Railway Company, Lake Erie and Detroit River Railroad Com-
pany, Wabash Railway Company, Michigan Central Railroad Company, and the
Hamilton, Toronto and Buffalo Railway Company.

This was an application by the Sydenham Glass Company for lower special rates
than the special rates agreed to by the railways interested, and which applied on ship-
ments of glassware, bottles, and lamp chimneys from WaUaceburg, Ontario, on the

72 RAILWAY COMMISSIONERS FOB CANADA

8-9 EDWARD VII., A. 1909

line of the Pere Marquette Railway Company to Toronto, Hamilton, Berlin, London,
Ontario, and to Montreal, Quebec.

The original application covered the commodities named both in carload and less
'than carload lots, but on the hearing it was announced on behalf of the applicants
that the application would be restricted to bottles in carloads.

Hearing at Toronto, June 20, 1904.

Judgment of Board, July 30, 1904.

Per Blair, Chief Commissioner (3 Can. Ey. Cas., p. 409) :

Bottles in carloads were formerly carried from Wallaceburg to Toronto, Hamil-
ton;, Berlin and Montreal at special rates less than the regular basis of fifth class.
Upon the Railway Act coming into force on Februai-y 1, 1904, these special rates were
increased.

It appeared that at the present rates the Glass Company cannot maintain its posi-
tion in the home market against foreign competiion : —

Held, that the rates should be reduced to the following scale, viz. : to London, 8
cents; to Toronto, Hamilton and Berlin, 13 cents; to Montreal, 23^ cents.

21. — Scobell V. Kingston and Pembroke Railway Company.

Complaint alleged (1) that discriminative rates were imposed on the transporta-
tion of cedar lumber, railway ties and poles of all kinds made from cedar, and used
for railway purposes; (2) that unreasonable and excessive rates were imposed on the
transportation of the telegraph, telephone and trolley poles as compared with rates
on lumber, &c.

Hearing at Ottawa, April 26, 1904.

Judgment of Board, July 30, 1904.

Per Blair, Chief Commissioner (2 Can. Ry. Cas., p. 412).

It appeared that an increase had been made in the rates on cedar products with-
out and material change in the rate on common lumber and similar products. This
increase was made by the railway company to retard the shipment of cedar products
required for its own use.

Held, a discrimination within the meaning of s. 253, s.s. 2, — the railway com-
pany ordered to cease from levying rates on cedar products in excess of the rates on
other descriptions of lumber and their products. * Common carriers in making rates
cannot arrange them from an exclusive regard to their own interests, but must have
respect to the interest of those who may have occasion to employ their services, and
tQust subordinate their own intei*ests to the rules of relative equality and justice.'
(Reynolds v. Western N. Y. R. W. Co., 1 I.C. Rep. 685.)

No. 43. — The Sutherland-Innes Company and the Wallaceburg Cooperage Com-
pany V. the Pere Marquette, Michigan Central, Wabash, Grand Trunk, and Canadian
Pacific Railway companies.

This was a complaint against the increase of rates by the railways named on
cooperage stock between points in eastern Canada, and more especially to the increase
from Wallaceburg and other western Ontario points to Montreal for local delivery
and for export.

Hearings at Toronto, June 20 and 23, 1904.

Judgment of Board, July 30, 1904.

Per Blair, Chief Commissioner (2 Can. Ry. Cas., p. 412) :

Held, that rates on cooperage stock should not exceed rates on common lumber
according to the mileage lumber tariffs of the railways, but such rates when special-
ly reduced on account of water competition, &c., need not necessarily apply to cooper-
age stock. Prom points in western Ontario to Montreal, the maximum rate for local
delivery was fixed upon the evidence at 16J cents, and for export, including ' terminal,'
at 18 cents per hundred pounds.

REPORT OF THE COMMISSIONERS 73

SLSSIONAL PAPER No. 20c

No. 48. — Tower Oiled Clothing Company's ease.

Application by the Tower Oiled Clothing Company, of Toronto, for a carload
rating on oiled clothing, shipped in carload lots.

It appeared that carload shipments had been made from Toronto to Halifax for
fislhermen's use, and it was alleged that shipments might also be made to the Cana-
dian Northwest for ranchers' use if the application were granted.

Hearing at Toronto, June 28, 1904.

Judgment of Board, July 30, 1904.

Blair, Chief Commissioner (3 Can. Ey. Cas., p. 417) :

Held, that although the discrimination involved in the difference between C. L.
and L. O. L. xating has received tacit assent, a shipper has not thereby the right to
demand a lower rate on carloads, unless possibly he can show that the carload rate
demanded would pay reasonably for the service and that a refusal would injure his
business. Upon the evidence a third-class rate for carloads of not less than 20,000
pounds from Toronto to Halifax, Winnipeg and Calgary and other points reached
by applicants was ordered.

No. 22. — The United Factories (Limited) v. The Grand Trunk Railway Com-
pany,

Complaint alleged that a rate of 3 cents per 100 lbs. on log-s from Penetangui-
shene to Newmarket, which the railway company had maintained for a number of
years, from 1895 to November, 16, 1903, conditional that the product of the logs
should be delivered for carriage to the Grand Trunk Company, was, on November, 16,
1903, increased to 4 cents per 100 lbs., but subject to the same condition.

Hearings at Otawa, .April 28 and May 6, 1904.

Judgment of Board, October 10, 1904.

Per Blair, Chief Commissioner (3 Can. Ry. Cas., p. 424) :

Held, that since the increased rate is neither unjust, unreasonable nor contrary
to some provision of the Railway Act, the application must be refused.

No. 23. — Re The Canadian Freight Association and Industrial Corporations.

This was an application by the Canadian Freight Association, on behalf of all
the railways in Canada, under subsection 4 of section 275 of the Railway Act, 1903,
for permission to make concessions from the current rates on material for construc-
tion and machinery for equipment of new industrial plants.

Certain of the railway companies, members of the Association, had been in the
habit of granting a reduction of 25 per cent on the rates on such material, &c.

Judgment, October 10, 1904, refusing application.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 427) :

That although the Board is prepared to give due affect to subsection 4 of section
275 of the Act, it must have a separate and distinct application in such case, so as
to judge of the effect of its order upon other industries, shippers and dealers.

No. 44. — Ontario Fruit Growers' Association v. Canadian Pacific Railway Com-
pany et al.

Complaints alleged (1) unreasonaWe and excessive freight rates on fruits and
(2) that the charges for icing in transit were too great.

Hearings at Toronto, June 21, 23 and 24, 1904.

By agreement between complainants and the railway companies, the following
modifications were made in the classification: —

(a) Apples in boxes less than carloads, from 2nd to 3rd class.

(b) Pears in boxes and barrels, L.C.L., from. 1st to 3rd class, and in carloads from
3rd to 5th class.

Also the following commodity rates : —

(c) On fresh fruits (small), from the fruit districts to points in Eastern Ontario,
Quebec, and the maritime provinces, fresh fruit shall be carried at 4th class rat€s in

74 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

carloads of not less than 20,000 lbs. instead of 3rd class rates, and at 2nd class rates
in L.C.L. of 10, 000 lbs. and over instead of 1st class rates.

(d) And from points in Ontario and Quebec to Winnipeg, Portage la Prairie
and Brandon, at fourth-class rates in carloads of not less than 20,000 pounds, instead
of third class.

Approved by Board.

Judgment, October 10, 1904.

Blair, Chief oCmmissioner (3 Can. Ry. Cas., p. 430) :

Held, that the present system of making fixed charges for icing cars, irrespective
of the actual cost of such service, is not based on sound principle, and must be dis-
continued; that the actual cost of the ice and the placing thereof in the cars should
not be exceeded. Pending a decision of the Board upon further consideration as to
a reasonable charge, a charge of not more than $2.50 per ton of 2,000 pounds on the
actual weight of the ice supplied was, in this instance, authorized.

No. 55. — The Pea Millers' Association v. Canadian Railway Companies.

The Pea Millers' Association complained that the railways charged higher rates
from Ontario milling points to the sea-board on split peas for export than they charged
on other grain products, such as flour and rolled oats for export.

Split peas for export were formerly carried upon the flour basis. The advance
complained of commenced in October, 1902, and was made apparently under pres-
sure. The McMorran Company, of Port Huron, complained to the Interstate Com-
merce Commission that Canadian railways were carrying split peas for export at the
grain product rate, while it had to pay the higher rate of the Michigan roads.

The Michigan railroads opposed any reduction in their rates, and the result was
that the rate was advanced on the Grand Trunk and other railways m Canada.

Hearing at Ottawa.

Judgment of Board, October 10, 1904.

Per Blair, Chief Commissioner (3 Can. Ry. Cas., p. 433) :

That the former basis of rates must be restored.

No. 124. — In re application of the Grand Trunk Railway Company for permis-
sion to make reduced rates on coal used for manufacturing purposes.

This was an application by the Grand Trunk Railway Company, under subsec-
tion 4, section 275, of the Railway Act, for authority to continue a difference in the
rate of freight on bituminous coal of ten cents per ton between certain points on its
line of railway, such reduced rates being in favour of the manufacturer as compared
with that charged to the dealer or consumer.

The applicant company had been in the habit of allowing a rate of 80 cents per
net ton on bituminous coal used for manufacturing purposes at Cobourg, carried
from the Niagara frontier to Cobourg while the usual and customary rate was 90
cents on coal carried between the same points for other shippers and used for domes-
tic puri)oses.

The company justified the difference in the rate on the ground that certain manu-
facturers in Cobourg would be unable to pay the higher rate and carry on business
successfully.

Judgment, October 10, 1904.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 438) : •

That no evidence has been offered to sustain this claim; but even if proved, the
reduction could not be allowed. The allowance of a reduction in the freight rate on
any article of merchandise to one class of shippers, and the refusal of the same rate
to another class, is unjust discrimination, and forbidden by section 252.

(Castle V. B. & O. R. W. Co., 8 I. C. Rep., 333, approved.)

No. 56. — The Almonte Knitting Company v. the Canadian Pacific Railway Com-
pany and the Michigan Central Railroad Company.

REPORT OF THE COMMISSIONERS 75

SESSIONAL PAPER No. 20c

The Almonte Knitting Company complained that the rates on coal to Almonte
from the Niagara and Detroit frontiers were unreasonably high as compared with
the rates to Carleton Junction, Ottawa., and adjacent stations. The rate to Carleton
Junction, Ottawa, and adjacent stations is $2 per ton from the Niagara frontier, and
$2.25 from Detroit, while the rate to Almonte is 40 cents higher, points on the lateral
line from Cajleton Junction being charged an arbitrary rate above the rate to Carleton
Junction.

Hearing at Toronto, June 28, 1904.

Judgment of Board, October 10, 1904.

Blair, Chief Commissioner (3 Can. Ey. Cas., p. 441) :

Under certain conditions rates to a point on a branch or lateral line may be
higher than to points on the main line, though a,t a less distance from the junction
point; but such rates must not be unreasonable or disproportionately hig-her than to
nearer points on the main line.

Held, that the circumstances warrant a higher rate to Almonte than to Carleton
Junction and Ottawa; but as the arbitrary rate to Almonte on 10th class traffic was
only 1 cent per 100 pounds (20 cents per ton) it must not be exceeded on coal between
the same points.

No. 46. — Be metallic shingles.

This was a complaint by the Cana.dian Manufacturers' Association objecting to
the approval by the Board of the Canadian Freight Classification No. 12, which,
among other changes and additions, a.dvanced metallic shingles from 7th to 5th class
in carloads.

This classification No. 12 was issued by the railway companies in 1903, and
superseded all previous classifications. It ha,d never been approved by order in
council, but was provisionally sanctioned by order of the Board of July 16, 1904, pend-
ing consideration of some of the objections raised.

From January 1, 1884, when the first Canadian joint freight classification was
issued, until November 1, 1884, none of these commodities were specially classified;
but, on a later date, a circular was issued by the railway companies making certain
changes and additions by which, among other things, they placed metallic shingles in
packages as L.C.L. 3, C.L. 5. This rating continued in force until March 1, 1883,
when a reduction of one class was made, namely to L.C.L. 4 C.L. 6.

In May, 1890, a further reduction was made on carloads, and until March, 1901,
the classification stood at L.C.L. 4, C.L. 7.

In March, 1901, the rating was placed at L.C.L 4, C.L. 5.

The complainants set up that these goods were in the 7th class for over ten years ;
that the change was never sanctioned by order in council; that no substantial reason
had been shown for the advance; and that the retention of the previous classification
was necessary in order to enable the complainants to compete on fair terms with
wooden shingles, siding, &c.

The railway companies claimed that the former classification was a mistake ; that
the proper class in which to place such commodities was the 5th class ; that the plate,
which is the raw material used in the manufacture of these articles, was in the 5th
class; and that it was both unreasonable and unfair to the railway companies to place
the manufactured article in a class for which the rates are lower than those upon the
raw material from which the article is made; and, also, that articles of the 7th class
were then carried at lower rates than those at which articles of that class were carried
Tv^en these particular commodities were in the 7th class, and that they should not be
obliged to lower their rates on these goods.

Hearings at Toronto, June 23, 24 and 28, 1904.

Judgment, June 29, 1905.

76 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Killam, Chief Commissioner: Held, that the reasonable and fair course would be
to establish for these articles commodity rates equal to those at which they were
carried immediately before the change of classification in March, 1900.

No. 133. — Re St. Pierre & Company and Temiscouata Eailway Company.

This was a complaint by George St. Pierre & Co., of Fraserville, Que., alleging
that the Temiscouata Eailway Company was unjustly discriminating against the com-
plainants in the matter of its freight rates, and applying for an order directing the
railway company to revise and lower its freight rates.

Hearing at Riviere du Loup, April 19, 1905.

Judgment, July 5, 1905.

Killam, Chief Commissioner : The rates charged by the Temiscouata Eailway Com-
pany were not unreasonable in view of the nature of the country which the railway
traversed and of its traffic.

The standard freight tariff of the company was identical with the standard tariffs
of the Grajid Trunk Railway Company, the Canadian Pacific Railway Company, the
Canada Atlantic Railway Company, and most of the other railways in the provinces of
Ontario and Quebec, an dthe same, also, as that of the Intercolonial Railway between
its stations west of Levis.

The rates charged in the special tariff filed by the Temiscouata Railway Company
on various commodities such as are authorized by section 260, subsection 2, of the
Eailway Act, compared favourably with the joint tariffs on the same commodities
issued by the Grand Trunk Eailway Company and the Canadian Pacific Eailway
Company, in the province of Quebec, except such rates as were rendered necessary by
competitive conditions and which did not prevail on the Temiscouata, Eailway.

The Temiscouata Eailway Company had no special commodity tariff for grain
and grain products in carloads.

Held, tha.t in accordance with the common practice of other railway companies
and in the interest of lumber camps upon or near its line, the Temiscouata Eailway
Company should prepare such a tariff on an equitable basis.

It appeared tha.t the Temiscouata Eailway Company had, previous to July, 1904,
a proportional tariff on various classes of goods (according to the Canadian freight
classification from Riviere du Loup and Edmundston,on through shipments from points
beyond, and it now charges on this through business its full standard rates as on
strictly local business, except on some traffic to Edmundston.

Held, that the company should state its reasons for withdrawing this proportional
tariff, and on what grounds, if any, it objected to restoring it.

No. 2. — The Brant Milling Company v. the Grajid Trunk Railway Company.

This was an application by the Brant Milling Company for an order ' allowing
and instructing the Grand Trunk Railway Company to continue ' an allowance hereto-
fore made by the railway company for the cost of cartage on flour and feed shipped
from the company's mill out of Portland and to Montreal and other points in the
eastern part of Canada.

The allowance was withdrawn after the Railway Act, 1903, came into force, and it
was claimed that its continuance was necessary to the existence of the applicant's
business.

Heajing at Brantford, April 26, 1904.

Judgment, July 13, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., 259).

The Railway Act, 1903, requires equality in the tolls charged under substantially
similar circumstances, and forbids discrimination between individuals, persons, com-
panies and localities. Sec. 252.

No variation from the authorized tariffs of tolls can be made unless under circura-
^tiances or conditions specially provided for in such tariffs or by special tariffs of
general application and not discriminating between different localities. Sees. 261, 262.

REPORT OF THE COMMISSIONERS Tl

SESSIONAL PAPER No. 20c

Held, that the application either for a continuance of the allowance previously
snlade, or for a change in the authorized tariffs of tolls, in favour of the applicant
alone, must fail.

Manufacturers' Coal Rate Case, 3 Can. Ry. Cas. 438 referred to; Stone v.
Detroit, &c., 3 I. C. Rep. 613; Hezel Milling Company v. St. Louis, &c., 5 I. C. Rep.
57; re division of joint rates, 10 I, C, Rep. 681, followed.

No. 222.— Coal rates— Midland to Orillia.

Complaint of F. W. Grant alleging that the rates on coal from Midland to Orillia,
Ont., charged by the Grand Trunk Railway Company, are excessive as compared with
the rates from Suspension Bridge, Ont., to the same point.

Hearing at Ottawa, June 28, 1905.

Judgment, September 4, 1905.

Killam, Chief Commissioner: The Board has found great want of uniformity in
the rates charged by railway companies for the carriage of coal for short distances,
and proposes to ascertain, if possible, whether this want of uniformity is unreasonable,
or whether some attempt should be made to harmonize the rates for similar distances.
In the meantime, as the rate charged by the Grand Trunk Company for the carriage
of coal from Midland to Orillia is not, in itself, an unreasonable rate, the Board will
not interfere.

No. 263E. — Rates on stone from Stonewall and neighbouring points to Winnipeg.

This was a complaint by E. Williams & Co., A. Patterson & Co., Irwin & Son,
and the Winnipeg Supply Company, alleging that the Canadian Pacific Railway Com-
pany, by increasing the rate on rubble and crushed stone from the complainants'
quarries at Stonewall to Winnipeg from 2| cents per hundred pounds to 3 cents per
hundred pounds, while continuing the rate of 2-| cents to the Stony Mountain quarry-
men, was unjustly discriminating against the complainants, and applying for an order
(a) directing the railway company to restore the former rate of 2| cents from the
complainants' quarries, or (i) fixing some other rate as a uniform rate from all the
quarries on the Teulon branch.

Hearing at Winnipeg, September 13, 1905.

Judgment, November 23, 1905.

Killam, Chief Commissioner: In view of the facts that the traffic from Stone-
wall was carried for many years at the lower rate; that the railway company itself
made its first rate from Gunton to Winnipeg the same, and that a promise had been
made by the second vice-president of the company to some of the complainants tha,t
the 2| cent rate from Rockspur to Winnipeg would be protected, the Board was of
opinion that that rate was a reasonable one. That opinion was strengthened be refer-
ence to the rate of 2^ cents per 100 pounds charged by the same railway company
for carriage of similar traffic from Milton, Campbellford, Credit Porks, Schaw and
Orangeville to Toronto, at distances varying from 33 to 49 miles. (Stonewall is 20
miles, Rockspur 34 miles from Winnipeg.) The question of the propriety of the
rates from Stony Mountain to Winnipeg should not now be considered.

Held, that a higher rate than 2| cents from Gunton, Rockspur and Stonewall
was unreasonable, and that an order would go directing the disallowance of the 3
cent rate and the restoration of the 2| cent rate.

No. 8. — The Niagara, St. Catharines and Toronto Railway Company v. the Grand
Trunk Railway Company.

This was an application by the Niagara, St. Catharines and Toronto Railway
Company, under section 177 of the Railway Act, 1903, which empowers the Board to
order that a junction may be made of the tracks of one company with the tracks of
another company, upon such terms, at such places, and in such manner as the Board
may determine, to intersect with its line the railway of the Grand Trunk Railway

78 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Company, called the Allanburg- branch line or cut-off, to form a junction with the
Grand Trunk Allanburg branch line at Stamford.

The evidence disclosed the fact that an agreement had been entered into between
the Grand Trunk Company and the Wabash Railroad Company — the application was,
in fact, a joint one by the Niagara, St. Catharines and Toronto and the Wabash Com-
pany— under which the Grand Trunk Railway granted the Wabash Company
the joint user in common with itself of the Allanburg branch for a term of twenty-
five years, and that the Wabash Company was then in use and possession of the said
Allanburg branch jointly with the Grand Trunk Company upon the terms and condi-
tions contained in the memorandum of agreement.

Hearing at Ottawa, March 8, 1904.

Judgment, April 5, 1904, granting order applied for.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 256) :

The object of the Railway Act (sections 177, 253 and 271) is to insure that all
reasonable and proper facilities for the handling, forwarding and interchange of
traiSc shall be afforded to the shipping public. For this purpose the Board may, with-
out the sanction and against the will of a railway company, permit a junction to be
made with its line by another railway where in the opinion of the Board such junc-
tion is reasonably necessary in the public interest and in the interest of traffic in the
district through which the railway passes. The parties to a lease of a railway cannot
by stipulation between themselves restrict the powers or discretion of theBoard to
authorize such a junction.

No. 9. — The Niagara, St. Catharines and Toronto Railway Company v. the Grand
Trunk Railway Company.

Application by the Niagara, St. Catharines and Toronto Railway Company to res-
cind an order of the Railway Committee of the Privy Council, approving of the place
of crossing by the branch line of the Grand Trunk Company's main line at Merritton
to the paper and cotton mills in that village, of the main track of the Niagara, St.
Catharines and Toronto Railway.

It was alleged in support of the application that the conditions imposed upon the
Grand Trunk Railway Company, and upon which that company was allowed to make
the crossing, had not been complied with — that the Grand Trunk Railway Company
has not paid, but has refused to pay compensation for the lands of the applicant com-
pany, which are occupied by the crossing and with its switches and sidings by the
Grand Trunk Company under the said order of the Railway Committee.

Hearings at Ottawa, March 11 and 22, 1904.

Judgment, April 5, 1904. — Application refused.

Blair, Chief Commissioner (3 Can. Ry. Cas., p. 263) :

Where two railway companies differ as to the nature and extent of the protection
prescribed by an order of the Railway Committee to be furnished at a crossing of two
railways, and one company voluntarily provides the additional protection which it
claims the other company should supply according to the terms of such order, the Board
will not, by an ex post facto order, direct the payment by the other company of the
expenditure thereby incurred, an 1 in default of payment order that the crossing be dis-
continued. In such cases the proper course is to apply to the court for an interpreta-
tion of the order.

The order of the Railway (Jcmmittee directed that an interlocking signal system
and all the necessary works and appliances for properly operating the same be pro-
vided at such crossing.

Held, that derails do not form part of the appliances required by such order, and
a permanent watchmaji is not necessarily required.

Compensation is not allowed (1) for the use of the land of the senior company
occupied by the crossing tracks of the junior company where no substantial injury is
done to the lands of the senior company; nor (2) for interference with the business of

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SESSIONAL PAPER No. 20c

the senior company, or for any other delays in the use of its railways due to precau-
tions taken in the use of the crossing required for public safety. (S. 177, 'Railway
Act, 1903.)

City of Toronto v. The Grand Trunk Railway Company and the Canadian Pacific
Railway Company.

This was an application to the Railway Committee of the Privy Council made in
June, 1900, by the city of Toronto for an order to authorize and ratify the construc-
tion and maintenance of the overhead bridge adjoining York street, in the city of
Toronto, a.nd crossing overhead the railway tracks on the Esplanade, and directing
the terms as between the city and the two railway companies according to which the
costs of the works were to be borne by the resi)ective parties, pursuant to sees. 187 and
188 of the Railway Act, 1888.

The construction of this bridge, known as the York street bridge, was provided
for by the 7th and 8th clauses of the Esplanade tripartite agreement, dated July 26,
1892, confirmed by Dominion statute 55 and 56 Vic./ chap. 48.

The application not having been disposed of before the Railway Act, 1903, came
into force, was heard by the Board on May 27, 1904.

By the said Esplanade agreement, the Canadian Pacific Railway Company agreed
to build a highway over the tracks of the railway companies — the portion of the cost
to be borne by each to be settled by arbitration or paid equally by the C.P.R. and the
city, in case the Grand Trunk Railway was found to be exempt from, or entitled to,
indemnity against liability for any portion of the cost.

The rights of the Grand Trunk Railway as to such exemption or indemnity were,
by the agreement, to be decided by the submission to the court of a special case
between the city and the Grand Trunk Railway.

After the bridge was built, and while an action brought by the city against the
railway companies, in lieu of the special case, was pending, this application was made.

Judgment, August 19, 1904.

Blair, Chief Commissioner (4 Can. Ry. Cas., p. 62) :

Application refused, the question involved not being of a public nature, but the
settlement of a dispute of a private nature, which the parties, by their agreement, had
left to be settled by the courts.

(The Merritton Crossing Case, 3 Can. Ry. Cas., 263, followed.)

No. 238. — James Bay Railway Company v. Grand Trunk Railway Company.

This was an application by the James Bay Railway Company, under section
177 of the Railway Act, 1903, for leave to place its tracks across the tracks of the
Midland Division of the Grand Trunk Railway Company at a point near Bea,verton,
in the township of Mara, Ontario.

At the time the application was made and for several years previous thereto,
the Grand Trunk Railway Company had a single track at the proposed point of cross-
ing, and up to the time of the hearing that compajiy had never suggested that it
intended to lay down any other than the one track.

The matter was heard at Ottawa on August 29, 1905, and an order issued as of
that date authorizing an undercrossing at the point named. The order provided that
for the purpose of the crossing the Grand Trunk Railway should, at the expense of
the James Bay Company, raise its tracks for such distance on each side of the crossing
as the chief engineer of the Board should consider necessary to provide a proper grade
and to such height (not exceeding two feet) over the then level of the tracks as the
chief engineer should require. The order also provided that the masonry work of the
undercrossing should be sufiicient to allow of the construction of an additional track
by the Grand Trunk Railway Company.

Erom this order the James Bay Company appeajed to the Supreme Court of
Canada on the question whether, under section 177 of the Railway Act, 1903, or other-

80 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

wise, the Board had jurisdiction to make the order, in so far as it directed the masonry
work of the undercrossing to be sufficient to allow of the construction of a.n additional
track on the line of the Grand Trunk Railway Company.

Appeal dismissed: 37 S.C.R. 372.

Later, by petition, dated May 8, 1906, the James Bay Railway Company appealed
to His Excellency the Governor General in Council, under subsection 2 of section 44
of the Raliway Act, 1903, to vary the said order of August 29, 1905, by striking out
the provisions requiring the James Bay Compajiy to provide for a second track of the
Grand Trunk Rialway Company.

This petition was also dismissed by order of the Privy Council, dated May 31,
1906.

No. 271. — Preston and Berlin Street Railway Company v. the Grand Trunk Rail-
way Company.

This was an application by the Preston and Berlin Street Railway Company,
under section 177 of the Railway Act, 1903, for leave to cross the tracks of the Grand
Trunk Railway Company a.t Caroline and Erb streets, in the town of Waterloo,
Ontario.

In order to avoid the crossings applied for it was suggested at the hearing, on
behalf of the town, that the Board should exercise the power it was alleged to possess
under section 187 of the Act, and direct the Grand Trunk Railway Company to move
its tracks so as to allow sufficient space for the running of the applicant company's
line between Mr. Seagram's property and the line of the Grand Trunk Railway,

Heajing at Toronto, November 7, 1905.

Judgment, Killam, Chief Commissioner: The application to be dealt with at the
present time is simply one to allow the two crossings at Caroline and Erb streets, and
in the public interests the application must be refused. The Preston and Berlin
Railway Company previously applied to the Board for leave to use a small portion of
the Grand Trunk Railway Company's land in order to dispense with the crossing.
The company was incorporated solely under the provincial laws, and the provision in
the Railway Act giving the Board power to authorize the use by one company of the
railway tracks or the land of another, applies only to a railway within the authority
of the Board, authorized by Act of the Dominion Parliament, or a work declared to
be for the general advantage of Canada.

The suggestion that the Board attempt to exercise a power to compel the railway
company, which already had a crossing over the streets, to move that crossing, not
for the protection of the public, but as a matter of convenience to another railway,
might be worthy of some consideration, but does not arise on the present application.

The town might succeed in an application to have the tracks of the Grand Trunk
Railway Company moved and have the highway extended so as to cover the land of
the Grand Trunk between the corner of the Seagram building and the tracks and a
portion of it that is not already a highway. I would not say what view the Board
would take of it, nor how far it could be done with safety apart from the question of
its being a proi>er exercise of the power under that section 187 that has been referred
to. If the town wishes to do that they should make an application.

Later the application was renewed at the town of Waterloo, after the Board had
an opportunity of examining the locality.

Judgment, Chief Commissioner : The Board finds that the inspection recently made
of the locality has only confirmed its previous view that the crossings ought not to be
allowed to be made; that the only apparent reason for such crossings is to enable
the electric railway company to use property on which it desires to have its terminal
station and yard, and that the Board does not consider this a sufficient reason for
adding these two additional crossings so close together, and upon such a curve, to
the other sources of danger in Waterloo; that the fact that the railway company has

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SESSIONAL PAPER No. 20c

chosen to so locate its terminal property, or that the council of the town of Waterloo
is unwilling to alow the electric railway company to place its tracks on other streets
does not seem sufficient to force the Board, in the exercise of the discretion conferred
upon it by law, to a different conclusion than that which it deems proper in the public
interest ; that the Board regrets that the Grand Trunk Eailway Company does not see
fit to allow the electric railway company sufficient space for the running of its cars
between Mr. Seagram's property and the line of the Grand Trunk Railway, but that
the Board finds that it has no authority to comi)el the Grand Trunk Railway Company
to allow the Preston and Berlin Company the use of any portion of the land of the
Grand Trunk Railway Company.

This being so, any change in the line of the Grand Trunk Railway Company at
the street crossings would be of no benefit to the Preston and Berlin Company.

No. 307. — Chatham, Wallaceburg and Lake Erie Railway Company v. Canadian
Pacific Railway Company.

This was an application by the Chatham, Wallaceburg and Lake Erie Railway
Company, under section 177 of the Railway Act, 1903, for leave to cross the tracks
of the Canadian Pacific Railway Company, lessee of the Ontario and Quebec Rail-
way Company, at William and Raleigh streets, in the city of Chatham, Ontario.

By agreement made in 1888 between the town of Chatham and the Ontario and
Quebec Railway Company, the company agreed to maintain on two streets gates and
watchmen where the railway crosses the highway, and to permit crossings to be made
over four streets by the Chatham Street Railway Company and such other companies
or corporations as the town might from time to time authorize to consruct and run
street railways in Chatham.

By by-law of the city of Chatham passed in 1905, the Chatham, Wallaceburg and
Lake Erie Railway Company (incorporated by Act of Parliament of Canada, 3 Edw.
VII., ch. 105) was authorized to lay down and construct a street railway in Chatham
and was given extensive privileges of running passenger and freight cars by electric
power on certain streets, including those crossed by the Ontario and Quebec Railway
Company.

Hearing at Chatham, December 7, 1905.

Judgment, Killam, Chief Commissioner (5 Can. Ry. Cas., p. 175) :

Held, that the applicants, although possessing greater powers than an ordinary
street railway company, came within the terms of the agreement of 1888 as being a
company authorized to construct and run a street railway in Chatham.

Held, also, that the consent of the railway company in the agreement of 1888, to
pei^mit crossings for street railway purposes did not amount to a consent to permit
crossings for all purposes, nor require it to bear the cost of any extra precaution
necessary in consequence of a street railway or other railway being built across its
line, and that the extra expense incurred ought to be borne by the applicants.

No. 25. — City of Ottawa v. the Canada Atlantic Railway Company and Ottawa
Electric Railway Company.

This was an application by the city of Toronto, made on October 8. 1905, to the
Railway Committee of the Privy Conucil for an order directing the construction by
the Canada Atlantic Railway Company of a subway under its tracks on Bank street
and apportioning the cost of such work between the Canada Atlantic Railway Com-
pany and the Ottawa Electric Company. The application was transferred to the
Board after the coming into force of the Railway Act, 1903.

The Ottawa Electric Railway Company, whose undertaking was declared by the
Parliament of Canada a work for the general advantage of Canada, was authorized
\>j order of the Railway Committee of the Privy Council, to cross the tracks of the
Canada Atlantic Railway Company on Bank street, and by agreement th€ exi>ense of
protecting the crossing was borne equally between the two companies.

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82 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 19Q9»

By an agreement dated June 20, 1893, between the city of Ottawa, and tlie Ottawa
Electric Railway Company, provision was made for the construction and operation of
the works of the company over certain streets (including Bank street) of the city of
Ottawa for a period of thirty years from the date of agreement. Under this agreement
the company was obliged to pay the city annually the sum of $450 per mile of street
occupied by its tracks for the first fifteen years, and the sum of $500 per mile there-
after.

By another clause in the agreement the company undertakes to pay $1,000 per mile
•on streets which are permanently paved. The agreement also provides that in the
event of the city desiring to alter the grade of any street, it shall be entitled to do so
[without being liable to the company for any damage which it might sustain by reason
of the interruption of traffic.

Hearing at Ottawa, April 11, 1905.

Judgment, July 13, 1905. Per Killam, Chief Commissioner (5 Can. By. Case,
!P. 127) :

Held, that the city corporation should contribute equally with the steam railway
company to the cost of the work.

Also, that the Electric Street Railway Company should likewise contribute to H:he
cost of the work.

Ordered, that the cost of construction of the subway, including compensation for
land damages, be borne by the parties in the following proportions: three-eighths by
the city corporation, three-eightbs by the steam railway company, one-quarter by the
Electric Street Railway Company.

Leave was granted by the Board on the application of the Ottawa Electric Rail-
way Company to appeal to the Supreme Court of 'Canada from its order upon the fol-
lowing questions of law: —

1. Whether by reason of the terms of the 'agreement between the Ottawa Electric
Railway Company of the city of Ottawa, dated June 28. 1893. the Ottawa Electric
Railway should have been ordered to contribute to the cost of the work thereby ordered
to be constructed.

2. Whether the Ottawa Electric Railway Company was entitled under said agree-
ment, to have the city of Ottawa furnish to the Otawa Elecric Railway Company, for
the use of tbe said company in the exercise of its running powers, a street or highway
known as Bank street, including tliat portion of the said street where it is crossed by
the tracks of the Canada Atlantic Railway Company (either with the exising grade or
with a changed grade as proposed), upon terms as to payment or compensa tion as laid
down in the said agreement, and whether if such was the efi'ect of the said agreement,
the Ottawa Electric Railway Company should have been ordered to contribute to the
cost of the work, thereby ordered to be constructed.

Held, that the electric company was a company ' interested or affected ' in or by
the said work within the meaning of section 47 of the Railway Act, 1903, and could
properly be ordered to contribute to the cost thereof (37 S.C.R. 354).

No. 200. — Re Canadian Pacific Railway Company's branch east of the Don,
Toronto.

This was an application by the Canadian Pacific Railway Company, as lessees
of the Ontario and Quebec Railway Company, under section 175 of the Railway Act,
1903, for authority to construct a branch line of railway along the east side of the
river Don, in the city of Toronto.

Hearing at Toronto, April 27, 1905.

Judgment, August 15, 1905, refusing application.

Killam, Chief Commissioner: It was not shown to the satisfaction of the Board
that such a branch was ' necessary in the public interest, or for the purpose of giving
facilities to business,' as required by subsection 4 of 'section 175 of the Railway Act,
1903.

REPORT OF THE COMMISSIONERS 83

SESSIONAL PAPER No. 20c

The legislature had committed the interests of that part of the city, in a large
measure, to the civic authorities. The Board felt that it should not interfere with
the exercise of their discretion except for grave reason, and that it should be left
largely to them to decide whether any, or what, railway company should be allowed
to construct a branch in that neighbourhood.

It did not necessarily follow that authority would be given to any company
choben by the city, but the fact that the city agreed to the building of such a line
would tend to establish its importance, and the city's choice would have great weight
provided the terms appeared to the Board to properly safeguard the interests of other
railway companies as well as those of the public.

Xo. 257. — Grand Trunk Pacific Railway Company v. Canadian Pacific Railway.

The Grand Trunk Pacific Railway applied under section 123 of the Railway Act,
1903, for an order approving the location of a, section of the main line of its railway
from Portage la Prairie to the Little Saskatchewan river, in Manitoba.

The route m^p was approved by the Minister of Railways, as required under
section 122 of the Railway Act, 1903, and by the Governor in Council.

It was objected on behalf of the Canadian Pacific Railway Compajiy that the
continuation of the proposed location of the applicant company's line to the boundary
between Manitoba and the province of Saskatchewan would be within a very short
distance, 9 or 10 miles, of the Pheasant Hills and Manitoba and Northwestern
branches of the Canadian Pacific Railway Company, which was contrary to the intent
and purpose of parliament as indicated by the Act incorporating the applicant com-
pany, which required the applicant company to keep a distance of approximately 30
miles from other roads, and which involved, therefore, a very important question of
law, namely, as to the true construction and interpretation of the incorporating Act,
and upon which the Board might desire the opinion of the Supreme Court.

Hearing at Ottawa, September 4, 1905.

Judgment, September 4, 1905.

Chief Commissioner: It does not seem to me that there is any question of law
involved in this case. The company obtained a special Act authorizing it to build a
line of railway between certain points. Parliament has authorized that to be done,
and it is not for this Board to say that it shall not be done.

The Railway Act, which by its terms is to be read as one with the special Act,
requires the approval by the minister of the route of the railway. After the minister
has approved it, the route is to be deemed the route that the railway is to follow, and
it cannot be altered except by the minister himself. The Board has no arbitrary
power to refuse to accept location plans which have been approved by the minister.
After such approval the proper attitude for the Board to assume is to consider that
there is a company empowered by parliament to construct a railway upon the route
so approved. The Board has no right to say that the line shall not be built on that
route. It must treat the location plans merely as plans of a part of the line according
to that route located, and all it can say is as to whether the detailed location along
that route shall/ be adopted or shall not.

There might be reasons why it should vary this a litle one way or the other and
still conform to the general route the minister has authorized.

Although the Board should be very chary about questioning the minister's view,
still it might not be found approving that location if it believed that the minister
had taken a wrong view of the law, and that he had no power to authorize or sanc-
tion the route under the special Act of the railway company. A question of that
kind is raised here. There is, to my mind, however, no doubt whatever that the
Grand Trunik Pacific Company has authority to build on the route that has been
chosen, and that the minister has authority to sanction that route.

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84 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

The company is by its Act given power to build railways from Moncton to the
Pacific coast and certain points are specified through which it has to pass. The
minister would be bound by this.

The clause referred to as creating a limitation as to the route in the Northwest
Territories does not bind the Governor in Council to a,nything as a matter of law. In
the first place, it requires the location to be approved by the Governor in Council, and
it says that he is to have regard to a certain principle; that he shall have regard to
that principle except for the purpose of reaching common points. There is one excep-
tion. Then it says, or for other satisfactory reasons. That leaves it open to the
Governor in Council to say what are the satisfactory reasons. It says further that
such location shall, as far as practicable (another exception), be constructed a.t such
distance, generally not less than thirty miles from any other main line of railway, as
the Governor in Council may deem reasonable. There is no limitation, in fact, as to
tile thirty miles. It is a suggestion thrown out by which the Governor in Council
may, to a certain extent, feel himself bound to act. The very fact that some portion
of the line is picked out, and certain considerations are pointed out to guide in the
approval of that particular ioca,tion, would indicate that the rest of the route is left
open, as it would be to any other railway company under the general Railway Act, and
its special Act, when the latter ha,s no particular limitation as to route.

Held, that there is not sufiicient in the question of law raised to cause the Board
to submit the question to the Supreme Court before acting in the usual way, and that
the orders should issue approving the plans.

No. 25.— Application of the Grand Trunk Railway Company, under section 139
of the Railway Act, 1903, for authority to take certain additional lands lying north of
the Esplanade and between Yonge and York streets, in the city of Toronto, and for
the settlement of the minutes of the order therein.

On April 19, 1904, an extensive fire took pla,ce in the business portion of the city
of Toronto. On May 4, 1904, before proceedings had been taken by any land-owner to
rebuild, this application, which included a portion of the burnt property, was made.
A further application, covering more of the burnt property, was afterwards made on
August 10, 1904.

The application was in the terms of the statute, to permit the applicants to expro-
priate the lands burnt over and other lands for the purpose of the

' convenient accommodation of the public and the traific on its railway.' The result of
the application was that none of the owners affected had completed any work on the
ground looking towards a restoration of the buildings which had been burnt.
Two important points raised a,t the hearing were: —

First, as to the durisdiction of the Board. It was claimed that sufiicient ground
was not laid, under section 139 of the Railway Act, to enable the Board to entertain
the application.

Secondly, as to the question of compensation to those interested in the land pro-
posed to be taken.

Hearings, May 26, July 22, December 9, 1904, and Januaiy 5, 1905, at Ottawa,
and December 22 and 23, 1904, at Toronto.
Judgment, February 23, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 290) :

The Board may consider not merely the traffic coming to the station on the rail-
way of the applicants immediately or from a distance, but also future traffic on the
railway and the future accommodation of the public.

In dealing with the question of compensation, the Board may require the appli-
cants to do any act whatever, including the payment of money, in addition to the
compensation ordinarily allowed under the statute, but any such additional compen-
sation should be allowed only under very peculiar circumstances.

REPORT OF TEE COMMISSIONERS 85

SESSIONAL PAPER No. 20c

Held, that compensation should not be paid to the owners for business losses sus-
tained since the fire and during proceedings taken before the Board for leave to
expropriate, but interest from the date of the original application for such leave was
allowed.

Bernier, Deputy Chief Commissioner (dissenting) : The principles upon which
compensation should be allowed are fixed by the Railway Act, and the Board has no
power to order payment of compensation for any other damage than that which the
statute allows in the ordinary case of expropriating lands under the Railway Act.

Mills, Commissioner (dissenting) : That compensation can be allowed under sec-
tion 139, for business losses sustained while an application for leave to expropriate
is pending, and that this was a proper case for allowing damages for such losses.

No. 183. — In re Grand Trunk Railway Company and cities of St. Henri and
Ste. Cunegonde.

The Grand Trunk Railway Company applied for authority to expropriate, for
the purpose of yard room, land owned by the cities of St. Henri and Ste. Cunegonde,
in the province of Quebec.

Hearing at Otawa, February 14, and a.t Montreal, February 22, 1905.

Judgment, May 2, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 277) :

Under sections 118 and 139 of the Railway Act, 1903, railway companies may
expropriate the lands of municipal corporations Txsed by them for municipal purposes.

No. 204. — Reid v. the Canada Atlantic Railway Company.

This was an application under section 186 of the Railway Act, 1903, by a private
individual, to compel the Canada Atlantic Railway Company to make and maintain
highway crossings over or under the line of railway at points adjoining lands of the
applicant, and was based upon an alleged agreement between the applicant and the
[railway company, claimed to have been made by Mr. J. R. Booth on behalf of the
railway company.

The existence and alleged terms of the agreement were disputed as well as the
lauthority of Mr. Booth to bind the company in that respect. The railway was con-
structed through the lands of the applicant, and the right of way acquired from him.
He afterwards laid out into town lots, with intersecting streets, laids adjoining the
railway, and the application was to have certain of these streets carried across the line
of railway.

The municipality had passed a by-law purporting to establish as public highways
such streets without complying with section 632 of the Municipal Act, R.S.O. 1897,
chapter 223.

It was objected that the applicant had no locus standi to be heard on such an ap-
plication, which should be made by the municipality only, and that no such highway
can be opened across the line of railway without the previous enactment of a by-law
of the municipality to that effect, after fulfilment of these formalities.

Hearings at Ottawa, May 16 and June 6, 1905.

Judgment, June 9, 1905.

Killam, Chief Commissioner (4 Can. Ry. Cas., p. 272) :
; 1. Under section 186, either a railway company or other parties may apply for
leave to the railway company, and possibly in some cases to other parties, to construct
a highway.

2. The by-law of the municipality was imperative to establish a highway across
the railway against the will of the company.

3. The Surveys Act, R.S.O. 1897, ch. 181, sec. 39, cannot create highways across
the land of a railway company or give any right to the applicant to have his streets
extended across the railway.

86 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

4. A railway company may, with the leave of the Board, lay out and dedicate por-
tions of its right of way for use ag highways which the municipality could accept
without passing a by-law for that purpose.

5. The applicant is only entitled to order from the Board authorizing the rail-
way company to lay out and construct such highways. The by-laws of the municipality
may be considered an acceptance of such highways,

6. The Board does not enforce specific performance of such agreements. It is
not empowered to compel the railway company to construct the highway at the instance
of the applicant.

7. As no other court or authority than the Board can legally allow the railway
company or any other person to construct the highway, the application should proceed
for the purpose of enabling the Board to determine whether it will give this permission.

No. 191.— Guelph and Goderich Eailway Company v. Grand Trunk Eailway Com-
pany.

This was an application by the Guelph and Goderich Eailway Company, under
section 137 of the Eailway Act, 1903, for authority to take possession of, use and
occupy land of the Grand Trunk Eailway Company at Goderich.

The land sought to be taken was a portion of a strip along the harbour of the
town of Goderich upon the waterside of which the Grand Tinink Eailway Company
had a number of tracks and other improvements. The particular portion applied for
was not occupied by the tracks or used in any way by the Grand Trunk Eailway Com-
pany, but that company claimed that it would be likely to require, in the future, for its
business at that point, two additional sets of tra.cks upon the land in question.

The applicant company desired to take and use not only the portion absolutely
required for its tracks, biit also a further strip for support.

The Board's Chief engineer reported that one additional track would meet all the
reasonable requirements of the Grand Trunk Eailway Company for the future and
that the quantity he recommended that the Guelph and Goderich Eailway Company
be authorized to take was the least that would be reasonably required for its tracks
and their support.

Hearing at Ottawa, March 21, 1905.

Judgment, July 17, 1905.

Killam, Chief Commissioner : Eailway companies have been granted by the legis-
lature very great powers to take property without the consent of the owners. In the
exercise of these powers they frequently cause serious discomfort and inconvenience
to individuals, and in many cases deprive parties of property urgently needed for busi-
ness purposes.

Section 137 of the Eailway Act, 1903, places railway companies under liability to
be subjected to similar treatment to that which, by the general expropriation clauses of
the Act, they are empowered to mete out to private individuals.

Par'liament desires that the way should be kept clear for the construction of
additional railways, and that existing railway companies should not be allowed to
monopolize the lands advantageously situated for railway purposes at any particular
point.

The Board is empowered by this legislation to authorize one railway company
to occupy and use the lands of another, even to the serious loss and detriment of the
latter. Due compensation being made therefor care should be taken to avoid such
injury, except where the public interest imperatively requires it.

It is difficult to estimate in advance the probable requirements of the distant
future. On such applications endeavour should be made to allow for future develop-
ment; and, if it can be avoided, encroa.chment upon the property likely to be reason-
ably required for the purposes of the existing railway should not be authorized. On
the other hand, the Board must guard against the use by an existing railway company
of an exaggerated estimate of its probable requirements for the purpose of placing
at a disadvantage an incoming competitor.

REPORT OF THE COMMISSIONERS 87

SESSIONAL PAPER No. 20c

jTt has not been shown that there is any need of even the one additional track
for the purposes of the business of the Grand Trunk Railway Company in Goderich
* If that time should ever arrive the Board, or such body as shall then exercise its
' If that time should ever arrive the board, or such body as shall then exercise its
present authority, can make such provision as may seem meet.'

Held, that order should go authorizing the Guelph and Goderich Railway Com-
pany to take possession, use and occupy the lands estimated by the engineer of the
Board to be required for its purpose, such compensation therefor to be paid by that
company as shall be fixed by agreement between the two companies, or, in case they
cannot agree by the Board.

Held, also, that while the Board has the power to rescind or vary any of its orders,
this order should expressly provide that it is subject to be varied or rescinded by the
Board; thus the parties will have full notice that such change may be made as future
developments shall require.

No. 249. — Preston and Berlin Street Railway Company v. Grand Trunk Railway
Company.

The Preston and Berlin Street Railway Company applied, under section 1.37 of
the Railway Act, 1903, for authority to take possession of, use and occupy so much of
the lands of the Grand Trunk Railway Company's right of way at the crossing of
Caroline and Erb streets, in the town of Waterloo, as is necessary for the applicant
companjy's crossing at these points.

The Preston and Berlin Company was incorporated by letters patent imder the
great seal of the province of Ontario.

Hearing at Ottawa, August 29, 1905.

Killam, Chief Commissioner : Section 137 gives to a company, if the Board autho-
rizes it, the power to take and use the land of a railway company. The words ' the
company,' referred to in that section mean)B a railway company within the legislative
authority of the Parliament of Canada.

The Board has no jurisdiction to authorize the taking of the lands applied for.

Ko. 318. — Bertram & Sons' application — branch line.

This was an application by John Bertram & Sons, Ltd., of Dundas, Ontario, for
an order directing the Hamilton and Dundas Street Railway Company and the
Toronto, Hamilton and Buffalo Railway Company, or one of them, to construct and
maintain a branch line from the railway of the Hamilton and Dundas Street Rail-
way Company from Hatt street, in the town of Dundas, to the lands and premises of
the applicants.

The Hamilton and Dundas Street Railway Company was incorporated by Act of
the legislature of the province of Ontario, and its railway was never declared by the
parliament of Canada a work for the general advantage of Canada.

The contention on behalf of the applicants was that section 7 of the Railway Act,
1903, gave the Board jurisdiction.

This section provides that ' every railway, steam or electric street railway or
tramway, the construction or operation of which is authorized by a special Act passed
by the legislature of the province, now or hereafter connecting with or crossing a
railway which, at the time of such connecting or crossing, is subject to the legislative
authority of the parliament of Canada, is hereby declared to be a work for the general
advantage of Canada in respect only to such connection or crossing, or to through
traffic thereon '

The Toronto, Hamilton and Buffalo Railway Company is subject to the legislative
authority of the parliament of Canada.

Heajing at Toronto, December 11, 1905.

Judgment, December 11, 1905.

88 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Killam, Chief Commissioner : These provincial railways are declared to be works
for the general advantage of Canada in respect only of the making of the physical
connection, the crossing of one by the other, a.nd the through traffic between them.
That does not include the making of sidings or the giving of facilities for traffic.

Its purpose is to make those railways authorized by the provincial legislatures
subject to the Dominion Railways Act in respect of certain matters only, and not to
make the whole of these railways, after they have once been connected, and become in
one sense a connection of a Dominion railway, wholly subject to the Act for all pur-
poses.

Held, that the Hamilton and Dundas Street Railway Company was not within
the Board's jurisdiction and that the Board has no power to make an order directing
it to give a siding.

No. 264. The Canadian Pacific Railway Company v. ^ the township of North
Dumfries.

Application by the Canadian Pacific Railway Company for authority to construct
and operate railway tracks for a term of years over the present line of a highway in
the township of North Dumfries, Ontario, to close to public traffic a portion of such
high.way, and to open in lieu thereof a new road.

The company had a spur track running from its main line at Ayr. to a mill, and
from this spur line sidings were run into a ballast pit, crossing in their course the
highway in question.

Arrangements had been made with thte owners of lands adjoining the gravel pit
on one side of the highway and adjoining the company's mill spur on the other side
of the highway, for the acquisition of further lands containing gravel; and the com-
pany desired to excavate farther back into the side of the hill to a depth much below
the level of the highway, and for that purpose to cut away the soil of the highway a
similar depth, and also for a period of fifteen years to divert the highway so that it
would run around the company's land and be crossed on one side by the spur leading
from the station at Ayr to the mill and gravel pit.

It was objected that the Railway Act did not authorize the diversion of a high-
way except for the purpose of its being crossed by or carried opposite the main line
of the railway.

Hearing at Gait, November 6, 1905.

Judgment.

Killam, Chief Commissioner: Gravel is necessary for properly ballasting a line
of railway and keeping it in a proper state of efficiency. The ordinary method of
obtaining such gravel for use on a line of railway is to construct spurs or sidings to
points where the gravel is to be obtained, and to carry it therefrom by railway locomo-
tiveis and cars to the line on which it is to be used.

Section 141 shows that the acquisition of lands on which gravel is to be found,
and the construction thereto of our spur lines, are within the powers intended by
parliament to be exercised by a railway company.

Where the railway company can acquire the lands containing the gravel, and
have a right of way thereto, it is not necessary to take the steps prescribed by section
141. Por the purposes of such spur line, the railway company can exercise the powers
for the diversion of highways given by the Act, as well as for the purpose of the
construction and operation of the main line of railway.

In order to the proper excavation of the gravel pit to the depth to which the
gravel goes, and for the proper operation of gravel trains, the railway company requires
to cut through the highway more than once. A single cutting across the highway of
the ordinary width for one track, would be insufficient. In order to keep the highway
on its present site in a fit state for travel a long bridge or series of bridges would be
necessary.

REPORT OF THE COMMISSIONERS 89

SESSIONAL PAPER No. 20c

The railway company, in lieu thereof can properly be authorized to divert the
highway at this point for the period of time estimated by it to be necessary for the
purpose of exhausting the gravel pit.

By the municipal la.w of Ontario, the municipality in which the highway is
situated is entitled to dispose of gravel in the soil of a public highway, and to main-
tain trespass against any person taking the same. The railway company does not
'•desire to deprive the municipality of the gravel in the soil of the highway, and is
willing to restore the site of the highway to a satisfactory condition for public travel
at the conclusion of its operations.

Section 2, subsections (s) and (bb), 118, 119, 141 and 186 of the Railway Act,
1903, referred to.

Hfeld, that the diversion should be allowed upon proper terms for safeguarding
the interests of the municipality and of the public.

No. 263&. — T. D. Eobinson & Son v. The Canadian Northern Railway Company.

This was an application by T. D. Robinson & Son, of the city of Winnipeg, for an
order directing the Canadian Northern Railway Company to replace the siding wrong-
fully taken up by it from the applicant's property immediately adjoining the station
and main line and yards of the said railway company, in the said city of Winnipeg, or
any such other part of the applicant's yard as to the Board may seem just; or, in the
alternative, that general delivery of all freights consigned to the applicants be made
to the siding at present erected close to the applicants' yards, and for such other relief
as to the Board may seem just.

The applicants were owners of lands immediately adjoining the main line pas-
senger station and the yards of the railway company in the city of Winnipeg, and
formerly had a private siding extending from a point of their land into the station
yards of the company and connecting with the railway. The siding was constructed
and owned by the railway company, who had, however, acquired no title to any part
of the land of the applicants on which the said siding was placed.

The railway company later took up the siding, alleging, as a reason, that it was
inconvenient for them to continue the use of it to the applicants, and as a result this
application was made to the Board.

It was objected, on behalf of the railway company, that the Board had no juris-
diction to make an order as applied for; that the only section of the Railway Act
empowering the Board to order the construction of spur lines is 176, and unless the
parties should consent to an order made with any other provisions, the Board would
be limited to making this order strictly in accordance with the provisions of that sec-
tion.

Hearing at Winnipeg, September 11, 1905.

Judgment, January 6, 1906.

Killam, Chief Commissioner: In taking from the applicants the siding and rail-
road connection formerly enjoyed by them, the railway company deprived the appli-
cants of reasonable facilities which the company should be directed to restore.

The applicants did not apply under section 176 of the Railway Act as owners
of an industry for an order to compel the company to construct a branch or spur line.
Their lands adjoins the railway yard of the company, and no order was necessary to
enable the railway company to construct a line upon its own land to the boundary
line between its property and that of the applicants, or to make connection at such
boundary line with a siding upon the applicants' land and transfer cars to and from
such siding.

The siding and connection, and the privilege of loading cars and delivering goods
for carriage on such a siding and of receiving and unloading goods by means thereof,
may properly be required as facilities within the Act.

\¥hile the Board does not hold that the railway company should be made to fur-
nish similar facilities to every applicant, in view of the previous supply of the same

90 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909|

to the applicants and of the company's practice in freely furnishing such accommoda-
tion to those engaged in the same and other branches of business, as well as the other
facts and circumstances disclosed, these facilities should be regarded as reasonable
and proper ones which the company should afford to the applicants.

Under all the circumstances, the discontinuance of the former service was un-
reasonable. Railway companies should not be allowed to furnish and cut off such
facilities capriciously.

An order directing the railway company, in the general terms of section 263, to
afford to the applicants all reasonaTjle and proper facilities for the receiving, &c., would
not be sufficient. The authorities cited by counsel for the company were not, in the
opinion of the Board, conclusive against its judisdiction to direct specifically the con-
tinuance of previous facilities which had been unreasonably disontinued.

Held, that an order should go directing the railway company to restore the spur
trak facilities formerly enjoyed by the applicants for the carriage, despatch and
receipt of freight in carloads over, to, and from the line of the railway company and
the connection for that purpose, between such spur track and a railway siding on the
land of the applicants; the company to have the option of constructing the siding on
the applicants' land, at the expense of the applicants, or of allowing this to be done by
the applicants, who shall "bear the expense of making the necessary connection. The
company should also have the option of constructing the track from such point on its
line, and to such point on the applicants' land, as it shall think proper.

Order issued February 19, 1906.

Note. — The railway company appealed to the Supreme Court of Canada from the
order of the Board, dated the 19th day of February, 1906, on the f uestion of the
Board's jurisdiction to make the order. Appeal dismissed.

No. 263a. — Winnipeg Builders' Exchange.

This was an application by the Winnipeg Builders' Exchange for an order direct-
ing the Canadian Pacific Railway Company, the Canadian Northern Railway Com-
pany, and the Manitoba Railway Company to interchange freight of all grades and
classes at the city of Winnipeg.

Hearing at Winnipeg, September 11, 1905.

Killam, Chief Commissioner : Railway companies are not entitled, under sections
214 and 253 of the Railway Act, 1903, to distinguish between different kinds of traffic
by refusing to certain commodities the facilities for interchange which are given in
respect of other commodities, "but in view of the congested state of traffic on railways
in Manitoba at that time, the Board did not thinli it proper to direct that any change
be made immediately in the practice theretofore followed in that respect.

Held, that an order should issue directing that on and after the 1st day of Jan-
uary, 1906, all freight in carloads shall, when carried over the railway of the Canadian
Pacific Railway Company or the Canadian Northern Railway Company to the city of
Winnipeg, or the town of St. Boniface, or delivered to such other company at Winnipeg
or St,. Boniface for carriage, be transferred by the one company to the other in the
original car at some point of junction of their lines in the vicinity of St. Boniface or
Winnipeg, when so consigned.

In view of the condition of the line along the west side of the Red river, com-
monly known as the ' transfer track,' and the total insufficiency of that line for the
interchange of such traffic, the railway companies were left to make the interchange
at such points as circumstances appeared to them to warrant.

No. 212. — The Canadian Pacific Railway Company v. The Grand Trunk Railway
Company. ,

This was an application by the Canadian Pacific Railway Company for an order
directing the Grand Trunk Railway Company to afford proper facilities for the inter-
change of traffic between the said companies over the branch authorized by order of

REPORT OF THE COMMISSIONERS 91

SESSIONAL PAPER No. 20c

the 6th of July, 1904, to "be constructed by the Grand Trunk Kailway Company from
a point on its line between London and St. Mary's to the line of the Canadian Pacific
Railway Company, between London and Toronto, and fixing the amount to be charged
for such interchange of trafiic and the interswitching of cars over the said branch.

The only connection at or near London, between the lines of the two railways, is
by this branch.

The Grand Trunk Railway Company's lines in and through the city of London
were in existence long before the Canadian Pacific Railway was constructed. It had
extensive terminal properties, including a large number of sidings to various business
and manufacturing premises and an extensive business at that point. The terminal
facilities and business of the Canadian Pacific Railway Company at London, on the
other hand, were comparatively small.

By means of this branch the Canadian Pacific Railway Company was given direct
aecess to a large number of business premises in London, which it did not previously
have.

Urged on behalf of the Grand Trunk Railway Company, that as the proi>osed
connection would be much more advantageous to the Canadian Pacific Railway Com-
pany than to it, the Grand Trunk Company should receive much the larger proportion
in the division of rates for trafiic interchanged between the two companies — much
greater than that which would be a fair remuneration for the mere service rendered in
the transportation of cars over tliis branch and its London terminal lines and the
loading and unloading of the same.

Sees. 253, 266, 267 and 271 of the Railway Act, 1903, referred to.

Hearing at Otta.wa, June 20, 1905.

Judgment, July 16, 1905.

Killam, Chief Commissioner: The provisions of the Railway Act which require
railway companies thus to interchange trafiic at connecting points are introduced,
not for the purpose of benefiting one railway company at the expense of another, but
solely in the interests of the public. The law cannot recognize anything in the nature
of a good-will of the business of either railway company thus affected, for which
another should give compensation. The division between railway companies of the
joint rates for traffic thus interchanged should be made upon the principle of giving
reasonable compensation for the services and facilities furnished by thft respective
companies in respect of the particular traffic interchanged, and not by reference to
the magnitude of the business of the company, or the other particular points, or the
respective advantages which each can offer to the other there, or a comparison of the
loss which the one is likely to sustain with the gain likely to accrue to the other from
the giving of the facilities which the law requires.

The Board cannot properly deal with the question of the division of such rates or
the allowance of charges for switching in a general way, and by reference to all the
points in Canada where the railways may connect. In each case the nature and value
of the service to be rendered and the facilities to be used must be taken into con-
sideration.

The Grand Trunk Railway Company being obliged to furnish, for the carriage
over its portion of the continuous line, for the receipt and delivery of the same, and
for the loading and unloading of cars for the purpose, the same facilities as in respect
of traffic passing over its own lines only or transferred to or by it at distant points of
the Canadian Pacific Railway system, the apportionment of rates should be made upon
this basis.

Held, that order should go requiring the Grand TrunkRailway Company to afford
all reasonable and proper facilities for receiving, forwarding and delivering all traffic
offered to it in cajs wholly or partially loaded for passage over the branch in question
and its lines connected therewith and of unloaded cars so offered and of freight
offered to it for carriage to and over the lines of the Canadian Pacific Railway by the

92 RAILWAY COMMISSIOyERS FOR CANADA

8-9 EDWARD VII., A. 1909

medium of the said branch, and for the interchange by means of the said branch of
traffic between its lines and those of the Canadian Pacific Railway Company, as well
as between the lines of the Canadian. Pa.cific Railway Company and those of other
railway companies connecting with the lines of the Grand Trunk Railway Company,
and providing that the rates to be charged for such traffic shall be those provided for
by any joint tariffs in existence between the railway companies interested, and, in
the event of there being none, the rates charged by the Grand Trunk Railway Com-
pany between the same points, and, in the absence of either the rates charged by the
Canadian Pacific Railway Company between the same points ; also, that in the division
of rates for such traffic, the Grand Trunk Railway Company shall be entitled to charge
and receive the following tolls for switching freight and live stock traffic, in carloads,
from and to the Canadian Pacific Railway at or near London by means of the said
branch, namely:

(a) Between the point of connection of the Grand Trunk Railway interchange
track and the Canadian Pacific Railway siding, and all delivery tracks and siding
owned or controlled by, or connecting with, the lines of the Grand Trunk Railway
between and including the Canadian Packing Company's plant on the east and the
London Street Railway interchange, known as Springbank siding, on the west, except
as provided in clause (&), one cent per one hundred pounds, but not less than five
dollars per carload, for each complete haul in either direction; no extra charge to be
made for the movement of the empty car in the opposite direction.

(&) For the intermediate switching of through or joint freight and live stock
traffic between the point of connection designa.ted in clause (a) and the ix)int of con-
nection of the Grand Trunk Railway with the Pere Marquette j-tailroad, three dollars
per car, in either direction, regardless of the weight; no extra charge to be made for
the transfer of the returning empty car.

Held, further, that the order should also provide that all devices, such as free
or assisted cartage or cartage allowances intended to equalize the facilities of the
respective railways of the- Canadian Pacific Railway Company and the Grand Trunk
Railway Company for the collection and delivery of freight at or near London, except
the customary system of cartage published in the freight tariffs of the respective com-
panies be prohibited and that all preference, prejudice and discrimination in such
cartage system be prohibited.

Order dated July 25, 1905, issued.

Note. — An appeal to the Supreme Court of Canada from the Bard's order or July
25, 1905, now ipending.

REPORT OF THE COMMISSIONERS 93

SESSIONAL PAPER No. 20c

WaJker et al v. The Toronto and Niagara Power Company.

•

Two applications were made to the board, one by John H. Walker and William
Tuelc, the other ^by James W. Alway, for an order rescinding an order of the board
authorizing a deviation from the located power line of the Toronto and Niagara
Power Company, previously approved by the board.

By order dated March 29, 1904, the board approved the location of the line of the
Toronto and i!siagara Power Company from 3 to 38 miles from the Niagara river.
This included the line across lots 7, 18 and 19, in the 3rd concession of the township
of Grimsby. Each of the three applicants is the owner of one of these lots.

On April 15, 1905, the board authorized a deviation from the located line, as
approved. This was the order sought to be rescinded. The new plans showed a
different location, beginning at lot 15, in the 3rd concession of Grimsby, and extend-
ing across (among other lands) lots 17, 18 and 19, at an approximate distance on these
three lots three-quarters of a mile from the previous location across them.

The applications to rescind the order of April 15, 1905, were based on the grounds
that the Railway Act did not permit a double expropriation, and that the company was
in reality not deviating from the oi'iginal line sanctioned by the board, but was con-
structing an additional or branch line in connection with its original line.

Hearing at Toronto, November 7, 1905.

Judgment, April 12, 1906.

Killam, Chief oCmmissioner (5 Can. Ry. Cas,, 190) : Held (1) that the com-
pany's powers under its Act of incorporation (2 Edw. VII., Ch. 107, Dom.) were not
^exceeded by the construction of one line, as in the case of a company authorized to
build between two termini or any specified number of lines.

(2) That the cases relating to deviations by railway companies do not apply.

(3) Without considering the jurisdiction of the board to make the orders respect-
ing location plans, the applications must be refused.

The Algoma Central and Hudson Bay Railway Company v. Grand Trunk Railway

Company.

This was an application by the Algoma Central and Hudson Bay Railway Company
for an order, under sections 266 and 267 of the Railway Act, 1903, to compel the Grand
(Trunk Railway Company to enter into a joint tariff with it upon traffic partly over
the Grand Trunk Railway and partly by a line of steamships of the applicant com-
pany.

The Algoma Central and Hudson Bay Railway Company operates a line of rail-
way from Sault Ste. Marie northwesterly for about 70 miles, and also a line of rail-
way from Michipicoten harbour, on Lake Superior, for a short distance. It uses and
operates a fleet of steamers, passenger and freight, plying between Sault Ste. Marie
ainid 'Michipicoten harbour, on the one hand, and points on Lake Huron and other
inland waters reached by the Grand Trunk Railway on the other.

Section 276 of the Railway Act, as making the provisions of sections 266 and 267
extend to the traffic mentioned, relied upon.

94 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Hearing at Toronto, April 17, 1906.

Judgment, April 26, 1906.

Killam, Chief Commissioner (5 Can. Ry. Cas., 196) : Sections 253 and 271 relate
eoilely to railway traffic, and not a traffic between a line of railway and water line.

A line of steamships operated by a railway company running to ports reached by
the line or lines of another company does ont constitute therewith a continuous route
within the meaning of sections 266 and 267 of the Railway Act, 1903.

Applications dismissed.

The City and County of St. John v. The Canadian Pacific Railway Company.

Application by the municipality of the City and County of St. John, New Bruns-
wick, for an order under section 187 of the Railway Act, 1903, directing the Canadian
Pacific Railway Company to construct and maintain suitable gates over a street in
the village of Fairville, and one in the village of Milford, (where the Canadian Pacific
Railway crosses these streets.

Hearings at St. John, April 18, and Ottawa, November 22, 1905.

Judgment, June 5, 1906.

Killam, Chief Commissioner (5 Caai. Ry. Cas., 161) : The railway company was
ordered to construct and maintain gates over the street crossing in Fairville and to
install an electric bell at the crossing in Milford.

Held, that the board had jurisdiction, under section 47 of the Railway Act, 1903,
to order the municipality to contribute to the expense of protecting its highway
crossings, as in the case of municipalities in other provinces. City of Toronto v.
Grand Trunk Railway Company, 37 S.C.R. 232, referred to.

By later order of the board, dated June 14, 1906, the cost of installing, operating,
and maintaining the gates of the Fairville street crossing was directed to be borne by
the railway company, the wages of the day and night watchman employed at this
crossing to be paid one-half by the municipality and one-half by the railway company ;
the cost of installing, operating and maintaining an electric bell at the Milford cross-
ing to be borne by the railway company.

Be Appottionment of Cost for Protection of Highway Crossings.

Judgment of Chief Commissioner in the Almonte street crossings' application

(June 15, 1906) ' the usual practice of the Railway Committee of the

Privy Council, which, before the constitution of the Board of Railway Commissioners,
exercised jurisdiction respecting the protection of highway crossings, was to divide
the cost of the protection of previously existing highway crossings by railways between
the municipalities and the railway companies ; that such has been the practice of this
board, although it is recognized that no fixed rule can be laid down for determining
whether the municipality should share the expense, or in what proportion it should do
so. In a recent case, the jurisdiction of the Railway Committee to apportion such
expense upon the municipality was upheld by the Supreme Court of Canada.

Niagara, St. Catharines and Toronto Bailway — Thorold Street Croasings.

This was an application by the Niagara, St. Catharines and Toronto Railway
Company, imder section 186 of the Railway Act, 1903, for leave to cross certain streets
in the town of Thorold, in the township of Thorold, with its line of railway.

Hearing at Hamilton, May 8, 1906.

The town of Thorold opposed the application, contending that the applicant com-
pany's railway is a street railway or tramway, or is operated or to be operated as a

REPORT OF THE COMMISSIONERS 95

SESSIONAL PAPER No. 20c

street railway or tramway, and that leave could not be given to carry it across streets
in the town without the consent of the town by by-law. Upon the evidence, it did
not appear that the proposed branch line was a street railway or tramway, or intended
to he operated as such. The applicant company's main line was constructed upon the
company's right of way and did not run along the streets in Thorold, nor did its cars
stop at street corners to take up or let off passengers, but only at its own stations.

In the year 1902, by authority of the parliament of Canada and of the legislature
of the province of Ontario, the applicant company acquired the property and under-
taking of the Port Dalhousie, St. Catharines and Thorold Electric Street Railway
Company, Limited, a company incorporated under the authority of the legislature of
the province of Ontario, for the construction and operation of an electric street rail-
way, and the applicant company now operates the line of that street railway in and
upon the streets of Thorold and elsewhere; but the branch line authorized by order
of the board, and which the applicant company desired to carry across these streets,
was to be taken from the main line of the applicant company's railway, and not from
the street railway system.

Judgment, Chief Commissioner, June 19, 1906.

The prohibition in section 184 of the Railway Act, 1903, is against the authoriza-
tion of the operation of a street railway or tramway along a highway. In the present
case the application is for crossings only. In one case, the crossing is to be a.t an angle
which would force the railway upon the street for a considerable distance, but it seems
to be none the less a crossing. The evident intention of the Act is to require railway
companies proposing to operate a street railway system, and to use the streets as their
right of way, to procure the assent of the municipality for that purpose. The Act
authorizes a company to carry its railway across streets by leave of the board, and the
only qualification is that the consent of the municipality is required where the railway
is a street railway or tramway which runs along, and not merely across, the street.

Held, that the application should be granted.

Re The MacGregor-Gomrlay Co., Limited, Complaint.

This was a complaint by the MacGregor-Gourlay Co., Ltd., respecting the obstruc-
tion of South Water street, in the town of Gait, alleging that the Grand Valley Rail-
way Company had raised its tracks from ten inches to two feet above the level of the
street, in contravention of an agreement between the tov/n and the railway company,
entered into September 13, 1905.

Under this agreement, the company was required, amongst other things, to —

(a) macadamize 22 feet in width of the roadway where practicable — such work to
be done in a manner satisfactory to the board of works, who were to have the power to
direct what portion of the roadway of 36 feet in width should form the 22 feet to be
macadamized ;

(h) lay and maintain the top of the surface of the ties so as to be flush with the
adjoining surface of the street; but where the track should be laid in or about the
centre of the street, it was required to lay and maintain its rails so that the top
thereof should be flush with the adjoining surface of the street.

The agreement also provided that any disputes were to be determined by the board
of works of the town. The board caused its engineer to make an inspection of the
line of the Grand Valley Railway Company along South Water street, and he reported
that ' from the end of the bridge across the Grand river to the south end of the pro-
perty owned by the Beers Tannery, the track along Water street is from 4 inches to
12 inches above the level of the street, so that access to the property on the west side
of the street is cut off '

The engineer expressed the opinion that the company should put its tracks down
to the level of the street, so that the owners of the property on the west side of the
street might have unobstructed access to their property.

96 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

Under direction, the company was asked to advise the board whether it had since
complied with the terms of the agreement between it and the town, and the clerk of
the town notified that this had been done, with the additional notification that, under
sections 186 and 187 of the Kailway Act, 1903, the board has jurisdiction to direct
that such works be executed or measures taken as appear to the board best adapted
to remove or diminish the danger or obstruction arising or likely to arise from the
railway company's tracks; and that the board is not bound in this respect by the
decision of the board of works ; but may, if the civic authorities allow the railway and
the street to remain in such a condition as unduly to obstruct traffic, direct the town,
instead of the railway company, to take the necessary measures for protection of the
public.

June 25, 1906.

In re Coclcerline and Chxelph and Goderich Railway Company.

Eobei-t J. Cockerline applied to the board for an order directing the Guelph and
Goderich Eailway Company to make him an undercrossing between the parts of his
fajm severed by the railway line. The facts are specifically set forth in judgment
of the Chief Commissioner below.

Hearing at Stratford, May 28, 1907.

Judgment, June 20, 1906.

Killam, Chief Commissioner (t) Can. Ey. Cas., pp. 3, 4 el seq.) : The board made
an order upon the advice of its engineer, directing the Guelph and Goderich Eailway
Company to provide for E. J. Cockerline three farm crossings over its line through
his farm, two level crossings and one undercrossing. The railway company has
applied to have this order set aside on the ground that the board has no jurisdiction
to require it to make a fajm crossing under its railway.

Section 198 of the Eailway Act, 1903, requires that,

* Every company shall make crossings for persons across whose lands the railway
is carried, convenient and proper for the crossing of the railway for farm purposes.
In crossing with live stock, the same shall be in charge of some competent person,
who shall use all reasonable care and precaution to avoid accidents.'

In the case of Armstrong v. James Bay Eailway Company, 7 O.W.E. 75, 12
O.L.E. 137, Sir Wm. Meredith, C.J., expressed the opinion that the first subsection of
section 198 did not apply to a passageway under the railway track; he referred par-
ticularly to the provision requiring live stock, when crossing, to be in charge of a
competent person, as indicating this view.

In this connection, it seems well to refer to section 191 of the Eailway Act of
1888, by which

' Every company shall make crossings for persons across whose lands the railway
is carried, convenient and proper for the crossing of the railway by farmers' imple-
ments, carts and other vehicles.'

That required crossings to be made ' convenient and proper ' for the purposes
specified.

In Eeist v. Grand Trunk Eailwny Company, 6 U.C.C.P. 421, Draper, C.J.,
expressed the opinion that, under 14 and 15 Vict., ch. 51, sec. 13, requiring a com-
pany ' to erect and maintain ' (among other things) ' farm crossings for the use of
proprietors of lands adjoining the railway,' the expression ' farm crossing ' might
include ' a passage across and upon the railway itself — a crossing at grade, or a bridge
over, or a tunnel under the railway,' adding, ' I observe nothing in the Act which
necessarily excludes either of these interpretations.'

The language of the first subsection of section 198 is much changed. The cross-
ings are requqired to be ' convenient and proper for the crossing of the railway for
farm purposes.' In Armstrong v. James Bay Eailway Company, 7 O.W.E. 715, 12

REPORT OF THE COMMISSIONERS 97

SESSIONAL PAPER No. 20c

O.L.E. 137, the learned Chief Justice indicated a doubt as to the power of the Board,
under the second subsection of section 198, to require a company to provide an under-
crossing.

Apart from the reference to live stock, in the first subsection, I should feel no
difficulty in agreeing with the view taken by Draper, C.J., in Reist v. Grand Trunk
Railway, and in applying that to the construction of section 191 of the Act of 1888.

In construing section 198 of the present Act, we should, I think, start from the
position that the previous law required undercrossings, if other convenient and proper
ones could not be obtained. Subsection 2 is wide enough in its terms to include
undercrossings. It gives the Board power to order a company to provide a suitable
farm crossing, and to order and direct how, when and where it shall be constructed.

The principal argument against that view is that the word ' across ' means
' over,' or ' on the surface of.' In Webster's dictionary the word is defined as meaning
* from side to side,' ' athwart,' crosswise,' ' quite over.' The latter expression cer-
tainly does indicate something above, but the other equivalents do not. Usually,
resort must be had to the context. We may go across a river upon a bridge, by boat,
by swimming, or by a tunnel underneath the water. A net or a rope may be properly
said to be stretched across a river although underneath the water. The word ' across '
is equally applicable in any case.

In section 184 of the Railway Act, 1903, authority is given to carry a railway
' upon, along or across ' a highway.

By section 186 authority is given, on any application for leave to construct the
railway ' upon, along or across ' a highway, to order it to be carried over or under the
highway. The section makes it clear that in crossing, the highway may be placed
tmder the railway, or the railway under the highway; but the undercrossing and the
overcrossing equally are included under the expression ' across.'

Section 197 of the Act speaks of drainage or drainage works ' upon and across
the property of the landowners,' and ' upon and across the railway and lands of the
company.' Having reference to the subject, drains underneath the property or rail-
way would naturally be considered as included, and this is obvious by the latter part
of the section providing that ' no drainage works shall be constructed or reconstructed
upon, along, under or across the railway or lands of the company,' &c.

In the present case, the railway is carried across Mr. Cockerline's farm upon a
high embankment constructed for the purpose, any crossing over which would be in-
convenient. I do not think that the so-called level crossings alone would be considered
to be ' suitable.'

Some attempt was made, upon the hearing of the application, to show that Cocker-
line, in conveying the right of way to the railway company and agreeing upon a price
therefor, intended to release the right to a farm crossing, or farm crossings, and to
accept compensation for their loss.

To my mind, the evidence establishes directly the contrary, and that Cockerline
acted under assurances calculated to lead him to believe, and which did lead him to
believe, that his application to the Board for an undercrossing would not be prejudiced
by the execution of the conveyance and acceptance of the purchase money.

Under all the circumstances, it appears to me that the order should be affirmed,
with costs to be fijxed by the secretary of the board.

Re Complaint of Staunton's^ Limited, Toronto.

This was a complaint by Staunton's, Limited, of Toronto, against the Grand
Trunk Railway Company of Canada and the Canadian Pacific Railway Company,
alleging that the freight rates charged by these companies on wall paper shipped from
Toronto to points in eastern Ontario and in the provinces of Quebec, New Brunswick
and Nova Scotia, were excessive and discriminatory in comparison with the rates in

20c— 7

98 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

effect upon similar merchandise carried in the opposite direction; and complainants
applied for an order disallowing the present east-bound rates on their goods and restor-
ing those in effect prior to November 15, 1905.

Hearing at Toronto, May 9, 1906.

Judgment, Chief Commissioner, June 28, 1906.

The Board considers that the long continued existence of the former tolls affords
strong evidence of their rfiasonableness. and that it does ont appear that tliprp lia« bpen
a:iy change of circumstances, or that there is any sufficient reason for the changes
recently made in those tolls; that the charging of higher tolls for the traffic in ques-
tion from Toronto eastward than are charged for similar traffic from Montreal and
other points westward constitutes an unjust discrimination against the Toronto ship-
pers, and that these tolls should be equalized.

Order of Board, July 31, directing that the said companies reduce their tolls for
the said east-bound traffic from Toronto to Montreal to those in the tariffs for similar
west-bound traffic between the same points; that the tolls to Montreal be not exceeded
to Ottawa,, nor to intermediate points; and that the tolls to points east of Montreal
be reduced by the amount of the said reduction to Montreal. Also that the tariffs to
be made under the order come into force not later than September 10, next,

P. G. Patriarche and Burlington Canning Co. v. The Grand Tininh Railway Go. and
The Hamilton Radial Electric Street Railway Go.

This was an application, under sections 253 and 271 of the Railway Act, 1903, to
compel an interchange of traffic between the two railways.

The Hamilton Radial Electric Street Railway Company was incorporated by
Act of the legislature of the province of Ontario. Its undertaking and railway have
never been declared by the parliament of Canada to be a work for the general ad-
vantage of Canada, or for the advantage of two or more of the provinceg.

The Grand Trunk Railway was, by the Railway Act of 1888, declared a work for
the general advantage of Canada, and subject to the legislative authority of the par-
liament of Canada.

The Act of 1888 was repealed upon the coming into force of the Railway Act, 1903.

By section 7 of the latter Act,

* Every railway, steam or electric street railway or tramway, the construction or
operation of which is authorized by a special Act passed by the legislature of any pro-
vince, now or hereinafter connecting with or crossing a railway which, at the time of
such connection or crossing, is subject to the legislative authority of the parliament of
Canada, is hereby declared to be a work for the general advantages of Canada in
respect only to such connection or crossing or to through traffic thereon or anything
appertaining thereto, and also to the provisions set forth in this Act relating to
offences and penalties, navigable waters and criminal matters, and this Act shall apply
to that extent only.'

Some years before the coming into force of the Railway Act, 1903, a physical con-
nection was made between the two railways, but no order was obtained authorizing
such connection either under section 173 of the Railway Act, 1888, or section 177 of the
Railway Act, 1903, although a crossing had been authorized by the Railway Committee
of the Privy Council in 1897.

Hearing at Hamilton, May 9, 1906.

Judgment, June 28, 1906.

Killam, Chief Commissioner (5 Can. Ry. Cas., 200): Held, that parlijimcnt lias
the incidental power to determine the terms upon which a railway, not otherwise sub-
ject to its legislative authority, may connect with or cross one that is so subject, and
the obligations between the companies concerned.

British North America Act, section 91 (10) and (c), and section 92 (29), section*
306 and 307, Railway Act, 1888, and section 7, Railway Act, 1903, referred to.

REPORT OF TEE COMMISSIONERS 99

SESSIONAL PAPER No. 20c

Held, that such connection being illegal, no order should be made. An applica-
tion to authorize the connection, under section 177 of the Railway Act, 1903, must
first be made. ^

The Guelph and Goderich Railway Co. v. The Guelph Radial Railway Co.

The Guelph and Goderich Eailway Company applied under section 177 of the llail-
way Act, 1903, for leave to construct and operate its railway across the railway of the
Guelph Kadial Railway Company on the Elora road, outside the limits of the city
of Guelph.

The Guelph and Goderich Railway Company was incorporated by an Act of the
parliament of Canada, 4 Edward VII., chapter 81, assented to June 6, 1904. A plan
showing the location of its line across the Elora road, outside the city of Guelph, was
approved by the Boi rd on July 2, 1904, filed in the Registry Office on July 8, 1904, and
notice of the proposed location published in local newspapers in August, 1901.

This application was filed on August 16, 1905, and an order was made giving
leave to the Guelph and Goderich Railway Company to cross the highway at that
point, on October 16, 1905.

On the 25th May, 1905, by 5 Edward VII., chapter 91, the Guelph Radial Railway
Company was empowered to build and operate an extension of its railway on the Elora
road, outside the city of Guelph. Its location had been authorized by a by-law ]")nrsed
by the council of the county of Wellington on June 4, 1904.

Hearing at Stratford, December 4, 1905.

Judgment, July 5, 1906.

Killam, Chief Commissioner (5 Can. Ry. Cas. 180) : Held, that the location aiid
operation of the Radial Railway Company had, under the circumstances, bt^come
authorized on May 25, 1905, and was prior to that of the applicant company, and that,
following the usual course, the applicant company must be at the expense of the cross-
ing and maintenance of any necessary protection.

Ruling re Erroneous Rate Quotaiions.

Chief Commissioner, July 31, 1906: — ^^

The Board is appointed to enforce the Railway Act — not ordinary contracts. In
my opinion, the Board should recognize as valid only the tolls set out in the tariffsi
authorized by the Act, and it should not assume to interfere with charges made in
aecordance with such tariffs on the plea that lower rates were quoted by a company's
agent. Such a practice would open the door to rebates and preferences.

If parties have any right to relief in such cases, they should seek it in the ordin-
ary courts on the ground of breach of special contract or of misrepresentation.

The Act giving the Board durisdiction respecting rates of express companies does
not apply to past transactions, and the functions of the Board will be confined to the
approval of tariffs for the future and dealings with tolls under them.

Chief Commissioner, September 19, 1906.

Re Grand TrunTc Pacific Right of Way at Clover Bar, Alberta.

Complaint was made to the Board respecting the methods adopted by agents of
the Grand Trunk Pacific Company for the acquisition of lands for the company's
right of way.

Held, Chief Commissioner, October 9, 1906, that the subject-matter of the petition
is one over which the Board has no durisdiction; that, under the Railway Act, 1903,
upon approval of its location plans, a railway company is entitled to acquire its right

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100 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD Vll., A. 1909

of way either by voluntary conveyance from the owners of the necessary lands or by
expropriation proceedings. The Act gives to the Board of Eajlway Commissioners
no authority respecting either method of acquisition of these lands. If parties are
induced by unlawful misrepresentation or duress to part with their lands on unfavour-
able terms, they must seek their redress in the ordinary tribunals. The proceedings
for expropriation are set out in the statute, and the Board is given no authority over
either the procedure or the amount of the compensation.

\ , Re Postal Oars.

Judgment, Chief Commissioner, October 10, 1900:

I am not at all clear that the Board has jurisdiction to compel railway companies
to alter their ordinary practice in regard to the respective locations of mail and
baggage cars. Possibly the jurisdictiori may exist under section 212, subsection 2, of
the Railway Act, 1903; but, even if there is such jurisdiction, I do not think that the
board should interfere with the discretion of railway officials upon this point.

It is not easy to determine whether there is materially grea.ter danger to parties
in the first than there is to those in the second car.

Even if greater consideration should be given to those who are not employees of
the railway company, there does not appear to be any reason for giving preference to
mail clerks over the employees of express companies.

In re Highway Crossings.

Statement of facts taken from judgment of Chief Commissioner:

During the official tjip of the Board in western Canada in the summer of 1906, a
number of applications were brought before it in respect of street crossings over rail-
ways in the province of Alberta. One of these rela.ted to a large number of crossings
in the city of Calgary over the line of the Canadian Pacific Railway Company. This
was settled by agreement between the city and the railway company, and an order, in
conformity with the agreement, was issued later.

Another was an application by the town of High River for an order directing the
Canadian Pacific Railway Company to provide and construct a suitable highway
crossing where its railway intersected Fourth street in that town. The application
alleged that there was no railway crossing between the Calgary a.nd Macleod trail and
Seventh street, according to a plan which showed Fourth street as lying in the inter-
mediate space, and that the opening of Fourth street wa^ necessary for the proper
enjoyment of the use of the streets of the town and for the safety of the inhabitants.

A third was the application of the town of Olds for leave to construct certain
highways across the railway of the Canadian Pacific Railway Company's Calgary and
Edmonton branch at Olds, to join and connect certain main streets lying on each side
of the railway.

While this application alleged the previous existence of certain crossings upon
the lines of certain main streets, known as Second a,nd Third streets, it further
alleged that the only legal crossing which the town had at the time of the application
was at the extreme north end of the town, which was north of either of the streets
named.

A fourth was tha.t of the town of Didsbury, for an order, ' under the provisions
of the Railway Act, 1903, respecting highway crossings, being sections 184 to 191,
inclusive, and particularly under section 187, directing the Canadian Pacific Railway
Company to construct and provide a. suitable crossing, and to maintain the same per-
petually where the continuation of Hespeler street, in the said town of Didsbury, if
continued easterly, without the obstruction being placed thereon by the Canadian
Pacific Railway Company, would cross the said railway company's right of way.'

REPORT OF THE COMMISSIONERS 10%

SESSIONAL PAPER No. 20c

The application alleged that Hespeler street in Didsbury, 'for some years past,
and until it was obstructed by the said the Canadian Pacific Eailway Company on or
about the 1st day of August, 1906, was a highway, and was used as such by the pub-
lic/ It further alleged an express agreement between the railway company and the
town for making Hespeler street a perpetual highway across the railway, and that the
town had, at the request of the railway company, improved Hespeler street upon Ihe
company's right of way, and had expended a considerable sum of money in doiiig so ;
that the railway company had placed a large quantity of earth upon Hespeler street
where it crossed the company's right of way, and that the town had used and employed
this earth in further grading and improving the street at the request of the railway
company; and that the railway company had indicated by a sign that there vras a,
highway crossing over the railway at that point ; and setting forth other circumstances
as showing the importance, in the public interest, of having a highway crossing at
Hespeler street.

The application further alleged that the railway company had recently obstructed
the crossing at Hespeler street and deprived the public of the use and enjoyment
thereof.

A fifth application was made by the village of Leduc for a street crossing over
the Calgary and Edmonton branch of the Canadian Pacific Railway Compny at Mill
street. In answer to this application, the Canadian Pacific Railway Company sub-
mitted a plan of the town site and existing crossings at Leduc, pointing out that
' from the plan it will be seen that there is already a crossing at the point known as
" Edmonton Trail," another nearly opposite Main street, and a third about 1,600 feet
south of the latter.'

Upon examination of the locality by an engineer of the Board, he reported that
he had inspected the site of the proposed crossing in company with the overseer and
principal business men of the village, and that ' the overseer and the others agreed
that, if the village has to build and maintain the crossing, it would be just as well for
them to build a road along the east side of the railway from Mill street north to Main
street, and cross there where there is already a crossing.

Subsequently, the village presented to the Board a formal petition with reference
to the crossing at Main street, setting out that what was and is sought was the making
permanent of a crossing at Main street, which crossing is and always has been the
most commonly used access to the railway station.

In the case of High River, negotiations took place between the town and the
railway company which did not result in a complete agreement, but served only to
indicate the respective positions of the parties. The town desired, in addition to the
crossing at Fourth street, to have the passenger station of the company removed to the
neighbourhood of that crossing, and offered, in consideration of these advantages, to
l^ay a certain sum towards expense of such removal, and to procure for the railway
L-umjpany a piece of land for the prolongation of its yard at the town in a southerly
direction. The company claimed to be bound by an agreement with a private party
which prohibited it from removing the station to the desired position, and objected to
the establishment of a street crossing at Fourth streeet, but offered to allow a crossing
to be established at Third street and to remove the station to the neighbourhood of
that crossing, provided that town would procure for the company the proposed lands,
and would close the admittedly existing highway crossing over the railway at Seventh
street. The town refused to accept the condition for the closing of the crossing at
Seventh street.

In the case of the town of Olds, the railway company offered a crossing at Second
street, with an extension of Railway street (which runs parallel with the railway) to
Seventh street, and another crossing at Seventh street. The town was willing to limit
its request to a crossing at Third street and one at Seventh street, with the extension
mentioned.

Didsbury is not a town, but a village municipality, established under the ordin-
ances of the Northwest Territories. Counsel for the village claimed that a public

102 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

highway had been established at Didsbury by dedication of the railway company, after
the construction of the railway. It was not suggested that any public highway had
existed at that point before the railway was constructed. The contention on behalf
of the railway company, was that it was incompetent for the company to establish a
highway by dedication without leave of the Railway Committee of the Privy Council
under the legislation preceding the Railway Act, 1903, or of the Board since its estab-
lishment. Counsel for the village argued that the railway company could so dedicate
without leave.

In the case of the Leduc application, which is also a village established under the
ordinances of the Northwest Territories, counsel for the railway company submitted
an offer to allow a crossing to be authorized at Main street, as well as another at
Douglas street, in the village, upon the condition that it should be ordered that, in case
of any protective measures or appliances being required at the crossing in the future,
the cost thereof should be borne by the village. It was claimed, on behalf of the
village, that it hal for a long time a crossing at Main street, and that the village
ought not to be now bound to bear such expense.

Judgment, Chief Commissioner, November 6, 1906.

In connection with these cases it appears to be desirable to con-
sider the functions of the Board with respect to railway and highway crossings. Sec-
tion 184 authorizes the Board to grant leave to a railway company to carry its tracks
upon, along, or across an existing highway. Section 186 lays down a method of pro-
cedure ' upon any application for leave to construct the railway upon, along or across
an existing railway,' and authorizes the Board to grant such application upon such
terms and conditions as to protection, safety, and convenience of the public as it may
deem expedient, or to order that the highway be carried over or under the railway
and works to be executed or measures taken to remove or diminish the danger or
obstruction arising or likely to arise therefrom; and section 187 confers upon the
Board the power, in the case of a railway already existing upon, along, or across a
highway, to make any order in respect thereto as in the previous section provided.

Other provisions of the Act impose upon the railway company specific duties with
reference to highways, or assign to the Board certain specified powers with respect
thereto; and the Board, under the general jurisdiction given by section 23, is em-
powered to compel railway companies to observe the duties cast upon them by such
provisions of the Railway Act.

As I have previously had occasion to point out, the Board is a creature of the
statute, and has only the powers given to it by statute. While constituted a court for
the purpose of exercising the jurisdiction conferred upon it, the Board is not a court
for the determination of all questions arising between the public or individuals and
a railway company. The Board has no general jurisdiction to determine whether a
public right of crossing over a railway exists; but, in cases in which it is called upon
to exercise the powers specifically conferred upon it with respect to highways, or its
jurisdiction to enforce performance of the duties of railway companies with respect
to highways, it has incidentally, the power to inquire and determine whether, in fact,
a right of crossing does or does not exist at a particular point.

For two or three years the public were in the habit of crossing the railway upon
the line of Hespeler street in Didsbury, and this was facilitated by the grading of a
street line upon the company's right of way outside the rails and by planking at and
between the rails. This work has been undone and the crossing so obstructed that the
public cannot now cross. It appears to me, that, if there is a public right of crossing
at that point, the Board has jurisdiction, under sections 186 and 187 of the Act, to
direct that such measures be taken as to enable the public to cross there safely and
conveniently, and that, for the purpose, the Board has jurisdiction to determine whether
the right of public crossing exists.

The Railway Act, 1903, nowhere prohibits in express terms the construction of a
highway, or the giving of a public right of crossing over a railway, without the leave

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SESSIONAL PAPER No. 20c

of the Board ; but it appears to assume that, for some purpose, such leave is necessary.
I take it to be assumed that, without some provision therefor, a municipality or other
body having power under the local law to open a highway across private property with-
out the consent of the owner, could* not open such across property dedicated by
authority of the parliament of Canada to the purposes of a railway; and it appears
to me that the provisions of section 186 are intended, in part, to afford the means of
enabling such municipality or body to do this where the public interests require it.
But, in my opinion, this clause enabling the Board to give leave for the construction
of a highway across a railway, was not intended to provide a means by which private
individuals, or bodies not otherwise possessed of power to open highways, could do so.

In this connection the question naturally arises whether the steps to open such a
highway must be taken by the municipality or other body in accordance with the law
generally applicable to the opening of highways, and whether compensation has to be
given and determined according to such law.

I have never hitherto been called upon definitely to determine that question, which
is by no means a simple one. Hitherto, without careful consideration, I have ex-
pressed an inclination to the view that the local law is applicable. On further con-
sideration, however, I doubt this; but, in view of the fact that the point is, so far as
I know, wholly unsettled by authority, and of my having previously used expressions
which may have induced parties to consider the question to be settled so far as this
Board is concerned, I would be ready to receive any argument upon the point which
any one might desire to offer. It is very probable that parliament intended the whole
matter to be settled by this Board, and all the conditions in respect of compensation,
as well as of procedure, construction and precautions, to be determined by the Board.
Section 36 gives to the Board general power to impose terms in making an order, and
the provisions of section 47 appear capable of application to such a case without undue
straining of language. The Board has already decided that it is not bound to grant
compensation to one railway company for the crossing of its line by the railway of
ajiother company; and the same principle might well be applied in cases of highway
crossings.

But it should be observed that the power of the Board in this respect is to give
leave. The Board is not authorized to direct or compel railway companies to construct
or make highways across their lands where a public right of crossing does not already
exist by law, though it may give leave to a company or to some other bodies, on some
terms, to do so.

In the Didsbury case, counsel for the railway company cited the remarks of Hon.
Mr. Blair, when Chief Commissioner, in an application made by the city of Calgary,
in 1904, deported in volume 10 of the reports of proceedings of the Board, at page
4527, as follows: —

' Hon. Mr. Blair : Your legal position I cannot think would be very much im-
.pi|oved or strengthened by reason of what has transpired; without an order of the
Eailway Committee of the Privy Council, or without an order of this Board, you have
no legal right whatever to cross those tracks, notwithstanding or no matter what may
have been the underetanding between you, or the agreement between you, or the user
which has taken place, and no matter what dedication may have been made. The
matter of dedication of a highway there would be a totally distinct and separate thing
from the legalizing of the use of the right of way, or that portion which is occupied
by the tracks of the railway company for the purposes of a public highway. You have
got to have that authority or else you have no legal ground upon which to stand.'

Upon a previous citation in another case of these remarks, I expressed myself as
being inclined to the same view. Counsel for the village, however, argued strongly
for the power of the railway company to dedicate a portion of its right of way for
use as a public highway without leave of the Eailway Committee or of this Board.
Upon a reference to Canadian authorities I do not find that the contention of the

104 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

railway company is as well supported as I was inclined to think at the time of the
hearing. Guthrie v. Canadian Pacific Railway Company, 31 S.C.R. 155, and Grand
Trunk Railway Company v. Valliear, 2 Can. Ry. Cas. 245, 3 Can. Ry. Cas. 399, 7 O.L.R.
364, related to private rights; and Grand Trunk Railway Company v. Valliear was so
distinguished in the Court of Appeal.

The expresions used by Hon. Mr. Blair and myself may have led counsel for the
railway company to omit careful examination or argument of the question; and
counsel for the village did not discuss the Canadian cases or the terms of the Railway
Acts. It appears to me desirable, therefore, that before the Board makes a definite
decision upon this important question, an opportunity should be given to the parties
to present such further arguments in writing as they may desire; and, in this con-
nection, it would be desirable that further consideration be given by counsel to some
other questions, such as the sufficiency of the evidence to warrant an inference of an
intention on the part of the railway company to dedicate, and the power of the Cana-
dian Pacific Railway Company to do so in respect of the line of the Calgary and Edmon-
ton Railway Company ; and the Board should be furnished with evidence of the relations
of these two companies respecting the line. I understand that the line is under lease
to the Canadian Pacific Railway Company, which may have no power to dedicate any
portion of the land of the Calgary and Edmonton Railway Company as a public liigh-
iway, even if it could so dedicate a portion of its own land; and circumstances which
would warrant the inference of a dedication by the company whose officials are operat-
ing the railway, might be quite insufficient to warrant such an inference as against
the lessor.

Towns and villages along the line of the Calgary and Edmonton Railway owe
their existence to that railway. ISTecessarily they must submit to many inconveniences
inseparable from such a situation. Where the Board exercises a discretionary power
to determine at what points on such a railway street crossings shall be opened, it is
obliged to consider the relative convenience of the public and the railway company as
well as the public safety. The efficient operation of the railway is a matter of import-
ance to the public generally and to the residents of the particular locality dependent
upon it. It is particularly incumbent upon the Board to protect the public from the
dangers attending such crossings ; and in the performance of this duty, it must be on
its guard against being too readily influenced by the insistence of those desiring relief
from present inconvenience and led by self-interest to minimize the danger.

An examination into the position at High River indicates the importance to the
community of a street crossing near the business centre of the town. It is admitted
that the town wa,s laid out by the original promoters of the railway, who, therefore,
are in some measure responsible for the situation which has developed; and the com-
pany at present operating the railway must, for an application of the kind in question,
be treated as a.ffected by this responsibility. On this ground, it appears to me that
there should be a crossing at Third street upon the terms agreed to by the town, which
appear to afford reasonable compensation to the railway company. Under the cir-
cumstances of the town and the proba,bility of its growth westward, the closing of
Seventh street should not be insisted upon.

As regards Olds, the situation appears to be much the same. The convenience of
the community, it appears to me, demands the crossing at Third street; but, for the
present, I do not think that more should be allowed, or that the southeni crossing
offered by the railway company as a condition of being relieved of the crossing at
Third street should be authorized.

At Didsbury, the promoters of the railway laid out the town site on one side of
the railway only, retaining, in one block, land lying along the other side of the line.
They held out no inducement to the growth of a town or village to the east of the rail-
way. Such growth a^ has arisen there is upon land thus separated from the railway
and the town on the western side. The village is much smaller than High River, and

REPORT OF THE COMMISSIONERS 105

SESSIONAL PAPER No. 20c

the importance of a crossing at a particular point is not so great. The public have
not long been accustomed to regard the crossing a.t Hespeler street as an open one.
If there were no question of the existence of a public highway at Hespeler street, but
the case was submitted merely to the discretion of the Board, I would not be in favour
of authorizing the crossing at that street. If the railway company will so place the
wajehouses on the east side of the track as to be convenient to the crossing at Water-
loo street, that crossing should, in my opinion, sufficiently answer the needs of the
village.

It does not appear that the village has full power to open highways. Apparently
this power was not given by the ordinances under which it was constituted. We have
been referred to a late statute of the province of Alberta, the terms of which I have
not yet had an opportunity of le-arning. Unless the village has such power, I do not
think that this Board can authorize the village to open a highway over the tracks of
the railway company against the will of the company, although the Board might
empower the company to open such a highway if it was willing to do so.

As to Leduc, I think that the company ought to open Main street, at least, uncon-
ditionally, leaving the question of protection for future consideration ^hen the neces-
sity arises. The company expressly indicated the crossing at Main street as open
in answer to the application for the making of a crossing at Mill street. If the com-
pany is unwilling to do this, the matter is open to the same difficulty as in the case
of Didsbury, though, upon its appearing that the locality has become incorporated as
a town, an order might be made. If, upon further consideration of the Didsbary
application, it should appear to the Board that, without leave, the company could
dedicate a strip across its land as a public highway, and the company is unwilling to
allow the crossing at Main street as suggested, the village should have an opportunity
of showing the existence of a public highway across the railway at that point.

Orders issued accordingly in the case of the applications of the town of High
River and the town of Olds.

Note. — The parties have been asked to submit further arguments in writing in
respect of the question of the power of a railway company to dedicate a portion of its
right of way for use as a public highway without authority of the Railway Committee
of the Privy Council, under the Railway Acts, previous to the establishment of the
Board, or of the Board since its organization.

High River Case.

Judgment in concurrence, Mr. Commissioner Mills.

I cannot help feeling that when a company, running a line of railway through a
locality, fixes upon a place for its station and lays out a town site on both sides of its
tracks, providing for streets running through the town (across its railway), and pro-
hibiting the people who may settle in the town and use the said streets, from crossing
the said railway within the limits of the railway yard, varying in length from one-third
to one-half mile or more, it (the said company) thereby creates an unreasonable and
intolerable business condition, such as no class of people, whether living in the town
or going there to do business, should be asked to submit to.

The unreasonableness of the prohibition above referred to is shown by the fact
that in nearly every such instance the local railway officials allow people on foot to
pass illegally across the railway tracks within the prohibited limits, as the members
of the Railway Commission, their officials, and many others did on the day of the
recent visit of the commission to the town of High River; and in not a few such
places, vehicular traffic is allowed to pass illegally across the right of way and over
the tracks within the prohibited limits, because the prohibition is felt and tacitly
acknowledged by the railway officials themselves to be unfair, if not altogether in-
defensible. .

106 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

For this intolerable business condition, the railway company is primarily respon-
sible; and the people who, with knowledge of the facts, settle in a town where such a
condition exists, are perhaps to some extent responsible, in so far as they thereby
tacitly agree or consent to work axid live where such condition is imposed.

Therefore, I am of opinion that, in such cases, some measure of relief should be
granted, and that the railway company should bear, say, one-half of the expense of
providing such relief.

All rail-level crossings involve more or less danger, farm crossings, highway cross-
ings, street crossings over single tracks in cities, towns and villages, and street cross-
ings over two or more tracks within the limits of railway yards, some close to stations
and others at greater or less distance therefrom. Nevertheless large numbers of each
of these kinds of crossings are found all over the country, because public opinion (the
law-making power) long ago decided and still maintains that such crossings are
absolutely necessary. I admit that rail-level crossings through a railway yard are
specially objectionable and should be avoided as far as possible; but, on account of
the intolerable condition above described, the need for such crossings has been so great
that, notwithstanding the danger, they have been made in nearly every town or village
(not to speak of cities) through which a railway passes in the older provinces; and
it appears to me that the Board of Railway Commissioners, especially on account of the
increased and ever increasing length of railway yards, is now and will hereafter be
under obligation to grant such crossings in response to reasonable applications and
appeals by the business people of the country, until such time as there, is special
legislative provision for distributing and in some way defraying the expense of sub-
ways, overhead bridges, or other special forms of protection at many, if not most, of
the crossings in our cities, towns and villages.

Further, rail-level crossings, especially crossings through a railway yard, cause a
certain amount, possibly a considerable amount, of inconvenience to a railway com-
pany. This is admitted. Nevertheless I think it is manifest that such crossings must
continue to be made until, as above suggested, there is special legislative provision for
the construction of subways or overhead bridges at crossings which cannot be properly
protected by the ordinary and less expensive methods. At present the question is who
shall bear the inconvenience, the public or the railway companies? My opinion is,
first, that the inconvenience should be equitably divided; and, second, that no class of
people in any city, town or village should, in the transaction of business or the dis-
charge of social or civil duties and obligations, be compelled to walk or drive unreason-
ably long distances in order to cross the right of way and track or tracks of any rail-
way company.

In speaking of the Calgary and Edmonton Railway, I may say that I do not ques-
tion the correctness of the statement that Hhe towns and villages along the line of the
Calgary and Edmonton Railway owe their existence to that railway '; but, I might ask,
if it is not equally true that the Calgary and Edmonton Railway owes its existence
•and its manifestly profitable traffic to the said towns and villages and the trade of the
farmers who use the streets thereof.

I admit also that the Board should 'consider the relative convenience of the public
and the railway company, as well as the public safety,' and should not forget that 'the
efficient operation of the railway is a matter of importance to the public generally, as
well as to the residents of particular localities dependent upon it ' ; but the experience
•of railway companies and of the public generally in the older provinces of the Dom-
inion gofes, I think, to show that the interests of neither the one nor the other have
been seriously sacrificed by granting the residents of particular localities reasonable
facilities for doing business on the opposite side of the lines of railway which pass
through the cities, towns or villages in which they live.

I do not attach much importance to the insistence of those who seek relief; but
I desire to give due weight to the facts in each case; and I never can bring myself
to think that the board, on any mere theory of inconvenience to the railway company

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SESSIONAL PAPER No. 20c

;or from a desire to meet the wishes of the general public for more rapid transporta-
tion, is justified in allowing a railway company to create and maintain unreasonable
or intolerable business conditions in any city, town or village through which it passes ;
and while I do not desire to minimize the danger of crossings through railway yards
or elsewhere, I would venture the statement that most of the accidents on the railways
in this country are due, not to crossings, but to collisions of various kinds on the rail-
ways, and to carelessness or recklessness in shunting, which results in the death of so
many railway employees.

Therefore, my opinion is that the municipality of High River should be authorized
to cross the right of way and track or tracks ofthe Calgary and Edmonton Railway
Company on Third street in the said town as soon as it obtains and transfers in fee
simple to the said company, the plot of land agreed upon between the company and the
municipality, all as per agreement between the parties; and that Seventh street, in
the said town, should be kept open and maintained as heretofore for the use of the
public in that locality.

November 10, 1906.

Didsbury Case.

Judgment in dissent, 3Ir. Commissioner Mills.

Findings —

That the Calgary and Edmonton Railway Company graded and planked the rail-
way crossing on Hespeler street, Didsbury, Alta., opened the said crossing, and main-
tained it during a continuous period of about four years, for hauling freight to and
fro between the village on the west side of the railway and the freight tracks or sidings
on the east side of the main line, and for general use by all who cared to travel to and
from the east side of the railway, whether the residents of the village on the west side,
the property holders on the east side, or the farmers and others in the country lying
east, northeast, and southeast of the village.

That during the time that the crossing on the said street was in use, and without
any kind of notice or intimation that it would ever be disallowed or closed, some
seventy lots of lands were bought on the east side of the railway, in what is now called
Lacknerville, or Didsbury East. These lots, it appears, were bought and some houses
were built in good faith and imder the undoubted impression that on Hespeler street
there would continue to be, as there had been, a regular public crossing over the rail-
way, open at all times for the use and convenience of those who might wish to pass
to and fro between their property on the east side and their place of business in the
village on the west side of the railway.

That the owners of the said lots, with or without houses, have vested rights which
they acquired on the faith that the railway company would continue to do as it had
done regarding the said Hespeler street crossing, which crossing the company had itself
established, maintained, and allowed the public to use without let or hindrance for a
period of four years or longer.

Expressions of Opinion —

; No doubt the railway crossing on Hespeler street did, when in use, and will, if

restored, involve two things:

(1) Some danger to the travelling public in that locality.

(2) Some inconvenience to the railway company.

All rail-level crossings involve more or less danger — farm crossings; highway
crossings; street crossings over single tracks in cities, towns and villages; and street
crossings over two or more tracks within the limits of railway yards — some close to
stations and others at greater or less distance therefrom. Nevertheless large numbers
of each of these kinds of crossings are found all over the country, because they are

108 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

regarded as absolutely necessary; and they must, in my opinion, continue to be made,
with or without protection and notwithstanding the danger, until such time as special
legislative provision is made for defraying the cost of subways or bridges at crossings
which involve serious risk. This, I take it, is the reason why the Railway Committee
of the Privy Council allowed and legalized hundreds of more or less dangerous rail-
level crossings on streets and through railway yards in the cities, towns and villages of
the Dominion.

Further, every rail-level crossing, especially a crossing through a railway yard,
causes a certain amount, possibly a considerable amount, of inconvenience to the rail-
way company; and, after carefully considering the whole situation and circum-
stances, I am of the opinion that this inconvenience, like the danger above referred to,
must continue until legislative provision is made for subways or overhead bridges at
such crossings as cannot be satisfactorily protected by the usual means now in use.
At present, the question is, who shall bear the inconvenience, the public or the railway
companies? My opinion is that the inconvenience should be equitably divided; on
the one hand, the railway companies should not be embarrassed by too many crossings
through their yards — municipalities should not, in some instances, be given all the
crossings they ask for; and, on the other hand, no class^of people in any city, town
or village should, in the transaction of business or the discharge of civil and social
duties or obligations, be compelled to walk or drive unreasonably long distances in
order to get across the right of way and track or tracks of a railway company.

In my opinion, the aim of the Commission should be, not to restrict, hamper or
iCmbarrass the business community by refusing or closing such railway crossings as
reasonable convenience demands, but to provide protection at dangerous crossings and
endeavour to distribute as equitably as possible the cost of such protection.

The distribution of the cost of protecting a railway crossing must always dep-.end
upbn the facts and circumstances: Who created the necessity for the crossing ?
Who is responsible for the facts and circumstances which have made the demand for
the crossing a reasonable one ? Who is or are served by the crossing — the railway
company alone, the municipality alone, or both, or the railway, the municipality and
the outside, surrounding public? What has caused the danger that makes the pro-
{tection necessary — increased traffic on the railway, the running of fast through trains,
or the growth of population and industries in the municipality ?

I had stated my views re the distribution of the cost of protecting certain cross-
ings in the village of Didsbury; but out of deference to the opinion of the Chief
Commissioner, I decided to leave that question for future consideration — to be settled
when the occasion arises — and shall deal only with the application for the reopening
of the crossing on Hespeler street in the said village.

Tn reference to this application, I may say that, for reasons which were obvious,
thoiigh not openly avowed at the hearing, the railway company did not, in the case of
Didsbury, lay out and sell any portion of its land on the east side of its line of rail-
way, and did not thus contribute to any inconvenience which might result from a
lack of crossings over its railway in the village; but, as already stated, it laid out the
village on the west side of its line, placed its freight shed and freight sidings on the
east side of its line, and established a regular crossing over its tracks on Hespeler
street in the said village. For a period of four years or longer, the said Hespeler street
crossing was used, not only for the business of the company, but for all kinds of traffic
— village and farm traffic alike — without let or hindrance from the company, or any
kind of intimation that the said crossing would ever be closed ; and the evidence shows
that, under the impression that on Hespeler street there would continue to be, as there
had been, a regular public crossing, a number of people bought lots on the east side of
th)e line, some of them built houses there, and others spent a considerable sum of
money on Hespeler street, east of the line, in order to improve the road leading up to
itihe crossing on the said street. Then, after a number of people had thus acquired
rights on the east side of the railway, the railway company, without notice, closed the

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SESSIONAL PAPER No. 20c

crossing on Hespeler street and opened another which it thought would better serve
its purpose. This course of action by the company does not seem to me to be quite fair
or reasonable ; it might, perhaps, be described as arbitrary ; and if the Eailway Com-
mission should approve of its as a fair and reasonable proceeding, it would, I think,
thereby take a serious step towards establishing a new principle of law in dealing with
the question of vested rights.

Therefore, my judgment is :

That the said Hespeler street crossing over the right of way and tracks of the
Calgary and Edmonton Railway, in the village of Didsbury, in the province of Alberta,
should be re-opened and maintained as a regular public crossing over the said railway
at that point ; the grading on each side of the track or tracks to be maintained in good
order by the village, and the planking, not less than twenty feet long, between and on
the outside of each pair of rails, to be laid and kept in good condition by the railway
company.

February 1, 1907.

Re Queen s Wharf Crossing, Toronto.

This was an application by the Canadian Pacific Railway Company for an order
to vary the order of the Railway Committee of the Privy Council, dated February 8,
1898, and the order of the Board, dated July 27, 1905, by directing that the entire cost
of operation and maintenance of the diamonds, interlocking, derailing, and signal
appliances at the Queen's wharf crossing, in the city of Toronto, of the applicant
company's line of railway by the Grand Trunk Company's lines be borne by the two
companies in the proportion which the total number of cars belonging to one company
passing in any direction over the crossing bears to the total number of cars belonging
to the other company passing in any direction over said crossing.

By an agreement between the two companies, the Grand Trunk Railway Com-
pany granted to the Canadian Pacific Railway Company running rights from the city
of Toronto to the city of Hamilton, and by the agreement the expenses of maintenance
of the tracks, &c., so used, and the other expenses connected with the operation of the
section jointly used, were to be divided between the two companies upon a wheelage
basis. The tracks so used are a portion of those crossing the Queen's Wharf spur of
the Canadian Pacific Railway Company.

At the hearing (October 23, 19>^3), the applicant company claimed to be the
senior company and to be entitled, on that account, to have the total cost of the pro-
tective appliances borne by the Grand Trunk Company.

The order of the Railway Committee of the Privy Council orally pronounced was
that as the origin of the two companies was so close together in point of time, the
committee was not called upon to determine the question of seniority, and that, there-
fore, each company should bear half the cost of construction, the cost of mainten-
ance to be governed by the agreement.

It does not appear that any application was made by the applicant company to
the Railway Committee for a change in the order, although there was some correspond-
ence between the two companies in respect of the apportionment of the expenses
between them.

Judgment, ISTovember 16, 1906.

Chief Commissioner: It appears to me entirely too late to take the ground that
the order orally pronounced by the committee was varie^d on a subsequent application
of the Grand Trunk Company without notice to the Canadian Pacific Company.
Such an objection should be raised at once upon the order coming to the notice of the
complainant company. Ar.d it appears to me, also, that this Board should not now
reconsider a decision of the Railway Committee upon the facts which were before it.
It was the body established by law to determine such questions when the application

110 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

came before it and wheB its ordar was made. The Railway Committee was a body
whose membership was frequently changing. It would have been wholly unreasonable
for that body to adopt the policy of changing its decisions with changes in the opinions
of individual members of the committee. It would be equally unreasonable, it appears
to me, for the new tribunal which has taken the place of the committee to substitute
the individual views of its members for those of the former tribunal. It is true that
the Eailway Act ^ives to this Board i.uthority to vary orders of the Eailway Com-
mittee, as well as to vary its own orders; but such jurisdiction, it appears to me,
should not ordinarily be exercised except under chajiged circumstances, or for the
purpose of rectifying errors which appear to have occurred through want of informa-
tion, oversight or otherwise. Even in the latter cases, application should be promptly
made, as the facts respecting any alleged error or oversight are much more likely to
be then ascertained.

When the application was before the Railway Committee it was, of course,
unknown in what proportions the crossing would be used by the two companies, and
there was very little before the committee which would enable it to judge the probabi-
lities in this respect. But such must usually be the case.

I do not think that it would be reasonable or just to take up in this way individual
cases in which it may appear that one company or the other is contributing an undue
proportion of expenses of the kind in question, having reference to the respective pro-
portions in which they use a crossing. If former orders of this kind are to be revised
on such a principle, the general policy should first be determined upon, and a general
inquiry made respecting at least all such as any railway company should desire to
have considered. I doubt whether any company would derive from such a, general
inquiry an advantage which would recompense it for the expense and labour of
engaging in it, and I doubt, also, whether the result would repay railway companies
for keeping the necessary ; ccounts respecting a number of crossings. If it is desired
that tl" Board should take up the consideration of the adoption of such a general
policy, it might be made a subject of discussion with the railway companies generally;
but, in the meantime, it appears to me that the Board should not interfere with the
order of the Railway Committee. The question whether, under the agreement between
the two companies, the half ordered to be paid by the Grand Trunk Company should
be charged against the expenses to which the Canadian Pacific Company has to con-
tribute, is not a question, in my opinLn, for this board to determine.

'ReCrossings of Railway Companies hy Transmission Lines of Power Companies.

By order of the Board of August 7, 190.6, the Kaministiquia Power Company was
granted leave to erect and maintain its transmission lines across the tracks of the
Canadian Pacific and Canadian Northern Railway Companies' right of way at West
Fort William, subject to the conditions set forth in the order, among which were the
following : —

' 1. That the applicant company, at all times, at its own expense, maintain, in
good order ajid condition, the wires crossing the said railways so that at no time shaU
any damage be caused to the companies owning, operating or using the said railways,
or to any person lawfully upon or using the same.

' 2. That the applicant company, a,t all times, wholly indemnify the companies
owning, operating or using the said railways of, from and against all loss, costs, dam-
age and expense to which the said railway companies may be put by reason of any
damage or injury to person or property caused by any of the said wires or any works
or appliances herein provided for not being erected in all respects in compliance with
the terms and provisions of this order, or if, when so erected, not being at all times
maintained and kept in good order and condition, and in accordance with the terms
and provisions of this order, as well p.s any damage or injury resulting from the

REPORT OF THE COMMISSIONERS 111-

SESSIONAL PAPER No. 20c

imprudence, neglect or want of skill of any of the employees or agents of the appli-
cant company.

' 3. That no work, at any time, be done under the authority of this order in such
a, manner as to obstruct, delay or in any way interfere with the operation or safety
of the trains or trafEc on the said railways.'

The Canadian Pacific Railway Company applied for an order amending the paid
order, to provide tha.t the erection, construction and maintenance of the said wires
be wholly at th© risk of the Kaministiquia Power Company, and the said company
indemnify and save harmless the Canadian Pacific Railway Company ' of, from, and
against all loss, cost, damage and expense from any cause whatsoever to which the
applicant company may be put by reason of any damage or injury to person or pro-
perty or otherwise resulting from the erection, construction, operation or maintenance
of the said wires or any working appliances which may be provided in connection
therewith.'

In support of this application, the Canadian Pacific Railway Company alleged
that the construction, operation and maintenance of high potential wires across its
right of way was a source of the gravest danger to it, its property, and to the property
and persons of those using the railway; that the presence of the said wires, even
though properly protected so far as human for^ight could provide, nevertheless meant
that, in the case of an accident, whether due to exceptional causes or not, the result-
ant damage to the applicant company's property and that of third persons would be
very far-reaching and was not a risk that should, under the circumstances, be assumed
by the applicant company; that they should, therefore, be insured against any such
loss, and requested that clause two of the order in question be amended in accordance
with the application. The Canadian Northern Railway Company concvirred in the
application.

By agreement, written arguments were submitted upon the question thus raised.
Express agreements had been entered into between some of the power companies and
some of the railway companies affected respecting a number of such crossings and the
protection to be proviued thereat. These agreements were approved by the Board and
orders issued accordingly. Among the provisions of such agreements are the follow-
ing : —

' And the power company covenants and agrees that it will indemnify and save
harmless the party of the first part, its agents, operatives and employees of and from
any and all claims of every name, nature and description which shall be made against
the railroad company or against such operatives or employees, by reason of any injury
which shall come to any of them, or to the public, or to any property in transit upon
such railroad because of the operation of its transmission lines or any thereof under
this grant and license, and whether such injury shall be sustained through the derail-
ment of any locomotive or car of the railroad company or otherwise, it being intended
that all the risk of all accidents incident or arising from the construction, maintenance
or operation of such cables over the railroad of the railroad company, however occur-
ring, shall be borne by the power company. The railroad company is to notify the
power company in writing of any such claims or of any suit for the recovery of such
damages, and the power company may with the support of the railroad company
arrange with the claimant or defend such suits.

* All the work to be done by the power company or by its contractors, agents or
servants in connection with the doing of the said work, or in connection with the re-
pairs, renewals, or maintenance thereof, shall be done at the risk of the power company

without expense to the railroad company

' The power company covenants and agrees to keep, abide, and perform all the
terms and conditions hereof, and shall and will at all times indemnify and save harmless
its contractors, agents or servants, or to the agents or servants of any such contractors,
or be done, incurred or caused by reason of the construction, repair, renewal, mainten-
ance or use of the said work.

112 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

' The railroad company shall not in any case be liable to the power company or to
its contractors, agents or servants, or to the agents or servants of any such contractors,
for any injury or damage to the person or property of the power company, or to the
person or property of any of its contractors, agents or servants, or to the agents or
servants of any such contractors which may happen, or be done, or caused by, or by
reason of the doing of the said work, or during the repair, renewal, maintenance or
use thereof; and the power company shall and will assume and does hereby assume
all responsibility and liability for anj and all such injuries and damages, whether
caused by negligence of the railroad company, its agents or servants, or otherwise;
and the power company shall and will indemnify and save harmless the railroad com-
pany, its successors and assigns, of and from all damages, claims for damages, demands,
suits, recoveries, judgments or executions which may arise, or may be made, had,
brought, or recovered by reason of or on account of any such injuries or damages.
And it also covenants and agrees to indemnify and save harmless the railroad com-
pany, its agents, servants and passengers of and from all loss, injury or damage to
it or to its agents, servants, or passengers, which may happen or be done or caused by
reason of the doing of the said work, or by, or by reason of the repair, renewal, main-
tenance or use thereof, or by, or by reason of any failure to repair, renew or maintain
the said work.'

The contention of the Canadian Pacific Railway Company was that the lines of
the Kaministiquia Power Company were carried across land owned by the railway
company; that no compensation had been given to it for this interference with its
right of property; that the wires were to be used for the transmission of something
from which there was great risk of injury; and that the railway company could not
be compelled to bear any of the risk this occasioned while it arose from the default
of the power company or from any source beyond the control of the power company.

The original application asked that the risk be thrown absolutely upon the power
company, without providing for cases in which the injury might be due to the default
or negligence of the railway company or its agents; but in the written agreements
referred to, the railway company did not go so far, but suggested a clause which
excepted from the liability proposed to be thrown upon the power company 'any loss
or damage directly attributable to any act, default, or negligence on the part of the
railway company, its agents or employees.'

Judgment, Chief Commissioner, November lY, 1906.

It appears to me that the contentions of the Canadian Pacific Railway Company
are well founded, and that it ought to be at no risk of loss arising from the placing
of such wires across its right of way or the transmission of electric power thereon,
excepting in cases in which the loss is primarily due to its default or that of those for
whom it is responsible. Telephone wires over railway tracks cause a measure of physical
obstruction, from which there is some possibility of danger. Contact between such
wires and other wires may result in injury. But there is no such danger ordinarily
attending their existence over railway tracks as in the case of wires transmitting high
electric power. Usually, too, telephone wires are carried along highways and across
railway tracks where the company does ont own the land but has merely a right of
crossing the highways ; and it is not necessary, at present, for the Board to determine
■what orders shall be made where power wires cross a railway upon a highway.

It appears to me that the clause now suggested by the Canadian Pacific Railway
Company as a substitute for clause 2 of the original order and of the draft of the order
proposed to be made in respect of the power company's second application, is a reason-
able one and should be adopted. The clause is as follows : —

' That the applicant company shall, at all times, wholly indemnify the railway
company of, from, and against all loss, cost, damage, and expense to which it may be
put by reason of any damage or injury to person or property or business caused by
any of the said wires, lines, or any work or appliances herein provided for, or by the
continuance or use thereof, whether caused by the same or any of them not being
erected in all respects in compliance with the terms and conditions of this order, or

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SESSIONAL PAPER No. 20c

if, when so erected, not being at all times maintained and kept in good order and con-
dition and in accordance with the terms and provisions of this order, or otherwise
howsoever caused, as well as of any damage or injury resulting from the imprudence,
neglect or want of skill of any of the employees or agents of the applicant company:
Provided, however, that the applicant company shall not be required to indemnify the
railway company from and against any loss or damage directly attributable to any act,
default, or negligence on the part of the railway company, its agents ,or employees,'

The power company now alleges that it has constructed its works under the order
of August 7, and that that order at least should not now be varied. It appears to me,
however, that as the question is a new one and as it was raised so promptly after the
railway company had received notice o fthe order made, the power company's objections
should not prevail.

January 24, 1907. Upon the statements made in Mr. Montgomery's further com-
munication of December 11, 1906, it appears that the Kaministiquia Power Company
has power to construct lines for the transmission of electricity upon and along high-
ways. I understand that this is not disputed by the railway companies, although
opportunity has been given for the purpose. This being the case, I think that the power
company stands in the position of the telephone company, acting under the provisional
order of the Board of Trade, referred to in the National Telegraph Company v. Baker
(1893), chapter 186; and the Tramway Company, whose lines were constructed under
statutory authority, referred to in Eastern and South African Telegraph Company v.
Capetown Tramway Companies (1902), A.C. 381.

The lines authorized by the Board's order of August 7, 1906, are not constructed
across the lands of railway companies, but along the highways in respect of which the
railway companies have merely rights of crossing. Under those circumstances, it
does ont appear to me that the power company should be responsible for any injury
except such as may arise from its negligence or that of its servants or agents, and, in
respect of such, the railway companies need no protection by order of the Board.

I am, therefore, of opinion that we should not vary the original order in this case.

February 4, 1907. The Kaministiquia Power Company was incorporated by the
legislature of the province of Ontario, from which it derives any authority that it may
have to construct lines along the highways. With its action in this respect, this Board
has nothing to do. The board is not asked to give the company any authority to carry
its lines along the highways; but as it is doing, and has done, so in accordance with
the right which it claims, and as these rights are not contested by the railway com-
panies interested, we may assume for the purposes of the applications before us, that
the power company's action is lawful.

As the Board has no authority to give or refuse leave to run along the highways,
it does not appear to me that it should impose any condition to that being done. The
company applied for leave to carry its wires across the tracks of the Canadian Pacific
and Canadian JSTorthern Railway Companies; and an order was made authorizing it
to do so. The railway companies have since asked for the insertion of a condition
throwing upon the power company the responsibility for any damage that may occur
to the railway companies or those using the railways. Upon the grounds expressed
in my memorandum of January 24, I do not think that such a condition should be
imposed, as between the railway companies and the power company; and I think it
best that we should simply refuse the applications of the railway companies, leaving
the municipality and the public using the highways to such protection as is given by
the provincial law.

In Ee Canadian Pacific Railway Company and Grand Trunlc Railway Compa,ny,

Lennoxville Crossing Case.

Under an agreement between the Grand Trunk Eailway Company and the Inter-
national Railway Company it was agreed that the said International Railway Com-
20c— 8

114 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

pany should bear the cost ol providing, maintaining, equipping and working an ordin-
ary level railway crossing, together with all risk arising from such construction and
operation. The agreement also contained the following provision : ' In the event of
the government of this Dominion passing any Act whereby certain signals, interlock-
ing switches, or other appliances shall be used on level railway crossings, it is hereby
understood and agreed that the party of the second part' (being the International
Company) 'will provide, work and maintain such at their own expense.'

Hearing, October 30, 1906.

Judgment, November 17, 1906.

Chief Commissioner (6 Can. Ey. Cas., pp. 78 et seqo) : Held, tiat the said clause
of the agreement should not be narrowly construed; that the Board had authority
under the Kailway Act, 1903, to order an irterlocking system at this crossing for the
protection of the public.

Ordered, that the Canadian Pacific Railway Company install, maintain, and
operate the ordinary interlocking, derailing and signal system, at its own expense, at
the said crossing.

Windsor, Essex and Lake Shore Rapid Railway Company Crossing, Talbot Street, tr>

ihe Town of Essex.

The Windsor, Essex and Lake Shore Rapid Railway Company applied, under
section 177 of the Railway Act, 1903, for leave to cross, at rail-level, with its track
the track of the Michigan Central Railroad Company, on Talbot street, in the town
of Essex.

After hearing and a personal inspection by the Board, and upon the report of its
engineer, the Board, on May 25, 1906, made an order authorizing the applicant com-
pany to construct its line of railway across the track of the Michigan Central Rail-
road Company by means of a subway at a point distant not less than 1,200 feet west
of the proposed jwint of crossing on Talbot street.

Later, the applicant company asked for a further hearing of its application,
claiming that it had not previously received notice that the Michigan Central Rail-
road Company proposed to urge the construction of a subway, and that it was not
prepared with proper evidence upon that point; that, on account of the nature of the
locality, a subway crossing was not feasible there.

The company was directed to formally apply to rescind or vary the Board's order;
and upon a further hearing, and in view of the opinions expressed by the chief engi-
neer of the Board, as well as by other engineers, the Board, by orded, dated November
16, 1906, rescinded its previous order of May 25, 1906, directing the construction of
a subway, and authorizing the crossing by the applicant company at rail-level, requir-
ing:

(a) That the said crossing be protected by an interlocking plant known as the
' McSwain Interlocking Device' ; derails to be placed on the applicant company's line
of railway, on both sides of the said crossing; and the said derails to be interlocked
with home and distant signals on the line of the Michigan Central Railroad Company ;

(&) That the tracks of the Michigan Central Railroad Company be bonded to a
point 400 feet beyond the distant signals;

(c) That the normal position of signals on the Michigan Central Railroad be at
'safety,' and the derails open on the applicant company's line;

{d) That the plan showing the position of the derails and signals, the description
of machinery to be provided, and other necessary details, be submitted to the engineer
of the board for his approval:

(e) That a day and night watchman be appointed to take charge of the said
interlocking plant, who shall also operate the gates at the said point of crossing
throughout the whole twenty-four hours for the protection of those using Talbot

REPORT OF THE COMMISSIONERS 115

SESSIONAL PAPER No. 20c

street in the ordinary course, the said men to be appointed by the Michigan Central
Eailroad Company, the wages of one of (whom to be paid by the applicant company,
and the wages of the other by the Michigan Central Eailroad Company.

At the later hearing it was urged by the Michigan Central Railway Company
tha.t, before the applicant company can be authorized to carry its track across the line
of the Michigan Central Railroad Company, it must have its route and its location
plans approved in the manner required by the Dominion Railway Act.

Judgment, Chief Commissioner, November 20, 1906.

Killam, Chief Commissioner: It does not appear to the Board that this is neces-
sary. Apparently the provincial Act did not require approval of the route or location
of the railway by an authority. As the Board held before, the requirement in the
Electric Railway Act of Ontario that plans be filed with the provincial Minister of
Public Works was a condition only to the exercise of the right to expropriate land
and not a condition precedent to the right to construct or operate the railway. The
company's Act of incorporation, 1 Ed. 7, c. 92 (Ont.), provided that the railway might
be carried along and upon such public highways as might be authorized by the by-laws
of the respective corporations having jurisdiction over the same. It is not disputed
that the necessary authority to run along the highways has been given by municipal
by-laws. The original Act, as well as the Ontario Act of 1905, cap. 110, authorized
the railway company to carry its line across the line of any other company on the
level. Before the passing of the Dominion Act declaring the companjr's railway to be
a work for the general advantage of Canada, the Board heard the application for a
level crossing, and made an order authorizing the line to be carried underneath the
Canada Southern Railway. The last mentioned Act provided that the Railway Act,
1903, and amendments thereto, with a certain exception, were to apply to the company
and to its works, to the exclusion of the Electric Railway Act of Ontario or any pro-
vision of the Act incorporatijig the company or any amending Act inconsistent there-
with; but provided that nothing therein contained should affect any action thereto-
fore taken pursuant to the powers in such Acts. The application with which the
Board has now to deal is one for a variation of the former order, so as to allow of the
crossing being made at grade. The Board is of opinion that such an order may be
made without approval of the route or the location of the railway under the Railway
Act, 1903.

Judgment in dissent, Mr. Commissioner Mills.

In accordance with the rep rt of the engineer, the Board decided to refuse the
application of the Windsor, Essex and Lake Shore Rapid Railway Company for per-
mission to cross the Michigan Central Railway on Talbot street, in the town of Essex,
and, instead, to grant the said company permission to construct a subway under the
main line of the Michigan Central Railway in the southwestern part of the said town,
and to carry its line at rail-level over the tracks of the Amherstburg branch of the
^Michigan Central Railway.

From this judgment, Mr. Commissioner Mills dissents as follows : —

Whereas steam railway companies have been and still are permitted and authorized
to carry their lines of railway, even those on which are the heaviest traffic and fastest
trains, across one another at rail-level in all parts of the country;

Whereas the ordinary derailing and interlocking appliances now used by railway
companies were approved and ordered by the Railway Committee of the Privy Council
and have frequently been approved and ordered by the Railway Commission as afford-
ing sufficient protection to the public where one steam railway crosses another at rail-
level ;

Whereas, by the junction of the block system in use on the Michigan Central
Railway with the ordinary derailing and interlocking appliances, and the use of the
gates and electric bell now maintained by the Michigan Central at the said crossing

20c— 8J

116 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

on Talbot street, the protection could, in my opinion, be made more perfect and com-
plete than anything yet ordered by the board;

Whereas the construction of a subway at the point suggested will necessitate such
an abrupt, long, and to my mind unreasonable diversion of the electric line as no
municipality would permit — much less propose — in the case of a highway for ordinary
vehicular traffic;

Whereas the proposed diversion of the electric line in the town of Essex will
involve the making of two crossings instead of one, one by a subway under the main
line of the Michigan Central Railway where it is impossible to get drainage, and the
other at rail-level by the vise of a diamond and derailing appliances on the Amherst-
burg branch of the Michigan Central Railway; and

Whereas interurban electric railways, intended especially to meet the wants of the
farming community by carrying passengers for short distances and collecting scatter-
ing freight in small quantities throughout the rural sections of the country, receive
no bonuses from the Dominion government, local governments, or municipalities, and
consequently are unable to bear the cost of expensive subways or overhead bridges
such as the heavy subsidized steam, railway companies may be able to provide :

Therefore, I have to dissent from the above judgment, on the ground that in my
opinion, the proposed diversion of the electric line, with all that it involves, is unneces-
sary, unreasonable and oppressive — not necessary for the protection of the travelling
public, not even efficient for that purpose, as it proposes and involves a level crossing
of a regular line of steam railway, at rail-level, with very much less complete and
effective protection than could and would be provided at the crossing on Talbot street;
unreasonable, because of the length and abruptness of the diversion, which, by the
creation of a steep grade and three or four right-angle curves, will greatly diminish
the hauling power of the electric line; and oppressive, because it imposes on the
Electric Company heavy expense for the pvirchase of a new right of way through a
good and well-peopled part of the town, the burden of an expensive subway where drain-
age cannot be obtained, and the outlay necessary for a diamond and protective appli-
ances at a rail-level crossing over the Amherstburg branch of the Michigan Central
Railway.

May 26, 1906.

Judgment in concurrence, Mr. Commissioner Mills.

This is an application by the Windsor, Essex and Lake Shore Rapid Railway
Company, an electric road, to cross the tracks of the Michigan Central Railway, at
rail-level, on Talbot street, in the town of Essex, Ont.

After considering the evidence submitted, the arguments of counsel, the report of
the chief engir3er of the Board, and the whole situation and facts of the case as set
forth at the hearings in Windsor and Essex, I may state briefly my opinion on two
or three points : —

1. That if a subway off at Talbot street (as proposed), with all the difficulties
regarding drainage, were insisted upon, a very heavy, if not altogether intolerable,
burden would be imposed upon the applicant company; and the danger to the travelling
public in that locality would be greatly increased beyond what it now is, by adding a
rail-level crossing of the electric road over the Amherstburg branch of the Michigan
Central Railway to the rail-level crossing which now exists (and will continue to
exist) for vehicular and pedestrian traffic on Talbot street. In fact, we might fairly
say that two things would follow: the applicant company would be burdened, possibly
bankrupted; and the danger to the travelling public would be doubled — without any
compensating advantage, except in the matter of convenience to the main line of the
Michigan Central Railway.

2. That the proposed subway, with its five per cent grade, would greatly hamper
and injure the electric road in its freight traffic.

3. That if a rail-level crossing by the electric road over the tracks of the Michigan
Central Railway on Talbot street, where a crossing protected by gates now exist for

REPORT OF THE COMMISSIONERS 117

SESSIONAL PAPER No. 20c

vehicular and pedestrian traffic, is granted, and stipulation is made that the most
perfect form of protective appliances for such a crossing are installed, connected vith
the gates now in use at that point, and all (the new protective appliances and the
gates) operated night and day by men chosen and controlled by the Michigan Central
Railway, — if, say, all this is done, there will be only one rail-level crossing instead of
two; the Michigan Central Railway will be well served; the electric company will
not be embarrassed either by heavy capital outlay or in the operation of its line of
railway; and, above all, the danger to the travelling public will be very much less
than it would be with a subway and two level crossings, one partially protected and
the other with little or no protection.

Therefore, I can only reaffirm my judgment of May 26, 1906, and concur in the
conclusion to-day reached by my colleagues, the Chief and Deputy Chief Commis-
sioner.

November 20, 1906.

Re Kaladar Drainage.

The facts are fully set forth in the judgment of the Chief Commissioner.

November 20, 1906, Killam, Chief Commissioner:

The Canadian Paciuc Railway Company applied to the Board for an order
authorizing the company to construct a ditch upon and across certain sp»;cified lands
according to a plan submitted with the appliation.

The lands in question consisted of certain lots in concessions three, and four of
the township of Kaladar, and in concession two of the township of Sheffield, owned by
different private individuals, only one of whom, James Murphy, has made objection
to the construction of the drain through his land or the granting of the order.

The railway actually intersects all the lots except Murphy's, the nearest i)ortion
of which is distant several hundred feet from the line of the railway, and is separated
from the railway company's property by the lands of other private owners which
actually adjoin the railway.

The applicant company relies upon the powers given by subsections (m), (p) and
(g) of section 118 of the Railway Act, 1903 :

' (m) make drains or conduits into, through, or under any lands adjoining the
railway, for the purpose of conveying water from or to the railway;

' (p) from time to time to alter, repair or discontinue the before-mentioned works
or any of them, and substitute others in their stead;

' (q) do all other acts necessary for the construction, maintenance and operation
of the railway,'

On behalf of Murphy it has been argued that section 196 makes it the duty of the
company to make and maintain sufficient ditches and drains along each side of the
railway for the purposes of any necessary drainage; that this method is the only one
that can be used after the railway has been completed; that this railway has been
completed and in operation for many years, and any powers of expropriation of land,
or of the use of adjoining lands for purposes of drainage, have been exhausted and
cannot now be resorted to; that drainage by means of ditches along the railway has
heen found to he sufficient for the maintenance of the railway, as evidenced by its use
for so many years; and that Murphy lands were not 'lands adjoining the railway'
within the meaning of subsection (m) of section 118.

Section 196 provides that ' the company shall in constructing the railway make
and maintain suitable ditches and drains along each side of, and accross and imder
the railway, to connect with ditches, drains, drainage works and water courses upon
the lands through which the railway runs, so as to afford sufficient outlet to drain and
carry off the wa,ter, and so that the then natural, artificial or existing drainage of the
said lands shall not be obstructed or impeded by the railway.'

This clause is evidently inserted for the purpose of imposing upon the company
the duty of instituting such a system of drainage along its tracks as will prevent the

118 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

interference of ita works with the drainage of the lands of others. It is not intended
to indicate the powers which the company may exercise for the proper construction
and maintenance of its railway. These powers are found in section 118, and among
them are powers from time to time to alter, repair or discontinue the works previously
referred to and to substitute others in their stead, and to do all other acts necessary
for the construction, maintenance and operation of the railway.

Under these powers it appears to me that, when a system of drainage established
"upon the construction of the railway is subsequently found to be insufficient, improve-^
ments may be made therein and such further drainage works executed as will assist
in keeping the railway in an efficient condition and relieve it from the danger of injury
\>j water. And I think that, for this purpose, the company may avail itself of the
power contained in subsection (m) to make drains into or through lands adjoining
'the railway.

We have been referred to the case of Kingston and Pembroke Eailway Company
V. Murphy, 17 S.C.E. 582. In that case it was considered that a railway completed
according to its charter could not be farther extended and lands compulsorily taken
for the purpose. It should be noted, however, that that case was decided under the
Eailway Act of 1879, 42 Vic, c. 9, which did not contain the provisions of subsection
(p) and (q) before-mentioned, and that what the company there sought to do was to
construct an extension of its railway, not to alter or repair the works of its existing
'railway.

The natural meaning of the word ' adjoining' is lying next to or in contact with;
'contiguous. Such is the sense usually ascribed to it by the courts. See I Bouv. L.
©ict. 93, 1 Am. and Eng. Enc, pp. 635-8; 1 Cyc. 765; Eex. v. Hodges, M. and M. 341;
iJosh V. Josh, 5 C.B.N.S., 454; Lighthound v. Higher Bebington Local Board, 14
Q.B.D. 849. Numerous United States authorities are cited in the dictionary and
encyclopedias just mentioned. But, just as in the case of other words, when it is
•apparent from the context and subject-matter dealt with that the literal meaning of
the word would defeat the purpose of the legislature, it must be assumed that the
word was used in a different sense. Moore v. Phoenix Insurance Company, 64 N.H.,
140, 6 Atl. Eep. 27; Marsh v. Concord Mut. F. Ins. Co., 71 N.H. 253, 51 Atl. Eep. 898.
See also L. & S.W.E. Co. v. Blackmore, L.E. 4 H.L. 610, 39 L. J. Ch. 713 ; Coventry
V. L.B & S.C.E. Co., L.E. 5 Eq. 104; Bateman v. Parker (1899) 1 Ch. 599; Hobbs v.
Mid. E. Co., 51 L.J. Ch. 234; Ind. Co.pe & Co. v. Hamblin, 81 L.T. 779, 48 W.E. 438.
The general principle is best stated in the language in Maxwell on Statutes, 4th
ed., p. 78. ' The words of a statute are to be understood in the sense in which they
best harmonize with the subject of the enactment and the object which the legislature
has in view. Their meaning is found not so much in a strictly grammatical or
etymologcial propriety of language, nor even in its popular use, as in the subject or
in the occasion on which they are used and the object to be attained.' See also Beal
on Cardinal Eules of Interpretation, p. 34; The Dunelm, 5 P.D. 171 and Wakefield
Local Board v. Lee, 1 Ex. D., at p. 343.

The statute authorizes the construction of drains into adjoining lands. It is
obvious that it must be necessary in many instances to find outlets for the drains or
ditches along the sides of the railway tracks, and for this purpose to carry drainage
works out of and beyond the land used for the railway right of way according to the
natural configuration of the ground. In authorizing the carrying of drains through
or under adjoining lands the legislature must have contemplated that the drains
should leave the boundary line between the company's lands and those of other ovraers;
and it must have contemplated that the distances to which they would be carried
would differ according to circumstances. And it appears to me that the legislature
could not have had in view the ownership of the particular parcels or strips of land
through which it would be necessary to carry such works. Having once adopted the
view — which, as it appears to me, is the necessary view — that under subsection (m)

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SESSIONAL PAPER No. 20c

the railway company was authorized to carry drains away from the point of contact
and into lands of others, I think that it necessarily follows that the power to carry
the drains as far as might be reasonably necessary to effect the purpose for which
they were to be constructed was included. Naturally such drainage works must be
adapted to the formation of the land. It would be unreasonable to suppose that they
were to stop at the boundary of the owner of the land next adjoining the railway,
leaving the water to run as it would thereafter. In my opinion, ownership should
not be treated as an element in determining whether or not the lands are ' lands
adjoining the railway ' for the purposes of a case such as that with which we are now
dealing.

After consideration of the report of one of the assistant engineers of the Board
and the evidence taken upon the hearing, the chief engineer of the Board has reported
that he is ' of opinion that the sooner the water is taken away from the railway at
this point the safer it will be for the railway embankment, and that this is necessary
for the proper maintenance and operation of the railway.'

Under the amending Act passed at the last session of parliament, the Board is
empowered to make an order giving its sanction or approval to any matter, act or
thing sanctioned by the general Railway Act. It does not appear to me that the com-
pai.y needs any sanction or approv..'' from the .Board to enable it to exercise the power
contained in subsection (m) of section 118; but it is convenient that it should sub-
mit to the Board proposals for the construction of any such works in order that the
Board may exercise some control as to the nature of the works and for the protection
of other parties.

The evidence shows that the portion of Mr. Murphy's lot which would be cut off
by the proposed drain is of little, if any, value, and that no serious injury would be
done to the remainedr of his land by the proposed work.

I think, therefore, that the order should go sanctioning and approving the con-
struction of the drain as indicated by the railway company, with a condition that the
railway company is to construct and maintain a suitable crossing over the drain for
Mr. Murphy at such place and in such manner as shall be approved by an engineer of
the board.

Ee Express Companies' Contract Forms.

Section 2Y of the Act 6 Edward VII., chapter 42, amending the Eailway Act of
1903, gave to the Board certain jurisdiction respecting express companies and the
carriage of goods by express.

Under subsection 10 of that section^ certain contracts for carriage by express are
not to have any force or effect until first approved of by order or regulation of the
Board.

By section 11 any such contracts lawfully in use at the time of the passing of
the Act wqre allowed to be continued to be used and to have effect until November 1,
1906, or until such later date as the Board might by order in any case, or by regula-
tion, fix and limit. Before the said November 1, 1906, a number of express com-
panies submitted forms of contract used by their respective companies with a request
for their approval.

Upon an examination and consideration of these forms ,the Board decided to
extend for six months from the said November 1, 1906, the time within which the
forms previously in use could be used by express companies, or for carriage by express,
and did extend the time as aforesaid by regulation dated November 13, 1906, with the
qualification that the regulation should ' not have the effect of authorizing any com-
pany, person, or corporation, after approval of its or his tariffs of tolls by the Board
under the provisions of the said Act, to contract or collect in or under any transaction
or contract any express toll or toUs within the meaning of the said section 27 higher

120 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

than the toll or tolls set out in the tariffs so approved, applicable to such transactions
or contract.'

Re Express Companies' Tariffs.

Section 27 of the Act, 6 Edward. VII., chapter 42, amending the Railway Act,
1903, applies to tolls or charges for the carriage of express matter, either wholly or
p^iTtly in Canada and between points in Canada and points in the United States by
ajay one company,, and the provisions of the Railway Act, 1903, with reference to joint
tariffs, are applicable to tariffs of express tolls under the amending Act.

Chief Commissioner, November 29, 1906.

CLAIMS AGAINST RAILWAY COMPANIES.

The Board has no jurisdiction to compel the railway company to pay for loss of
cattle killed or injured by its trains, or for property burned by fires kindled by loco-
motives, as the statute expressly provides that relief in such matters is to be obtained
by action in a court of competent jurisdiction. The Board, however, has jurisdiction
to compel the company to put in proper cattle-guards and highway approaches, where
it is the company's legal duty to do so.

Chief Commissioner, November 30, 1906.

Re Rounding oif Passenger Tolls.

Section 258 of the Railway Act, 1903, provides ' ; and in estimating

the tolls to be charged in passenger tariffs any fraction of five cents less than two and
a half cents shall be waived by the company, and above two and a half cents and up
to five cents shall be considered as five cents by the company.'

The question was whether, when a special tariff is made up at less rate per mile
than the standard tariff rate, the railway company is obliged to apply the principle
laid down in the part of the section quoted.

Chief Commissioner, December 3, 1906.

It does not appear to me that a railway company is so bound. Provided the
standard rate is not exceeded and the clauses respecting discrimination and other
provisions of the Act are not infringed, a special tariff may be made up either upon
a uniform mileage rate or otherwise. Even if made up in general upon a mileage
rate less than the standard rate, the company may violate that principle in some cases,
and make the rates between certain stations tipon another basis, arbitrary or other-
wise.

I am, therefore, of opinion that a special tariff can be made without attention to
the provisions of section 258, provided the fares are expressed in whole, not fractional,
miultiples of 5 cents. Eor instance, if a special tariff is made up at a rate of 2 cents
per mile for a line where the standard rate is 3 cents per mile, 25 cents may be
charged, instead of 22 cents or 20 cents for a journey of 11 miles.

Chief Commissioner, December 3, 1906.

Re Neelon Highway Crossing.

The railway Act, 1903, does not empower the Board to order or compel a railway
company to construct a highway crossing over its railway where no highway has pre-
construction of a highway across the railway; such leave may be given to the railway
viously existed. The power of the Board in such a case is merely to give leave for the
company, in which ease it will be at liberty, but not obliged, to construct the crossing,
or leave may be given to the municipal, or other body, having authority to open up a
highway across private property without the consent of the owner. In the latter case
the railway company is no more under obligation to bear the expense than a private
owner would be.

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SESSIONAL PAPER No. 20c

Re James Bay Railway Company's Application to Cross Grand Trunk Railway Belt

Line on Robert Davies' Property.

This application came before the Board as the result of an agreement between
the two companies made on the hearing of the two actions for injunction between the
two companies in the High Court of Justice for Ontario. The agreement was that
the James Bay Eailway Company should apply to the Board for leave to make the
crossing, and that on this application the board was to decide ' which railway is bound
to cross the other, and on what terms, and at whose expense the crossing is to be made.'

The evidence before the Boa-d showed that, before the lodging of the application
and before the agreement for making it, the James Bay Eailway Company had entered
upon the property under a warrant of possession and constructed its tracks across the
spur in question, although met with forcible opposition by the Grand Trunk Railway
Company.

The Board decided that it was unnecessary for the James Bay Railway Company
to make any such application, and treated the track on the Robert Davies' property
at the point of crossing a,s not being a railway line or track of another company with-
in the meaning of section 177 of the Railway Act, 1903, but as being personal pro-
perty, or, if real estate, as the property of Robert Davies, and made an order giving
leave to the James Bay Railway Company to construct its line of railway across the
spur track in question without putting in a diamond or otherwise providing for the
operation of the spur by the Grand Trunk Railway Company across the line of the
James Bay Railway Company, and without compensation to the Grand Trunk Com-
pany, thus leaving Davies to get such compensation as he might be entitled to under
the Railway Act.

The Grand Trunk Railway Company applied to the Board for leave to appeal from
this order upon the following grounds : —

* 1. That the tracks of the Grand Trunk at the point in question is a railway line
of a company, for the crossing of which by the tracks of the James Bay, leave of the
board is required under section 177 of the Railway Adt,

■ 2. That leave of the Board was not necessary in order to enable the Grand Trunk
legally to construct (at the point of crossing) the line of railway in question.

' 3. That 'the Grand Trunk Railway Company has an interest in the land at the
point in question as against the James Bay, and the James Bay cannot legally use
or occupy sue land without the leave of the Board.'

Judgment, Chief Commissioner, December 3, 1906.

Held, that if these questions or one of them should be answered in the affirmative,
the James Bay Railway Company could not lawfully have placed its tracks over the
site of the spur in question without leave of the Board, and that such leave would not
have been given upon the terms embodied in the Board's order. Either a diamond
should have been inserted, and the proper method of protection at the crossing deter-
mined, or some compensation should have been awarded under section 137 of the Rail-
way Act, 1903.

Leave to appeal upon the following grovinds granted: —

1. Did the railway tracks from and connecting with the Belt Line railway con-
stitute, where such tracks crossed the approved location of the James Bay Railway
over Robert Davies' property, a railway line or track of a company, leave to cross
which by the line of the James Bay Railway Company was required under section 177
of the Railway Act, 1903 ?

2. Could the Grand Trunk Railway Company of Canada legally construct the said
railway tracks on Robert Davies' property at the point of crossing by the James Bay
Railway Company, without the leave of the board?

3. Had the Grand Trunk Railway Company, when the James Bay Railway Com-
pany constructed its line of railway across the said railway tracks on Robert Davies'
property, such an interest in the land occupied by such railway tracks at the said

122 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

point of crossing as against the James Bay Railway Company that the James Bay
Railway Company could not lawfully use or occupy such land without the leave of the
Board?

Re Canadian Pacific Railway Spur to Great West Development Company's Premises,

Winnipeg.

Judgment, December 5, 1906.

Chief Commissioner:

The Canadian Pacific Railway Company should be asked for some evidence that
the proposed spur is necessary in the public interest, or for the purpose of giving in-
creased facilities to business. (Under subsection 4 of section 175 of the Railway Act,
1903).

Where a body like a city or town consents to the construction of a spur line, the
Board frequently taKes this as sufficient, or it may consider that the nature of the
locality to be served, or some other circumstances, afford sufBcient prima facie evidence
to satisfy the statute. In the present case there is nothing. We do not know what the
Great West Development Company is. -It may be only a speculative real estate
company; and as the city of Winnipeg does ont consent and shows some reluctance to
consent to the construction of the spur, there should be some evidence to satisfy the
statute. ,

Station Sites.

By section 256 of the Railway Act, the location of station must be approved by
the Board, and in case of a railway which, since July 18, 1900, has been granted a
subsidy in money or land by the parliament of Canada, the railway company is required
to maintain and operate a railway station or stations, with such accommodation or
facilities therewith as are defined by the Board, at such point or points on the railway-
as are designated by the Board's -ler; and in any case, every station of a railway
company is required to be erected, operated, and maintained with good and sufficient
accommodation and facilities for traffic, a provision which, under its general jurisdic-
tion, the Board is authorized to enforce.

The view the Board has taken is that the ap^.roval by the Board of location plans
which appear to leave spaces for station sites, does not satisfy the provisions referred
to, requiring that the locations of stations be ^.^- proved by the Board, but there must
be separate orders expressly approving s-uch sites.

Chief Commissioner, February 11, 1907.

Re Jacoh Wright's Farm Grossing.

This: was an application by Jacob Wright for a farm crossing over the line of
the Canada Southern Railway Company on lot 29, concession 5, in the township of
Enniskillen, in the county of Lambton, Ontario.

Wright is the owner of lands on both sides of the railway. The engineer of the
Board reported that the applicant had no farm crossing and that the only way to
reach the portion of his land lying to the north of the railway was by way of his
neighbour's lands, north of the concession line, necessitating a long and out of the
way route. ,

It appears that when the railway was built the lands were owned by the Crown,
but were subsequently surveyed and sold to the original owners. The contention of
the railway company is that the lands were surveyed and obtained before the con-
struction of the railway, but that the right of way across the lot was conveyed to the
company without reservation before Wright acquired the land on each side of the rail-
way; that under its original Act of incorporation it was not bound to grant farm

REPORT OF THE COMMISSIONERS 123

SESSIONAL PAPER No. 20c

crossings to the owners of lands adjacent to its right of way; that the subsequent
legislation does not impose upon the company that liability; and that, while not
admitting the jurisdiction of the Board to require the making of the farm crossing
for the applicant, the company expresses its willingness that such an order be made
upon the terms of the applicant bearing the cost of construction and maintenance
and paying such sum as the Board thinks reasonable and proper for the privilege,
taking into consideration the attendant liabilities in connection therewith.

In the similar case of the Ontario Lands and Oil Company v. Canada Southern
Railway Company, 1 Ontario L. R. 215, Meredith, J., decided that the railway com-
pany was not bound, under its Act of incorporation and the general Railway Act in
force when the railway was built, to grant farm crossings, and that the Dominion
Railway Act of 1888, which was enacted after the construction of the company's rail-
way, did not apply to cases in which the railway had been previously constructed on
land conveyed to the company and the owner of adjoining land had purchased sub-
sequently to such conveyance, as, in his opinion, the railway could be said to be
carried over the land of a person where such person did not acquire the property until
after the railway was constructed.

Chief Commissioner:

I agree with Meredith, J., in thinking that the decision of the Supreme Court of
Canada, in Vezina v. the Queen, 17 S.C.R. 1, conclusively established that, under the
general Railway Act in force when the Canada Southern Railway Company was
incorporated and when its line was constructed, a company was not bound to grant
farm crossings over its line where a right thereto was not reserved in the grant or
otherwise agreed to by the company; and I am also of opinion, with him, that where,
prior to the passing of the Act of 1888, a person had acquired lands on opposite sides
of a railway across which his predecessor in title had the right of way of cross-
ing, the Act of 1888 did not operate to give that right to the new owner. In my
opinion, also, the Act of 1888 cannot properly be construed retroactively so as to
apply to a railway previously constructed on lands vested absolutely in the company.
Section 190 of the Act of 1888 provided— as did section 198 of the Act of 1903— that
* every company shall make crossings for persons across whose lands the railway is
carried, convenient and proper for the crossing of the railway,' &c. According to my
interpretation, this provision is applicable only to cases in which the railway has been
carried across a person's land since the enactment of the Act of 1888. I have formed
this opinion after consideration of the jurisprudence in the province of Quebec, and
particularly the cases of Bolduc v. Canadian Pacific Railway Company, Q.R. 23 S.C.
238, the Grand Trunk Railway Company v. Huard, Q.R. 1 Q.B., 501.

For the purposes of the application, therefore, it does not appear material to
ascertain whether the railway was constructed before or after the grant from the
Crown. I think that the applicant has no absolute legal right to the crossing, and that
it can be granted by the Board only in the exercise of the discretion given by section
253 of the Railway Act (subsection 2 of section 198 of the Railway Act, 1903), which
provides as follows : * '

Under the report of the engineer I think that we may properly find that the cross-
ing is necessary for the proper enjoyment of the applicant's land on either side of the
railway, and that it would be safe in the public interest; but as such an order is one
to which the applicant is not entitled of right, and as it would have the effect of creat-
ing an easement over property which belongs absolutely to the railway company, and
■would involve some danger to the company's trains, any expense of construction and
maintenance should be borne by the applicant, and the company should receive reason-
able compensation.

Deputy Chief Commissioner Bernier expressed the view, ia which Mr. Com-
missioner Mills concurred, that the railway company should undertake to open, con-
struct and maintain a farm crossing at its own expense; and under the ruling of the
Chief Commissioner that the Board has jurisdiction to make an unconditional order

124 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

requiring the railway company to construct the farm crossing in question, although
he did not depart from his previously expressed opinion, the order issued February
15, 1907.

Chief Commissioner, February 26, 1907.

Judgment in concurrence, Mr. Commissioner Mills.

From the report of an engineer of the Board in this case, it seems clear that Mr.
Wright's application for a farm crossing should be granted; and the only question is,
at whose expense is the crossing to be made and maintained.

After full consideration of the principle involved and its wide application to
Crown and Company lands in the western provinces and elsewhere, I am of the
opinion that farm lands everywhere, actually occupied or to be occupied, carry with
them the right of free passage (saving natural obstacles) from any one part of a lot
to any other part of the sanie lot, which lot is or is to be occupied and worked as a
farm; and that when a railway company or other corporation, for its own purposes
and advantages, infringes upon this natural and fundamental right, it should do so
with the clear understanding that it will, when constructing its line or at some later
date, be compelled to provide and thereafter maintain, at its own expense, at least one
adequate and satisfactory farm crossing on every lot or farm which it crosses.

Therefore, I concur in the judgment of the Deputy Chief Commissioner, that
ijhie Michigan Central Eailway Company, as the successor of the Canada Southern
Railway Company, should provide and maintain, at its own expense, an adequate and
satisfactory f ajm crossing, at a point to be agreed upon, on the farm of Jacob Wright,
known as lot 29, con. 5, in the township of Enniskillen, county of Lambton, Ont.

February 15, 1907.

Re Complaint of the Dominion Concrete Company, Limited.

This company applied for an investigation by the Board into the matter of the
Canadian Pacific Railway Company's rate of 12 cents per hundred pounds on concrete
blocks from Kemptville, Ont., to Graham station, a distance of 107 miles, as against a
rate of 6J cents per hundred pounds on brick, and alleging an unjust discrimination
in favour of the latter commodity and against the former.

This matter was taken up by the chief traffic officer of the Board, and after con-
siderable correspondence with the railway company the rate on concrete was reduced
and made satisfactory to the complainants. After the lower rate had gone into effect
complainants claimed to be entitled to a refund of the difference between the higher
and the reduced rate. The railway company refused to recognize any such claim and
complainants claimed to be entitled to a refund of the difference between the higher
and the reduced rate. The railway company refused to recognize any such claim and
the complainants applied to the board for an order directing a refund.

Judgment, Chief Commissioner, March 5, 1907.

Under the Railway Act a railway company is required to obtain approval of what
are called standard tajiffs, specifying the maximum mileage rates at which the com-
pany is authorized to charge, and upon approval of such tariffs, the company is
authorized to charge the rates set out therein, unless it files special tariffs giving
lower rates than those in the standard tariff; and section 327 of the Railway Act pro-
vides that, when a railway company's standard freight tariff has been approved and
published, the tolls specified therein — except where other tolls are provided for by
special or competitive tariffs — are the only tolls which the company is authorized to
charge for the carriage of goods; and, by section 401 of the Railway Act, 'any person
or company, or any officer or agent of any company, (a) who shall offer, grant or give
or shall solicit, accept, or receive any rebate, concession, or discrimination in respect
of tht transportation of any traffic by the company, whereby any such traffic shall, by
any device whatsoever, be transported at a less rate than that named in the tariffs

REPORT OF THE COMMISSIONERS 125

SESSIONAL PAPER No. 20c

then in force . . . shall for each offence be liable to a penalty not exceeding one
thousand dollars and not less than one hundred dollars.' The authority of the Board
to deal with tolls and tariffs, as set out in section 323 of the Eailway Act, is as fol-
lows : ' The Board may disallow any tariff or any portion thereof which it considers
to be unjust or unreasonable, or contrary to any of the provisions of this Act, and may
require the company, within a prescribed time, to substitute a tariff satisfactoi-y to
the Board in lieu thereof, or may prescribe other tolls in lieu of the tolls so disallowed.
' 2. The Board may designate the date at which any tariff shall come into force.'
Held, that this does not empowed the board to make a retroactive alteration in a
tariff which is not contrary to any of the provisions of the Railway Act, so as to
apply the alteration to past transactions; and that the railway company is not entitled
to mal^ rebates from tolls which have been charged in accordance with the tariffs
lawfully existing when the transaction took place.

Held, further, tliat the -doard has no authority to direct the Canadian Pacific
Railway Company to refund any portion of the tolls charged by it under the tariffs
existing before March 20, 1906.

A later application was made by complainants against this rulirg of the board,
A later application was made by complainants against this ruling of the Board,
tariff should come into force, this could be done so as to give the same a retroactive
effect.

and it was argued that as the Board had power to designate the date at which any
Held, Chief Commissioner, March 20, 1907, that the power of the Board to desig-
nate the date at which a tariff shall come into force does not enable the Board to give
6uch tariffs a retroactive effect, and to make them applicable to prior shipments.

Discrimination.

Eailway companies ha.ve no right to discriminate in regard to passenger rates as
between passengers arriving at Canadian ports by different steamers. By section 315
of the Railway Act tolls are required, under substantially similar circumstances and
conditions, to be charged equally to all persons and at the same rate in respect of all
traffic of the same description, and carried in or upon the like kind of cars, passing
over the same portion of the line of railway ; and that no reduction or advance in any
such tolls shall be made, either directly or indirectly, in favour of or against any
person or company travelling upon or using the railway.

Chief Cemmissioner, March 7, 1907.

(Immigrant Passenger Tariffs.)

Re Complaint Broivn Brothers Company v. Canadian Northern Railway Company.

The complainants alleged that on May 2, 1906, they delivered to the Canadian
Northern Railway Company at "Wa.rman, Alberta, two boxes of nursery stock, con-
signed to L. H. Daly, of Vegreville, Alberta, and that the shipment proved a total
loss to them, occasioned by the neglect or refusal of tlie railway company to carry and
deliver the traffic without delay.

It appeared from the answer filed on behalf of the railway company to this com-
plaint that a period of fifteen days had elapsed from the time of receipt at Warman
Junction until their arrival at Vegreville, a distance of 262 miles, and the railway
company was advised that the Bpard felt that, under the circumstances, it should take
into consideration the Brown Brothers Company's claim for damages, and that such
steps should be taken as would prevent the recurrence of such delays.

Held, Chief Commissioner, March 12, 1907, that, imder the Railway Act, the
Board has now power to award compensation to parties f o. delays in forwarding traffic,
as the Act expressly provides that the remedy is to be had by action in the ordinary
courts ; that the function of the Board is to require the furnishing of accommodation

126 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

and the forwarding of traffic without delay, while the circumstances admit of the
Board interfering; but that, in case of a transaction ^\llich is closed, the Board can
only* deal with it as showing the necessity for action to prevent such delays in the
future.

Re Complaint of Canadian Canners, Limited.

This was a complaint by the Canadian Canners, Limited, that the Canadian
Pacific Railway Company charged a rate of 33 cents per 100 lbs. on a carload of
canned goods shipped from Wellington, Ontario, to Sturgeon Falls, Ontario; or 4
cents per 100 lbs. more than the combination of the local rates from Wellington to
North Bay and from North Bay to Sturgeon Falls.

Upon the application of the complainants, the railway company refused to refund
the difference between the published rate of 33 cents and the combination of local
rates, on the ground that it would be illegal to protect other than the published tariff
rate, namely, 33 cents per 100 lbs.

The application to the Board is for authority to make the refund.

Judgment, Chief Commissioner, March 12, 1907.

Held, that, not only would the railway company be justified in refunding the
difference between the 5th class rate from the point of shipment to Sturgeon Falls and
the sum of the commodity rate to North Bay, and the fifth-class rate from North Bay
to Sturgeon Falls, but that it ought to do so. The later two rates are those of law-
fully published tariffs; and a shipper has the right to the carriage of his traffic at
the commodity rate to North Bay, and at the tariff rate from North Bay to Sturgeon
Falls, although he consigns his shipment direct to Sturgeon Falls without mentioning
the intermediate point.

It may happen that ignorant shippers will not be given this privilege, while those
better informed will obtain it; but the informed shipper should not, on that ground,
be refused the lower rate.

Re Somerset Bridge, Ottawa.

The city of Ottawa applied to the Board for an orde. under sections 186 and 187
of the Railway Act, 1903, directing the Ottawa Electric Railway Company, the Grand
Trunk Railway Company of Canada, and the Canadian Pacific Railway Company
to submit a plan and profile for the purpose of widening the bridges and approaches
thereto constructed by them at Somerset street, a public highway in the city of Ottawa.

The bridge in question spans the tracks of the Canada Atlantic Railway and the
Canadian Pacific Railway at the western boundary of the city. The eastern approach
and bridge proper lie within the city of Ottawa, the western approach within the
village of Hintonburg. The Ottawa Electric Company, which is subject to the
legislative authority of the parliament of Canada, owns and operates a street railway
system in the city of Ottawa and its suburbs. The portion within the city was con-
S'&ructed and is operated under an agreement between the city and the company
authorizing the company to exercise its franchise for the period of thirty years from
August 13, 1893. By a later agreement between the electric company and the city,
the city consented to the construction, maintenance and operation by the electric om-
pany of its railway upon and along Cedar street and other streets in the city, and
by this agreement it was provided that nothing contained therein, or in the original
agreement between the city and the company, or in the by-law of the City Council
ratifying these agreements, should be ' construed to impose any liability on the cor-
poration for the construction, repair, or maintenance of bridges on Cedar street,
crossing Canada Atlantic Railway lines and the Canadian Pacific Railway lines, or
any bridge or bridges that may be constructed in place of the same; or should be
' construed as an assuming by the corporation of the said bridge or either of them.'

REPORT OF THE COMMISSIONERS 127

SESSIONAL PAPER No. 20c

The street referred to as Cedar street is the one now known as Somerset street,
on which the bridge in question is situated.

By agreement between the Electric Railway Company, the Canadian Pacific
Hallway Company, and the Canada Atlantic Eailway Company, for certain considera-
tions therein named, the Electric Company agreed from time to time and at all times
thereafter, to ' indemnify and save harmless the railway company from and against
all liability to maintain, alter, repair, or reconstruct the said bridge or the approaches
thereto, and also from and against all claims for damages of every kind or nature
whatsoever, or for any penalty imposed upon the said bridge or crossing, or the ap-
proaches thereto ' ; and further agreed that, if it should at any time become necessary
to reconstruct the then existing bridge or to alter the same, plans of the said altera-
tion or of the new bridge to be constructed should first be submitted to and approved
by the railway company.

The substantial question for consideration was as to the body which should bear
the cost of the alteration. The city, through its counsel, offered to bear one-fourth of
the expense. The railway companies contended that, in view of their agreement with
the Electric Company, and of the fact that the necessity for the widening of the bridge
arises wholly from its use by the Electric Company, that company should bear the re-
maining portion of the expense.

Judgment, Chief Commissioner, March 13, 1907.

Held, that, as between the Electric Company and the two railway companies, the
contention of the railway companies was correct, and that, as between the Electric
Company and the city, the Electric Company should widen the bridge by sixteen feet
according to the plans to be approved by the Board, and that the city should pay the
Electric Company one-fourth the expense involved in the addition.

Passenger Bates.

By order of the Board, dated Marcr 18, 1907, the Grand Trunk Eailway Company
of Canada and the Canadian Pacific Railway Company were directed to reduce the
passenger rates for their lines east of and including the Calgary and Edmonton Eail-
way, to three cents per mile.

Ee the E. B. Eddy Company's Complaint.

This company has asked the Board to give the Grand Trunk Eailway permission
to reduce its charges on certain traffic carried at the rate of 10 cents per 100 lbs. under
the tariff in force at the time, to 8 cents per 100 lbs. subsequently substituted.

Section 327 of the Eailway Act provides that, when a railway company's stand-
ard freight tariff has been approved and published, the tolls specified therein — except
where other tolls are provided for by special or competitive tariffs are the only tolls
which the company is authorized to charge for the carriage of goods. Section 401
imposes a penalty on any person or company, or any officer or agent of a company
offering, granting, giving, soliciting, accepting or receiving any rebate, concession, or
discrimination in respect of the transportation of any traffic by the company, whereby
any such traffic shall, by any device whatsoever, be transported at a less rate than that
named in the tariffs then in force ; and section 402 makes it an offence in a company to
depart from the tolls in a tariff then lawfully in force.

Judgment, March 18, 1907.

Held, that the Act gave the Board i^o power to permit a departure from the law-
fully existing tariffs in respect of past transactions, or to legalize rebates from the pre-
viously earned tolls specified in such tariff; and on this ground, the Board

128 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

should not attempt to interfere. ' In the present instance an attempt to exceed the
Board's power seems to be particularly objectionable, because the Board would not be
able to secure to others in a similar position the rebates which the Eddy Company de-
sires, but by becoming a party to the rebate, it would facilitate an undue preference
in favour of one shipper.'

Judgment in dissent, Mr. Commissioner Mills.

On October 16 and 17, the E. B. Eddy Company thought of shipping pulp for the
manufacture of paper from Danville, Que., to Ottawa, Ont., and called the attention
of Mr. Bremner, who represented the Grand Trunk in Ottawa, to the fact that the 10
cent rate quoted on pulp from Danville to Ottawa was prohibitive, and that they could
not ship pulp from Danville to Ottawa at a higher rate than 8 cents per 100 lbs.

After considering the question, Mr. Bremner, on behalf of the Grand Trunk, ad-
vised the E. B. Eddy Company that the Grand Trunk would give the said company a
rate of 8 cents per 100 lbs. from Danville to Ottawa. The Eddy Company accepted the
8-cent rate and notified Mr. Bremner that some cars were then being loaded; and Mr.
Bremner says that the Eddy Company was then notified that the 8-cent rate would
not apply on cars shipped prior to the date on which the tariff became effective. The
correctness of this latter statement, the Eddy Company does not admit, but alleges that
in good faith, without any doubt that the 8-cent rate would apply, it shipped five cars
of pulp between the time that the 8-cent rate was announced and he publication of the
tariff to that effect.

Subsequently the Grand Trunk Company rendered a bill for $153.68, being an
extra charge of two cents per 100 lbs. on six cars pulp shipped between the time of the
announcement of the 8-cent rate and the publication of the tariff, 9 days later.

In reference to this account, the E. B. Eddy Company sets forth the following
declarations and statements of opinion: —

It declares that it shipped five of the six cars in good faith after the reduction was
announced, and had no doubt that the rate was to be 8 cents per 100 lbs.

It expresses the opinion that nine days was altogether too long a time to take in
issuing the tariff, and directs attention to the statement of the chief traffic officer that
the said tariff could have been issued much sooner, if it had been done in the way which
is usual when it is known that cars are loaded or being loaded and waiting for ship-
ment.

It calls attention to the fact that the application of the 8-cent rate from the date
of the announcement would not involve a discrimination against any one.

And it further alleges that the Grand Trunk is willing to withdraw or cancel this
account for extra charges over and above the 8-cent rate, if the Eailway Commission
will allow it to do so.

I think the intention of parliament, as expressed in section 401 of the Eailway Act,
was to prevent all kinds of discrimination — not to compel a railway company to con-
tinue charging an admittedly unreasonable or prohibitive rate until such time as it can
conveniently prepare and issue a new tariff, when the said company is willing to make
a reduction in such reasonable or prohibitive rate as soon as its attention is called to
the matter (before a change in the tariff is made) — provided such reduction is made
with the knowledge of the Railway Commission and manifestly without discrimination
against any one.

Such a reduction, under such circumstances and conditions, the Grand Trunk Rail-
way Company announced its willingness to make in the published tariff rate on pulp
from Danville, Que., to Ottawa, Ont. ; aiid under such circumstances, I think the Board
should allow the said railway company, without injury or discrimination against
any one, to apply its 8-cent reduced ratef rom the time when it announced its intention
to make the reduction from 10 to 8 cents per 100 lbs.

March 8, 1907.

REPORT OF THE COilMISSIOyERS 129

SESSIONAL PAPER No. 20c

Ee Application of the Toronto, Hamilton and Buffalo Railway Company, under section
175 of the Railway Act, 1903, for leave to construct a branch from its main line
in the city of Hamilton to the worlcs of the Canadian Westinghouse Company.

The projected line would cross Sherman avenue south of Princess street and run
thence, approximately, parallel to and about 125 feet south of, that street, and parallel
to, and some 350 feet south of, the line of the Grand Trunk Railway Company crossing
at grade, between certain points, the line of the Hamilton Radial Electric Railway
Company and curving northerly, about Fullerton avenue, a short distance from the
Westinghouse Company's works.

Objection was made to this line by the residents of the locality west of Sherman
avenue and between the proposed line and that of the Grand Trunk Railway Company,
on the ground that it would be very injurious to them that their properties should be in-
closed within a strip bounded by two lines railway; and the Radial Company objected
to a crossing of its line at grade. The Grand Trunk Railway Company also objected
to the use of any portion of its right of way for the proposed branch.

Judgment, Chief Commissioner, March 28, 190Y.

I am of opinion that it would not be reasonable to compel the Grand Trunk Railway
Company to allow such a use of its land at that point.

I am also of opinion that it would not be proper to allow the construction of the
branch beyond Sherman avenue south of Princess street. This would leave a strip of
•property about fifteen hundred feet long by three hundred and fifty feet in width be-
tween two lines of railway. At the present time the property between Sherman avenue
and the Westinghouse Company's property is wholly residential, and even though the
proposed branch were simply to be used as a spur line for access to the Westinghouse
Company's works, it would be highly injurious to the residents of such a strip. It may
be that circumstances will lead to the strip becoming eventually a manufacturing local-
ity; but, unless it is sufficiently important, the residents should not be forced to this
result.

On behalf of the city of Hamilton, objection is made to the proposed lowering of
the Radial railway, as this would involve the lowering of Princess street below a large
existing sewer, and in such a manner as would injure Princess street for public travel.

While one or more industries are to be served east of Sherman avenue, the exten-
sion beyond that is for the purpose of giving access to the Westinghouse Company's
works only. If that company did not object, it would be possible to carry the line
along that of the Grand Trunk Railway directly into the Westinghouse Company's
premises. Doubtless it will be of great value to that company to have the additional
railway connection and service, but it has already connection with the line of the
Grand Trunk Railway, by means of which traffic can be transferred to and from the
line of the Toronto, Hamilton and Buffalo Railway.

No public interests are involved, and it does not appear to me that the residents of
the locality should be compelled to submit to the injury that would be done their pro-
perty or that the Radial Company should have its line crossed at grade in order to
enable the Westinghouse Company, which desires the railway communication, to pro-
cure it without injury to its own buildings or premises.

Held, Commissioner Mills dissenting, that the application for leave to construct
the spur line on the route proposed should be refused, but that authority should be
granted, if the applicant company desired, to construct a branch line with the diversion
northwesterly over Sherman avenue to the south of the Grand Trunk Railway Com-
pany's right of way, and thence parallel thereto over the radial railway to Rosedale
avenue, and to take it directly to the Westinghouse Company's premises, or have it
connected with the Grand Trunk Railway tracks, as might be arranged, or that leave
should be given for the construction of any portion of the line which might be desired.

20c— 9

130 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909
Ee Cedar Dale-Oshawa Crossing.

This was an application by the Police Village of Cedar Dale for an order direct-
ing the Grand Trunk Eailway Company of Canda to provide better protection where
its railway crosses Simcoe street, in the said village.

^ There was at the same point an electric railway crossing the Grand Trunk Rail-
way, with interlocking appliances operated by the electric company, and the Board,
by its order of December 19, 1906, directed that the gates be interlocked with those
appliances and be operated by the signalman stationed in the tower, and that the
Grand Trunk Railway Company should bear the expense incident thereto over and
above the expense to which the electric company was subject. The Board also directed
that an electric light should be provided and maintained by the village at the crossing.

Simcoe street, over which the Grand Trunk Railway crosses, is a con-
tinuation of a street of the town of Oshawa, but the point of crossing is outside the
limits of the town. Counsel for the town supported the application for the order, and
took part in the examination of witnesses. Among other things, he said : ' This
corporation is interested in having the lives of the citizens protected — their lives and
property — and would urge upon the commissioners as strongly as possible the propriety
of providing such protection as may be thought proper.' And after reference to the
probable expense of a subway, he said : ' But all the other protection that could be
afforded would be urged by this corporation.' Further he said : ' The town council
do not see that they should be called upon to contribute. They contribute an immense
amount of business to the railway.'

In announcing to the parties its conclusions, the Board expressed doubt whether
the town could be considered interested so as to be liable to be made a contributory
to the cost of protection of the crossing, and intimated that, if the railway company
should be of opinion that the town was so liable, the Board would like to be furnished
with references to any statutory provisions imposing on the town or bestowing on it
any rights with respect to a highway outside the boundaries of the town; and it also
stated that it considered that the village of Cedar Dale was not in such financial
position that it should be asked to contribute, except by providing and mainaining a
light at the crossing. ^

The Grand Trunk Railway Company then applied to have the order varied so as
to apportion the cost of the installation, operation and maintenance of the gates
equally among the town of Oshawa, the village of Cedar Dale and the railway com-
pany, claiming that the town was interested in the matter and should be compelled to
contribute, and that the weak financial position of the village was no sufficient ground
for exempting it.

This latter application was heard before the Board. In support of the claim of
interest on the part of the town, reference was made to the position taken by the
counsel for the town at the previous hearing, and to the case of the Grand Trunk
Railway Company v. City of Kingston, 8 Ex. C. R. In that case an application was
made to have certain orders of the Railway Company of the Privy Council made
rules of the Exchequer Court. By these orders, the city of Kingston was directed to
contribute to the expense incident to the construction of a subway for carrying a
highway under the Grand Trunk Railway outside of the city limits; and objection
was made to the authority of the Railway Committee to impose this condition. The
learned judge of the Exchequer Court was of opinion that he had no authority to
review the decision of the Railway Committee upon the merits, or its methods of pro-
cedure. He said: 'Was the city of Kingston interested in the works that were
directed to be done?' If that question is answered in the affirmative, the Railway
Cormnittee had jurisdiction to make the orders as amended. If it is answered in the
negative, then the committee had no jurisdiction to impose upon the city of Kingston
the obligation to bear any part of the cost of such works. I think the question should
be answered in the affirmative. Although the works directed to be carried out are not
within the limits of the city of Kingston, they are in close proximity thereto, and are

REPORT OF THE COMMISSIONERS 131

SESSIONAL PAPER No. 20c

intended to protect the public from danger of crossing the Grand Trunk Eailway by
a level crossing on a road that, within a short distance from the crossing, connects
with one of the city streets. In addition to this, it appears that the city of Kingston
was one of the movers in the application to the Railway Committee for an order to
have the works in question undertaken; and it seems to me that one could not now
with fairness say that the city of Kingston was ont interested therein.'

In re Canadian Pacific Railway Company and county and township of York, 27
O.R. 559; 25 O.A.R. 65, Mr. Justice Rose upheld the validity of an order of the
Railway Committee under which the city of Toronto, the county of York, and the
township of York were directed to contribute to the cost of installing and maintaining
gates and a watchman for the protection of a highway crossing which was in the
township of York and outside the limits of the city of Toronto. The order of the
Railway Committee had been made upon the application of the city of Toronto. The
county and township of York appealed from the judgment. Burton, C.J.O.^ and Mac-
lennan, J., were of opinion that the order was invalid in so far as it imposed a burden
upon the township and county. Osier, J., held that the township and county were
' persons interested ' within the meaning of the Railway Act, and subject to the juris-
diction of the committee. Meredith, J., held that, as the road was not a county road,
and the county was under no responsibility for its maintenance, it could not be con-
sidered to be interested so as to be liable to the order of the committee.

The city of Toronto did not appeal, and it does not appear to have been repre-
sented before the Court of Appeal. As the original applicant for the order, it could
hardly be said that it was not interested.

Chief Commissioner:

In the two cases referred to, the courts were called upon to enforce orders made
by the Railway Committee. They could not review the decisions of the committee
upon the facts. If there was before 'the committee any evidence that the parties
ordered to contribute were ' interested ' within the meaning of the statute, the juris-
diction of the committee to make the orders could not be disputed.

In the present case this Board is the court of original jurisdiction which has to
decide for itself, not merely the question of law, but also the question of fact, as
regards interest, and further, whether, in the exercise of its discretion, it considers
that the town should justly and properly be made to contribute to the cost of protect-
ing the crossing in question.

I think that it cannot properly be said that, as a matter of law, there is not some
evidence of interest on the part of the town which would support an order of the Board
against it, particularly in view of the direct claim of interest on the part of counsel
representing the town. But it does not appear to me that the town is necessarily
bound by the admission of some interest, having in view the circumstances and the
nature of the interest admitted. The town corporation is a statutory body. It has
no duty to maintain highways outside of the town limits, or to preserve them from
obstruction. It is not authorized to expend the moneys of the town upon such high-
ways. As a public body, having in view the interests of the citizens, a town council
oft€n interests itself in many matters of public importance not directly coming within
its functions. Naturally the safety of citizens of the town travelling along the high-
way and over the crossing in question is looked upon by the council as of public in-
terest; but it does not appear to me that, on that account, the municipal corporation
can be said to have any legal interest in the matter of protecting the crossing. The
individual interests of citizens having occasion to use the highway are not, in my
opinion, ascribable to the corporation, and the admission of the counsel for the town,
and the part which he took in supporting the application, do not appear to me to
carry the matter farther or to constitute such an admission or evidence of interest
as to warrant the Board in finding as a matter of fact that there was such interest.

I think, therefore, that the town should not be ordered to contribute to the ex-
pense of erecting, maintaining, or operating the gates.

20c— 9i

132 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

As regards the village of Cedar Dale, the matter stands in no different position
from that presented at the original hearing. I do not think that the Board should
be called upon in such a case to revise its previous decision, where no new facts have
been presented and no material point was previously overlooked. In making the order
the Board expressed its doubt upon the question of making the town a contributor5^
That question was fairly open for reconsideration.

In my opinion the application should be dismissed, and the railway company
should be ordered to pay to the village a reasonable sum for costs of the opplication
to vary the order. In view, however, of the state of the previous decisions and of the
position taken upon the hearing by the town, I do not think that the railway company
should be made to bear any portion of the costs of the town.

Order dated May 23, 1907. issued accordingly. Costs of the application fixed at
the sixm of $25.

He St. John Ice Company Complaint.

This was a complaint by the St. John Ice Company alleging that the jSTew Bruns-
wisk Southern Railway Company were acting illegally and in violation of the provi-
sions of the Railway Act by

1. Billing cars at 20,000 lbs. which contained 40,000 to 50,000 lbs. actual weight.

2. Billing cars at 2 cents per 100 lbs. contrary to C.R.C. No. 1, their standard
tariff, which names 2| cents per 100 lbs.

3. Billing cars at 20,000 lbs. contrary to the Canadian freight classification, which
specifies 30,000 lbs. as minimum carload weight.

4. That through W. E. Scully, their agent at West St. John, passing and billing as
20,000 lbs. cars which W. E. Scully as ' The Union Ice Company ' had sold and deliv-
ered as 50,000 lbs.

5. Misrepresenting the existing tariff charges in the following way: In December
last past their general freight agent, Mr. P. W. Wetmore, quoted as their cvirrent rate
on ice from Spruce Lake to West St. John 2 cents per 100 lbs., minimum carload
weight 30,000 lbs., when he must have known that tariff C.R.C. No. 2, giving a rate
of 2 cents per 100 lbs. had been cancelled and that 2i cents per 100 lbs. was the legal
rate, as per C. R. C. No. 1.

6. Through the collusive action of its officials violating the established tariffs, inas-
much as P. W. Wetmore, the accountant, who was also general freight agent, passed
entries and way-bills, certified by him and F. J. McPeake, tlie superintendent, to the
auditor, showing carload weights 20,000 lbs. when actually they were from 40,000 to'
50,000 lbs., showing a total freight per car of $4 had been collected when it should
have been from $10 to $12.50 per car.

And applied, under section 60 of the Act, for an order for inquiry into the manage-
ment of the said railway company, and for investigation of the complaints herein-
before recited against the company and its officials.

Hearing at St. John.

Ordered, that leave be granted the complainant company to institute proceedings,
under sections 399, 401 or 402, of the Railway Act, against the company for suffering
or permitting,

(a) W. E. Scully to obtain transportation for goods at less than the required toll
then authorized and in force on the railway of the company.

(Jj) For transporting goods for the said W. E. Scully; and for suffering and per-
mitting W. E. Scully to obtain transportation for such goods at less than the regular
tolls then authorized and in force on the railway in violation of the provisions of the
Railway Act.

Later, application was made, on behalf of the complainants, for a certified copy
of this order, in order that the same might be made a rule of the Supreme Court under
section 46 of the Railway Act.

REPORT OF THE COMMISSIONERS 133

SESSIONAL PAPER No. 20c

Section 46 provides that any decision or order made by the Board may be made a
rule, order or decree of the Exchequer Court, or of any Superior Court, in any pro-
vince of Canada.

Subsection 2 of that section reads: —

' 2. To make such decision or order a rule, order or decree of any such court, the
usual practice and procedure of the court in such matters may be followed ; or in lieu
thereof, the secretary may make a certified copy of such decision or order, upon which
shall be made the following endorsement signed by the Chief Commissioner and sealed
with the official seal of the board :

' To move to make the within a rule (order or decree, as the case may be) of the
Exchequer Court of Canada (or as the case may be).'

Application refused.

Held, Chief Commissiorer, that, in the first instance, the usual practice and pro-
cedure of the court in such matters should be followed; that the other alternative pro-
vided under this section is intended rather for a case where the Boaard is itself seeking
to enforce one of its own orders, that is to say, an order where the Board has taken the
initiative. i

Vancouver Emihound v. Winnipeg Westhound Rates.

The boards of trade of British Columbia Pacific coast cities complained to the
Board that the rates levied by the Canadian Pacific Kailway Company on all classes
of goods, from Vancouver to points located in British Columbia and the Northwest
Territories, as far east as Calgary, on the main line, and Macleod, on the Crow's Nest
line, were discriminatory as against them as compared with the rates on westbound
traffic from Winnipeg to the same territory.

The complaint was not based on the ground that the rates were, in themselves,
so excessive as to be unreasonable or unjust, but merely on the ground that undue
preference was given to traffic from Winnipeg westward, as compared with that
from the coast cities eastward.

Most of the traffic carried westward from Winnipeg is carried under what are
known as ' traders' tariffs,' marked as, ' to be used on reshipment by Winnipeg whole-
sale houses only to traders doing business at or tributary to stations specified' in the
tariffs. A question was raised as to the extent to which those tariffs were used, and
the railway company contended that comparison could not be made with them, as the
rates were only the balances of through rates from points east of Winnipeg to the
■western points in question, after deducting the regular tariff rates to Winnipeg.

Hearings at Ottawa, March 6, 7 and 8, 1906.

Judgment of Chief Commissioner Killam, May 25, 1907, concurred in by Deputy
Chief Commissioner Bernier.

* It appears to me,' referring to the contention of the railway company mentioned
above, ' that these questions are quite immaterial. If, by so basing the rates, an
unjust preference is given to Winnipeg as against the Pacific points, it is equally as
objectionable as if the rates were computed on any other basis, and the comparison
should be made with traffic carried for similar parties and imder similar conditions,
and on other traffic the tariffs applicable thereto are those between which comparison
should be made.

The complainants rely mainly on a comparison of the respective distances from
Winnipeg and Vancouver, claiming that the levying of higher rates for shorter dis-
tances raises a presumption of unjust discrimination. They rely also upon a com-
parison of the practice upon lines in the United States, claiming that the westbound
rates from St. Paul are equalized with the eastbound rates from Seattle and Portland
at points much farther east than are the rates from Winnipeg with those from Van-
couver on the Cana.dian Pacific Railway.

It appears to me that no inference can be drawn from a mere comparison of dis-
tances upon different portions of railways, and that it does not constitute discrimina-

134 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

tion — much less unjust discrimination — for a railway compa,ny to charge higher rates
for shorter distances over a line having small business or expensive in construction,
maintenance or operation, than over a line having large business or comparatively
inexpensive in construction, maintenance and operation.

In my opinion, a party raising such a complaint upon a mere comparison of dis-
tances should show the nature of the particular lines referred to and that there is a
material disproportion of rates as against the shorter line after due allowance is made
for the circumstances just mentioned.

At the hearing, the complainants offered no evidence upon these points; but the
railway company gave some evidence showing that the cost of maintenance and opera-
tion were much greater, and the traffic lighter, upon the western portion of the line,
than upon the portion from Winnipeg westward. While this showed that some
difference in rates as compared with distances was reasonable, the information given
was not sufficient to form an accurate judgment as to whether, after making due
allowance for difference of traffic and expense, the western rates were unduly high as
compared with the others.

As the matter was of considerable public importance, the Board did not feel
warranted in dismissing the complaint on the mere ground that no sufficient proof
of discrimination had been given, but directed its chief traffic officer to make further
inquiries and afford it all the information possible for the purpose of enabling it to
arrive at a correct conclusion. This inquiry has been made, with the result that the
figures given by the railway officials have been found to have been, in the main,
correct, and that some further information has been procured.

Members of the Board are aware, from personal investiiation of the route, that
grades are much heavier and the line much more difficult of operation in British
Columbia than in the prairie provinces, and this view has been clearly established by
the evidence.

The original report of the chief traffic officer showed that, by computations based
upon the evidence as to the cost of operation and maintenance upon different sections
of the main line of the railway, the rates from Vancouver to Calgary were really
lower, as compared with those from Winnipeg to Calgary, than if they were based
upon the proportionate expense. No accurate data were furnished by the evidence,
or by the subsequent reports of the chief traffic officer, for comparison of the expense
of operation and maintenance on what is known as the Crow's Nest route, with that
for the prairie lines, though the chief traffic officer reported that the Crow's Nest line
was much the more expensive to operate. He, however, made some further calcula-
tions based on a comparison of grades and the assignment, as a result thereof, to
portions of the lines in British Columbia of a constructive mileage at the rate of one
and a half miles from Yale to Eevelstoke, and two miles from Kevelstoke to Canmore,
for each actual mile of railway. This estimate was taken from a statement in a
letter of Mr. Maclnnes, freight traffic manager of the Canadian Pacific Railway Com-
pany, that a certain tariff of the company was based upon such constructive mileage.
This calculation showed that, using the constructive mileage thus estimated, the rates
from Winnipeg westward were less per mile than those from Vancouver eastward. It
appears to me that the results of such estimates afford no reliable basis for concluding
that the Vancouver eastbound rates are discriminatory as compared with the Winnipeg
westbound rates. The estimates are very loose, and are not based upon any definite
calculations. Those based upon actual figures as to comparative expense of operation
and maintenance are much more reliable, even though, in some respects, details are
not fully given. Although the company may in the past, for some purposes, have made
use of such estimates, this should not be taken as establishing that the estimates were
sufficiently accurate for the purposes of the complaint now in question. It is clear
that an absolutely accurate comparison cannot be made, and the evidence does not
appear to me sufficiently strong to warrant the conclusion that the eastbound rates
are unduly high as compared with the westbound ones. .

REPORT OF THE COMMISSIONERS 135

SESSIONAL PAPER No. 20c

The report of the traffic officer further shows that the rates from Vancouver east-
ward are lower than those in the United States lines, and this although the portions
of the United States served by these lines are much more productive and thickly-
settled, and alFord greater local traffic than British Columbia; and, also, that the
points at which the eastbound and westbound rates meet in the United States are con-
siderably nearer Seattle than is claimed by the complainants; and that, comparing
the proportionate distances from Winnipeg and Vancouver respectively with those
from St. Paul and Seattle respectively, the average points of meeting of the rates on
the Canadian Pacific Railway are as fairly situated as the points on the lines in the
United States.

So far as the traffic over the Crow's Nest line is concerned, it would be much more
satisfactory if more definite information as to the cost of operation had been procured ;
but, taking into consideration the respective rates over that line and over the main
line via Calgary to Macleod, and the results of the other inquiries, it does not seem
to me sufficiently probable that further inquiry would establish the unfairness of the
rates to warrant us in making such inquiry. It must also be remembered that the
traffic on the prairie sections of the Canadian Pacific Railway is very much greater
than that upon the lines in British Columbia ; that the earnings per mile of the com-
pany for the prairie lines are very much greater than in British Columbia, and that
the company may reasonably be expected to carry the traffic on the prairie lines at
lower rates than upon the other lines. At any rate, if it sees fit to do so to a reason-
able extent, it cannot well be claimed that this course involves unjust discrimination
as against the traffic in and through British Columbia.

There are two minor points which require consideration. One arises under
special commodity tariffs for westbound traffic from Winnipeg upon the classes of
articles named in the statute 60-61 V., c. 5, s . 1. (d), intituled * An Act to authorize
a subsidy for a railway through the Crow's Nest Pass.' That Act authorized the
granting to the Canadian Pacific Railway Company of a subsidy towards the con-
struction of a railway fr -"m Lethbridge, through the Crow's Nest Pass, to Nelson,
upon certain conditions, one of which wa,s that an agreement should be made between
the government and the company by which, among other things, a reduction was to
be made in the general rates and tolls of the company upon the classes of merchandise
therein mentioned westbound from and including Port William and all points west
of Port William on the company's main line, or on any line of railway throughout
Canada owned or leased by or operated on account of the company.

As a result of this Act and the agreement made under it, the company made
larifife of reduced rates upon the classes of merchandise referred to, not only from
Fort Williani and points east thereof westward, but also from Winnipeg westward,
without similarly reducing rates on the same classes of merchandise from Pacific
points eastward. These reductions cannot be considered as having been forced upon
the company, but were the result of an agreement which it chose to enter into for th^"
purpose of obtaining a subsidy in aid of the construction of a line of railway. The
agreement and the statute did not even deal with rates from Winnipeg at all. When
the statute was passed, and when the agreement was made, the law prohibited unjust
discrimination between localities; and while parliament did not stipulate for similar
reductions over western portions of the company's railway, it should not, in my
opinion, be considered as having authorized what would, if done otherwise, have pro-
.duced unjust discrimination. I think that we are justified in inferring that, in
respect of the classes of merchandise to which these tariffs relate, the reductions did
■result in such discrimination, and that the rates from Vancouver eastward, upon
similar traffic carried under similar circumstances, should be proportionately reduced.

The remaining point arises out of the facts that, in order to meet water competi-
tion on the Pacific coast, the railway company carries goods from eastern points to
the Pacific coast at lower rates than to interior western points, and that the same
practice prevails with reference to the rates from Winnipeg westward; and that, at

136 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

many interior points, the rates from Winnipeg are less than the combined rates from
(Winnipeg to points of the coast, and from the la.tter points to the interior ones. The
Jow rates to the coast are made necessary in order to enable the railway companies
rto obtain traffic in competition with ocean carriers. Such a practice is distinctly
authorized by the Railway Act, and, unless the higher rates from eastern points to
interior western points are, in themselves, unjust or unreasonable, this pra.ctice does
not involve unjust discrimination. Necessarily the situation must have a modifying
effect upon the rates to the interior points, which must vary with the distances from
the Pacific ports. Prima facie the railway company should be entitled to charge
reasonable rates from the Pacific ports eastward, and it should not be obliged to charge,
and would not even be M^arranted in charging, excessive rates to the interior points
for the purpose of equalizing the position of the Pacific coast points. It does not
appear to me that the mere fact that the westbound rates from Winnipeg or any othe'"
point to such interior western point are less than the rates which would be made up by
a combination of the rates from such eastern points to Pacific points, and from the
latter to the interior point, in itself constitutes unjust discrimination or undue prefer-
ence. The railway company is allowed to meet competition at coa.st points, and I
think it should equally be allowed to meet the effect of that competition upon interioT
points to a reasonable extent.

I am of opinion that the comi^laint should be dismissed, except in so far as relates
to the classes of traffic for which reduced rates were given under the Act relatinar to
the Crow's Nest line.'

Judgment in dissent, Mr. Commissioner Mills.

' I regret my inability to concvir in the judgment of the Chief Commissioner in
this case.

' I do not attach so much importance as the Chief Commissioner seems to attach
to certain portions of the evidence — evidence into which the element of interest enters
largely and regarding the value of which there is clear ground for difference of opinion;
and I differ wholly from the opinion expressed as to the bearing of what is called the
" constructive mileage " evidence ; it has, I would venture to say, a manifestly direct
bearing, and is in my opinion the best possible evidence as to the relative cost of the
operation and maintenance of the two sections of the railway, the mountain section
and the prairie section — because it is an expression of the deliberate opinion of the
railway company, with the facts in its possession, at a time when there was no dispute
and no issue to be settled; according to which opinion, each mile of the road between
Yale and Revelstoke cost as much to operate and maintain as one and one-half
miles of the prairie section. The rates were adjusted on this basis and no complaint
was made by any section of the country.

At a later date, the rates on the prairie section were reduced, without any corre-
sponding reduction on the British Columbia (including the mountain) section; the
balance was thus disturbed, and has remained so, although no evidence was given at
the hearing or since to prove that the traffic on the said British Columbia section had
then become or now is relatively any less than it was when the " constructive mileage"
basis wa,s established; and for this reason, as I understand it, the chief traffic officer
of the Board used the "constructive milage" of the company in one of his calcula-
tions.

' Further, the chief traffic officer, whose technical knowledge and experience si>eci-
ally fit him for dealing with such questions, investigated the points at issue, in all
their bearings, at great length, and with the utmost care; he read and weighed the
evidence pro and con ; he considered the objecitons urged by the representatives of the
railway company against the statements and recommendations made in_his report of
the 17th December, 1906, and he came to the conclusion that there has been and is
discrimination against the Pacific coast cities as compared with Winnipeg.

' Therefore, without stating my reasons at greater length or further enumerating
the portions of the Chief Commissioner's argument and conclusions from which I have

REPORT OF THE COMMISSIONERS 137

SESSIONAL PAPER No. 20c

to dissent, I would say that I approve of the recommendations of the chief traffic officer,
as follows : —

' (a) That the rates between Vancouver and Calgary should be reduced so as to
preserve the same relative proportion between these and those between "Winnipeg and
Calgary as existed before the latter were reduced some years ago ; in other words, that
the prairie rates should apply between main line points in British Columbia, counting
one mile between Yale and Revelstoke as equivalent to one and a half prairie miles,
and one mile between Revelstoke and Canmore as equivajent to two prairie miles —
equalizing the Vancouver eastboimd and the Winnipeg westbound rates at a point 67
miles west of Calgary.

' (b) That the rates between Revelstoke and Macleod via Nelson should be simil-
arly reduced, counting each mile between Yale and Crow's Nest as one and a half
prairie miles instead of two miles, as at present.

' (c) That from Vancouver to Calgary and Macleod and intermediate points com-
modity rates should be given on the same articles as have commodity rates from Win-
nipeg under the so-called ' Crow's Nest Pass agreement ;" these rates to be calculated
in the same manner as the class rates, as in sections (a) and (b) equalizing the Crow's
Nest reduced rates from Vancouver westbound and the rates from Winnipeg west-
bound at Wardner, 146 miles west of Macleod.'

Application Canadian Pacific Railway Company for permission to make refund to
Messrs. George Moore & Co., of Waterloo, from the local freight charges to Gait,
on eggs subsequently reshipped.

The eggs in question were shipped to Gait from the Canadian Pacific Railway
Company's stations at Eden, StrafFordville and Tilsonburg, in less than carload lots,
aggregating 51,820 pounds, on which the company's local rates to Gait were paid.
There was in effect at the time a special tariff which provided that eggs shipped from
the company's own stations in lots of not less than 500 poimds, to certain specified
cc/ld storage points, would, on reshipment, be entitled to an allowance of one-third
from the inward charges to the cold storage point. In the specified cold storage points
of the Canadian Pacific Railway Company's original tariff. Gait and Waterloo, Ont.,
were not included, but were omitted, as the representative of the company says, by
mistake, and as a result Messrs. Moore & Co. did not derive the benefits of the stop-
over arrangements that were granted the points shown in the tariff, the effect of which
was, as alleged, to unjustly discriminate ' against Moore & Co.

Judgment, Chief Commissioner Killam, November 13, 1907, concurred in by the
Deputy Chief Commissioner Bernier, was to the effect that the rates paid were those
provided for by the existing tariff, and that the fact that the tariffs for other points
were discriminatory as against Gait and Waterloo, would not have been proper ground
for disallowing some of the tariffs, or requiring a change, if an application had been
made therefor, and it did not give the Board jurisdiction to direct or authorize the
rebate for which authority is asked, or to interfere in the matter.

Judgment in dissent, Mr. Commissioner Mills.
I ' I regret my inability to concur in the decision arrived at in this case. It seems
to me to grow out of such a strict and an inflexible interpretation of one section of
the Railway Act as results in defeating or nullifying other sections of the said Act —
construing section 328 so as to defeat the manifest intention of the equality sections,
315-320 inclusive, which were inserted in the Act to prevent unfair or unjust discim-
ination.

' The case is one of admittedly unjust discrimination, amounting to $10.61 against
George Moore & Co., of Waterloo, Ont.. diig to a mistake in the tariff. The company
admits the mistake and offers to refund the amount. Our chief traffic officer advises
that the refund be made, provided two things are done to remove the possibility of
discrimination against any other shipper of the same commodity; and the decision

138 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909-

of the Commission is that the refund must not be made — that the rate in the pub-
lished tariff, right or wrong, even though it has admittedly resulted in discrimination,
must be charged, no matter who suffers loss, until a new tariff is printed and published.
This may be according to the letter of the law; but it is, I think, at variance with
the principles of justice; so I have to dissent.'

Held further (Chief Commissioner and Deputy Chief Commissioner), following
previous rulings (see complaint Dominion Concrete Company, Ltd., and the E. B.
Eddy Company's complaint) : —

' That the Board is not a court for all purposes, but only for the purpose set out
in the Act. Discrimination is forbidden by the Act. The Board, under its general
jurisdiction, has power to prohibit the continuance of discriminaton when found to
exist, and it has the power to disallow tariffs which, in that or other respects, are con-
trary to the provisions of the statute; but I cannot find anything in the Act which
confers upon the Board jurisdiction to direct or authorize rebates on the ground set
up in this application.'

Naylor and the Windsor, Essex dp.d Lake Shore Rapid Railway Co.

This was the complaint by C, E. Naylor, of the town of Essex, alleging that the
Windsor, Essex and Lake Shore Rapid Railway Company had constructed its line of
railway and high tension wire along Talbot street, in the said town of Essex, in such
a way that electrical current had escaped from the said wire to the wires of the com-
plainant and thence to private premises, where it had caused damage; and applied
for an order directing that steps be taken to remove the danger.

The Windsor, Essex and Lake Shore Rapid Railway Company was incorporated
by Act of the legislature of the province of Ontario, passed in the year 1901, c. 92.
By that Act the company was authorized to construct a railway, to be operated by
electricity, from a point in or near the city of Windsor, through the towns of Essex
and Leamington, to a point in or near Wheatley. The Act provided that the rail-
way, or ajiy part thereof, might be carried along and upon such public highways as
might be authorized by the by-laws of the respective corporations having jurisdiction
over the same.

By Act of the Parliament of Canada, 1906, c. 184, the railway works of the com-
pany were declared to be for the general advantage of Canada, and provided that the
Railway Act, 1903, and amendments thereto should thereafter apply to the company
and the said works to the exclusion of the Electric Railway Act of Ontario or any pro-
vision of the Company's Act of incorporation inconsistent therewith; but that noth-
ing therein should affect any action theretofore taken pursuant to powers in such Acts
contained.

The Dominion Act also provided that the company should not construct or operate
its line of railway along any highway or other public place without first obtaining the
consent (unless such consent had already been obtained), expressed by by-law of the
municipality having jurisdiction over such highway or other public place, and upon
terms to be agreed on with such municipalities.

On the 7th of April, 1902, the municipal council of the town of Essex passed a
by-law granting to the company, subject to the terms and conditions contained in the
by-law, the right to construct its line through the town and along the highway known
as Talbot street. The by-law provided that the poles and wires of the railway company
should be so placed as not to interfere with the poles or wires of any other person or
company then existing. The by-laws also provided that the franchises thereby granted
should be subject to all other franchises, rights or privileges in respect of Talbot street,
within the town, theretofore enjoyed by any person or persons, company or companies.

On the 19th February, 1900, an agreement in writing was made between the town
of Essex and the complainant, under which the complainant agreed to furnish cer-
tain lamps for street lighting in the town, and to keep the same burning each night.

REPORT OF THE COMMISSIONERS 139

SESSIONAL PAPER No. 20c

At the time of the passing of the by-law, the complainant had upon and along Talbot
street, a number of poles and wires used for the purpose of furnishing power for the
lighting of the streets and the lighting of private premises. The railway company
constructed a line of railway along Talbot street and put upon the street poles and
wires for the purpose of conveying electrical power for the operation of the railway.
In doing this, it iterfered to some extent with the complainant's poles and wires,
and so that there was risk of the escape of the current from their wires to those of
complainant. The evidence showed that electrical current had escaped from the com-
pany's power wire to complainant's wires and thence to private premises, where it had
caused damage.

Hearing at Chatham, October 29 and November 1, 1907.

Judgment, Chief Commissioner Killam, December 24, 1907.

' If the railway and the power line were constructed before the passing

of the Act declaring the company's railway works lo be for the general advantage of
Canada, it appears to me that no order of the Board was necessary to authorize their
subsequent maintenance and use. If none of these things were done before the pass-
ing of the Act, I think that the railway company required the leave of the Board,
under sections 235 and 237 of the Railway Act, for the purpose. If part only of the
work was done before the Act and a part afterward, difficult questions might arise as
to the necessity for such leave, under which the actual facts might be material; and
I, therefore, refrain from expressing any opinion upon such questions.

For the present I assume that the work, or sufficient of it, was done before the
passing of the Dominion Act to render the maintenance and operation of the railway
upon and along the street lawful. If the company were coming for leave to construct
and operate the railway upon the street, the Board would clearly, in my opinion, have
the power to impose upon the company such conditions as it might see fit for the
purpose of protecting existing telegraph, telephone or electric lighting lines, and for
the purpose of protecting the public from the danger necessarily arising from the
escape from the railway company's wires of heavy electrical currents to and over any
other lines; and it appears to me equally clear that, if the railway and its power lines
were lawfully upon the street when the Dominion Act was passed, the Board still has
the power, under section 238 of the Railway Act, to impose similar conditions upon
the railway company or to make orders requiring the railway company alone ,or other
parties interested or affected or the company and any such other party or parties
jointly, to execute such works or take such measures as, under circumstances, appear
to the Board best adapted to remove or diminish the danger.

Both by the terms of the Railway Act and by those of the Act declaring its works
to be for the general advantage of Canada, the company became a railway company
subject to the terms of the provisions of the Railway Act so far as applicable. The
poles and wires erected by the company formed a necessary and integral part of the
railway works. In exercising the jurisdiction conferred upon it by section 238, the
Board must take into consideration the nature of the works and of the protective
measures which works tliat nature render necessary, just as in the case of a railway
operated by the power of steam.

The case is, therefore, one for the exercise of the Board's discretion as to the
measures to be taken and the party or parties who are to do the work or bear the
expense. The Board's electrical engineer has visited the locality and reported upon
the measures which he deems necessary for the protection of the public and of the
owners of other lines. The by-law of the town authorizing the construction of the
railway upon and along the street required that the railway company's poles and
wires should be so placed as not to interfere with any poles or wires of a.ny oth'er
person or company existing at the time of the passing of the by-law. Whether a
formal by-law of the town council was necessary to enable Naylor lawfully to place
and maintain his lines upon the public street, we must presume that they were there
with the knowledge and the tacit consent of the municipal authorities.

140 RAILWAY COMMISSIOyERS FOR CANADA

8-9 EDWARD VII., A. 1909

Under these circumstances, it appears to me that the railway company should
adopt the measures and bear the expense necessary to the protection of the existing
lines and of the public.

At the hearing Naylor's counsel expressed his client's willingness, if the railway
company would construct the necessary lines for the purpose of enabling him to trans-
mit power across the street where this was necessary for connections on the other
side, and would allow the use of its poles on the opposite side of the street, to do the
work and bear the expense of running his wires along these poles.

This appears to me to be a reasonable solution of the difficulty, and an order
should, in my opinion, go accordingly; the order to be drawn under the advice of the
electrical engineer and to direct the railway company to provide and place, in accord-
ance with the recommendations of the electrical engineer, the wires necssary for this
purpose, and to allow Naylor the use of its poles for carrying his wires — the same
to be placed to the satisfaction of the Board's electrical engineer.

The railway company should pay Naylor the costs incurred by him in respect
of the proceedings before the Board in this matter, and the order should so provide.

It does not appear to be necessary to enter into consideration of the objections
to the by-law or to Naylor's authority for the use of the street, or to any of the other
questions of law raised by counsel. I woiild put the case wholly as one for the exer-
cise of the Board's discretion under the express terms of the Eailway Act, and impose
the expense upon the railway company in view of the terms of the by-latw which was
necessary to enable it to use the street.'

Order, dated January 15, 1908, issued accordingly.

Interswitching.

Several applications and complaints from different places were made to the Board
respecting what are known as switching charges, and related —

(a) To the amount of the charges;

(h) To the practice of adding to the tariff rates of the company carrying to a
particular place the switching ehai-ge of another company to which the traffic is trans-
ferred for carriage to and delivery at another point in or near the same place ; and

(c) To the practice of railway companies, in cases where the traffic originates at
a place common to the two companies, or what are usually designated as comj^etitive
points, (while adding the charge when the point of origin is non-competitive.

Hearings at Winnipeg, Lindsay and Toronto.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
missioner Bernier and Mr. Commissioner Mills, December 26, 1907.

'....In some late eases before the Interstate Commerce Commission in the
United States, Nos. 1073, 1074, Laning-Harris Coal and Grain Company v. Atchison,
Topeka and Santa Fe Railway Company, 12 I.C.C. Rep. 556, the complainants claimed
that the tariff rates of the railway company, which read to Kansas City, included
delivery at any points within the corporate limits of Kansas City without regard to
whether this wa,s or was not upon the lines of that company. The Commission said
in its report : " This claim and argument are entirely at variance with customs of
many years' standing and contemplate imposing upon the carrier a duty which it
would be utterly unable to perform. The Act to regulate commerce in specific terms
provides that one ca,rrier shall not be obliged to give the use of its tracks and ter-
minals to another carrier engaged in like business. The defendant company could
not deliver cars to any industry except upon its own rails without the consent and
co-operation of the carrier or carriers upon whose rails the industry soiaght to be
reached is located or via whose rails it is reached. A carrier may not reasonably
be required to accept and deliver free ,of charge traffic which is moved by its com-

REPORT OF THE COMMISSIONERS 141

SESSIONAL PAPER No. 20c

petitor." And again : " In the absence of tariff specifications to the contrary, the
transportation shown in a carrier's tariffs to a given point are and always have been
understood to include delivery to industries or unloading places located upon its own
rails, and if consignee or owner of shipment orders it transported by another carrier
to another place, he must expect to pay the lawful cha^-ge for that service."

In those cases the shipments were originally billed simply to Kansas City» and,
after arrival, direction was given to transfer to destinations not on the line of the
originating company. But, the sajne principles were applied in another set of cases,
No. 1078, Leonard v. Chicago, Milwaukee and St. Paul Eailway Company and other
cases, 12 I.C.C. Kep. 573, where it appeared that at one time the originating compaxiy
absorbed the switching charge, later discontinued the practice, and subsequently
resumed it; and the complainants claimed that the adoption of the pra.ctice and sub-
sequent resumption after discontinuance showed the imreasonableness of requiring
ehippers to pay the switching charge; but the Commission refused 'to disallow the
charge. There the Commission said : " The practice at tha,t time of absorbing switch-
ing charges without a specific tariff provision therefor was very general among the
carriers. If offence against the law was involved in such practice it would rest in
the absorption ra.ther than in requiring shippers to pay, because the switching charge
being the charge of another carrier, should appear in its tariff. ISTo switching or
other terminal charges should be absorbed except under a plain and specific tariff
provision therefor.'

' There is not in our legislation any express provision similar to tha.t in the
United States Commerce Act, that one carrier shall not be obliged to give the use of
its tracks and terminals to another carrier engaged in like business. But, in the
absence of any such enactment, this must necessarily be the la,w. Express legislative
authority is necessary to enable one railway company to use the lands or premises
of another company without its consent. Such authority is embodied in section 176
of the Eailway Act, provided the approval of this Board is first obtained; and the
Board is empowered to fix the compensation to be paid therefor. In the London case,
the Board held that the transfer by one railway company to another at a junction
point of traffic to be delivered on the second company's line near the junction point
did not constitute a use by the first company of the second company's tracks or ter-
minals; but that the second company was to be compensated by a fair rate for the
receipt, carriage and delivery of the particulaj traffic so transferred, including the
use of its premises for the purpose. The rule was laid down that the ' division
between railway companies of the joint rates for traffic thus interchanged should be
made upon the principle of giving reasonable compensation for the service ajid faci-
lities furnished by the respective companies in respect of the particular traffic thus
interchanged. The order of the Board required the interchange of traffic between the
lines of the Canadian Pacific Eailway Company and the Grand Trunk Eailway Com-
pany at the junction point near London to and from the tracks and terminals of the
Grand Trunk Eailway Company in and near London, and provided that the rates
to be charged for such traffic should be those provided for by any joint tariffs in
*^xistence between the railway companies interested, and, in the event of there being
none, the rates charged by the Grand Trunk Eailway Co. between the same points,
and, in the absence of either, the rates charged by the Canadian Pacific Eailway
Company between the same points, and fixed the ajnounts to be charged by the Grand
Trunk Eailway Company. In that case the Canadian Pacific Eailway Company
consented, and offered to absorb the Grand Trunk Eailway Company's charges. The
order was affirmed on appeal to the Supreme Court of Canada.

I think the principles laid down by the Interstate Commerce Commission are
ftorrect— that a railway company's tariff to and from particular places should, in the
absence of indication to the contrary, be read as covering only traffic originating at
and for delivery upon its own tracks and connecting sidings within its own terminals.

142 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

and not as including traffic originating or for delivery at or near tlie same places upon
the lines of another carrier; that a reasonable additional rate should be payable for
what is ordinarily designated switching, namely, the service for short carriage and
receipt or delivery as the case may be; and that the company carrying for the long
distance should not be obliged to absorb the whole of this charge. I think, however,
that the Board may require the two companies to treat such traffic as joint traffic and
to establish therefor joint tariffs under which the joint rate may be less than the sum
of the two rates, and each or one of the companies required to accept less than its
full rates. In such cases the principal carrier does not usually perform the full ser-
vice which it performs in ordinary cases of receipt, carriage and delivery upon and
over its own lines only. There may be cases in which as much service is performed,
but usually the service is less.

The Board's chief traffic officer has made a report upon this subject which contains
valuable suggestions and recommendations both as to fixing the bases of switching
charges and as to divisions of the joint rates between the carriers, and also as to some
other matters.

In the case recently heard by the Board at Toronto it appeared that it had long
been the practice of the two companies operating there (the Grand Trunk Railway
Company and the Canadian Pacific Railway Company) to absorb these charges in
respect of traffic upon their resi)ective lines to and from Toronto, received or delivered
on the lines of the other, and that, without any change of tariffs, they had recently
abandoned this practice and adopted the principle of adding the switching charges to
the regular tariff rates. The origin of the practice was^' explained. It a,ppeared that,
when the Canadian Pacific Railway was constructed into Toronto, it had to receive
and deliver its traffic wholly or mainly upon the tracks of the Grand Trunk Railway
Company and was practically compelled to bear the charges therefor, that, as the
Canadian Pacific Railway Company established and enlarged its terminals and ac-
quired sidings to industries and places of business, the Grand Trunk Railway Com-
pany followed the same practice in reference to traffic received and delivered on the
tracks of the Canadian Pacific Railway Company. It does not appear to me that the
railway companies are bound to make an exception in the case of Toronto or that,
because of their having thus mutually absorbed these charges for a considerable length
of time, they must necessarily continue to do so forever. The whole question is one
of reasonableness; and while the continuance of the practice affords evidence of its
reasonableness, it is not conclusive. I do not feel that we can properly require the
companies to continue it. I think, too, that each company, without changing its tariffs,
could add the charge of the connecting carrier. The switching tariffs should certainly
be filed with the Board, but, in the absence of filing, the rates set out in thestandard
tariffs would prevail; and it is not claimed that charges were made at higher rates.
All claims made for refunds should, therefore, in my opinion, be disallowed. The
exact amounts which should be paid and the exact divisions for the aggregates of the
two sets of charges which are to be allowed hereafter, were not considered and dis-
cussed at Toronto. Our attention was confined to the main questions of principle.
Naturally the scales suggested by tie chief traffic officer cannot well be applied gen-
erally without consideration of local circumstances.

While, in my opinion, the railway companies by which the principal carriage 13
performed should not be obliged to bear the whole of these switching charges, it does
not follow that they should be debarred from absorbing the whole of such charges
provided that this does not involve unjust discrimination or preference. The Railway
Act recognizes that what might otherwise constitute unjust discrimination or prefer-
ence may be justified as the effect of competition. If a railway company receiving or
delivering traffic upon its own lines is obliged to charge its full tariff rates without
absorbing the switching charges of the line from which it receives or through which
it delivers the traffic, it will often be deprived of the opportunity to get traffic from or
to places common to it and other railway companies, and such places would often

REPORT OF TEE COMMISSIONERS 143

SESSIONAL PAPER No. 20c

lose some of the benefit of competitive conditions. While this may result in some
disadvantage to non-competitive points, the existence or possibility of such disadvant-
age cannot, I think, be considered as constituting unjust preference or discrimination.
I think that the Board cannot properly require the railway companies to absorb the
whole of such charges in all cases, or prohibit them from absorbing them where this
is induced by real competition.' ,

Brantford and Hamilton Power Wire Crossing over the Railway of the Grand Trunh
Railway Company of Canada at Cainsville, in the Province of Ontario.

This was an application by the Brantford and Hamilton Electric Eailway Com-
pany, under section 246 of the Railway Act, for leave to carry a wire for the trans-
mission of electric power of high voltage across the Grand Trunk Railway Company's
tracks at Cainsville. The applicant company had previously obtained leave to carry
its railway under the track of the Grand Trunk at this point. The Grand Trunk Rail-
way Company asked that the wire also be carried under its dailway. The electrical
engineer of the Board reported that this would not be safe, and that the crossing should
be over the railway, and the telegraph and other wires along the railway.

The Board proposed to make a short temporary order, giving the right of cross-
ing, specifying certain precautions, and leaving it subject to further order. A draft
of such an order was submitted to the railway companies. It was approved by the
applicant company, but objected to by the Grand Trunk Railway Company, which
submitted a form of order embodying a nixmber of conditions to which the applicant
company objected. Among others, there was a provision for indemnifying the Grand
Trunk Railway Company against damage.

Judgment, Chief Commissioner Killam, February lY, 1908: —

' The question of requiring the condition of indemnity was very carefully con-
sidered by the Board in some applications of the Kaministiquia Power Co., and it
was the re decided by the Board that, when the power wire is sought to be carried over
the railway company's own property without dther compensation to the railway com-
pany, it is reasonable to make the power company responsible for any injury resulting
therefrom, except such as may be due to default or neglect on the part of the railway
company's servants or agents; but that, where the wires are, under proper authority,
being carried along a highway over which the railway company has merely a right of
crossing, such responsibility should not be imposed upon the power company, which,
in such case, should be left to its common law liability.

The order in that case was settled after contest between the power company and
the railway company, and the form seems to be a reasonable one for ordinary use,
and should, I think, be adapted to the present case.'

Order issued accordingly, March 24, 1908.

Re Private Siding.

The facts, as related to the board, were that ' S,' a private individual, had a siding
partially on his own land and partially on the land of an adjoining neighbour * C,'
connecting with the Canadian Northern Railway Company's line of ra,ilway. As the
siding was not, at the time of the application to the Board, and had not been for
some time previous, used by * S,' * C ' applied to the company for permission to load
a few cars of wood, thereby saving quite a haul and the necessity of crossing the com-
pany's track. The railway company refused its consent, and the Board was asked to
direct the company to grant the same.

The Board caused inquiry to be made, and found that the siding referred to was
la •'i>rivate one, put in under an agreement between the railway company and ' S ' ; that
there was no record of any order eitJaer of the Board or of the Railway Committee of

144 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDOUARD VII, A. 1909.

the Privy Council, authorizing the construction of the siding as a branch of the rail-
way company.

Held, that the Board had no power to compel the railway company to use the
spur for ' C's ' accommodation ; that if the siding had been placed upon ' C's ' land
without his authority it would be a matter in resi)ect of which the Board had no juris-
diction, but ra.ther a matter of civil right which must be dealt with in the ordinary
courts, in case ' C ' desired to assert a claim to the land as against the railway com-
pany or against ' S.'

January 30, 1908.

Re Highway Signhoards.

Under the Railway Act, signboards at every railway crossed at rail level by any
railway are required to he erected and maintained at each crossing, with the words
' railway crossing ' pa.inted on each side thereof in letters at le.ast six incheg in length.

The Board was asked if any arrangements had been made by it with respect
to the placing of these signboards; whether or not a signboard could be placed in the
middle of the highway leading to the crossing, or on the side of the road ; and whether
they could be so placed that there would be a danger to vehicles running into them.

Held, that in the absence of complaints that highway signboards are so placed as
to obstruct highway traffic, it was not necessary for the Board to adopt any regulations
in respect thereto; that, in the opinion of the Board, a railway company is not justified
in placing highway signboa,rds in such positions as to obstruct highway traffic; and
that the Board would be glad to be informed of any cases in which such signboards
are so i^laced.

April, 1907.

Re Complaint of Monypenny Brothers & Co.

Complainants alleged that they had occasion from time to time to make a. claim
against the Grand Trunk Railway Company for shortages in shipments made to them
occurring through pilferage while in transit. The shipments referred to were con-
signed to complaina,nts at Toronto by the manufacturers in the old country, and
were shipped via the English railroads, the steamship line and the Grand Trunk
Railway. The contention was that the Grand Trunk Railway Company was respon-
sible to them, biTt that the company refused to admit liability, alleging that the goods
were delivered as received from the steamship company.

Held, that the Board has no jurisdiction to compel railway companies to pay
claims for lost or damaged goods; that the remedy given by the statute is by action
in a court of competent jurisdiction ; and that the Board did not consider that it
could properly advise upon the question of the railway company's liability.

January, 1908.

Re Application of the Toivn of Almonte for Protection of Crossings hy Canadian
Pacific Railway over certain Streets in the said Town.

This was aji application by the corporation of the town of Almonte for an order
directing the Canadian Pacific Railway Company to provide suitable and proper
protection at the railway crossings in the said town.

After hearing, the judgment of the Board — Chief Commissioner Killam and
Deputy Chief Commissioner Bernier, Mr. Commissioner Mills dissenting — was that
the railway company be required to place and maintain an electric bell at the Main
street crossing and to construct a subway to carry Little Bridge street under the
tracks of the railway company, according to plans to be submitted to and approved
by the Board's engineer; and to erect and maintain gates at the bridge street cross-

REPORT OF THE COMMISSIONERS 145

SESSIONAL PAPER No. 20c

ing, and keep a •watchman or watchmen there at all hours by day and by night, the
town to pay one-half the wages of such watchman or watchmen. The order also to
provide that by consent of the coimcil of the town, the gates might be closed at such
hours of the night as the council prescribed. The order further to provide that if the
town should consent by resolution within three months from the date of the order,
the subway was to be placed at such point between Bridge ajid Little Bridge streets
as the Board determined, and both the said streets diverted into and through the sub-
way, and the level crossings at both streets closed. In every case the railway com-
pany to bear all compensation, except in respect of injury to the property of the town,
which was to be borne by the town.

Judgment in dissent, Mr. Commissioner Mills.

At the re-hearing of this application on March 26, 1907, it was stated_ by the
mayor that the population of the town of Almonte is 1,200 less than it was about
twenty years ago ; and, assuming this statement to be correct, I cannot avoid the con-
clusion that the town has not contributed in any degree to the increase in danger at
the railway crossings referred to in the application. This increase in the danger
which has made protection at the said crossings now necessary, has, in my opinion,
been caused to some extent by the raising of the railway tracks at Bridge street and
Little Bridge street, but is chiefly, I might say almost wholly, due to the increase in
through traffic on the railway, especially to through trains which run at a high rate
of speed and pass Almonte without stopping. Therefore, I am unable to see the
equity of requiring the town to pay anything towards the protection of crossings over
streets which were in existence when the railway was constructed, and which have
been made dangerous, not by increased population or increased traffic in the town,
but by through traffic on the railway.

Hence, in view of the admitted facts, and the allegations of the mayor as to the
decrease in the population of the tovm and the consequent decrease in vehicular and
pedestrian traffic over the crossings referred to in the application, and his declaration
as to the smallness of the total assessment of the town and the very high fixed rate
of taxation, my judgment is that an order should go directing the railway company,
at its own expense, to put in and maintain an electric bell at Main street, as i>er the
report of^Engineer Simmons; construct a subway on Little Bridge stree, as per the
report of Chief Engineer Mountain ; and remove the building and shed which obstruct
the view at Bridge street — the town agreeing to pay to the said company one-quarter
of the actual cost of the subway cm Little Bridge street.

April, 1907.

The Ca^riadian Pacific Railway Company v. The Grand Trunk Railway Company
(known as the London Interswitching Case, Reported in the First Annual Report
of ihe Board, at p. 86.)

The Board granted leave to the Grand Trunk Railway Company to appeal from
its order to the Supreme Court of Canada, and the following questions were sub-
mitted, wi^h the approval of the board:

1. Had the Board authority, under the Eailway Act, 190-3, and particularly under
sections 253, 271 and 214, |to make the order in question under the circumstances
shown in the record in this case?

2. Are sections 266 and 267 of the Railway Act, 1903, applicable imder the cir-
cumstances of this case where one and the same through rate is charged to and from
all points within the district lying in and about the city of London to which the said
order applies?

3. Does the order appealed from involve the obtaining by the Canadian Pacific
Railway Company of the use of the tracks, station or station grounds of the Grand
Trunk Railway Company at London, for which the Grand Trunk Railway Company

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146 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

should obtain compensation under the Eailway Act, 1903, and particularly under
section 137?

4. Was the Board *bound, as a matter of law,' to take into consideration, in esti-
mating the remuneration or;>compensation to be allowed to the Grand Trunk Eailway
Company in consequence of or for what was required of that company by the said
order : —

(«) The magnitude of the business of the Grand Trunk Railway Company at
London as compared with that of the Canadian Pacific Eailway Company at that
point.

(&) The comparative advantage which each of the said two companies can offer
to the other there.

(c) A comparison of the loss which one company is likely to sustain with the
gain likely to accure to the other company from the giving of these facilities which
the law required.

(d)The amount which may have been expended by the Grand Trunk Eail-
way Company in the acquisition of their terminal facilities at London or the value of
their investments therein, otherwise than as evidence of the fair value of the service
to be rendered and of the use of the facilities to be afforded under the said order.

(e) The amount of any further investment of capital which the Grand Trunk
Eailway Company may be obliged to make in order to carry out the terms of the said
order, otherwise than as excepted by the last preceding paragraph.

The order was affirmed.

The judgment of the court delivered by Davies, J. : Since this appeal was taken
from the decision of the Eailway Commissioners, Parliament has enacted an amend-
ment to the Eailway Act, placing beyond doubt the power of the Commissioners to
make such an order as the one now appealed from.

Our decision, therefore, as to what was the true meaning of the original Act is
of no public importance, and we do not see any good purpose in stating reasons for
the conclusion we have reached that the api)eal must fail.

We should answer the first and second questions in the affirmative and all others
in the negative. ^

Ruling re Application for Opinion in Matter not Pending lefore Board.

An ice company owned a switch from the line of railway of a railway company
to their ice house, which they kept entirely in repair and owned themselves.

The railway company delivered cars to their ice house over this switch. The
Board was asked on behalf of the owners of the industry who would be responsible for
accidents that might occur in the operation of the switch, and whether the railway
company would have the privilege of operating the switch against the wishes of the
ice company.

Held, Chief Commissioner Killam, that, while the Board is always willing to give
information as to the contents of statutes to which parties may not have the means of
convenient access', it considered that it should not undertake to give legal opinions as
to parties' rights under circumstances stated to it, except where it became necessary
to do so in dealing with applications and complaints that came before it in due course
for adjudication ; that, in the case submitted, the rights and obligations of the parties
might be affected by the circumstances not known to the Board, and the Board felt,
therefore, that it could not properly undertake to advise in the matter.

"Re Braniford and Hamilton Railway — re Carriage of Troops on the Brantford and

Hamilton Railway.

The Board was advised by residents in Hamilton that it was proposed to transport
two regiments of troops from Hamilton to Ancaster, stating that an inspection of the

REPORT OF THE COMMISSIONERS 147

SESSIONAL PAPER No. 20c

Brantford and Hamilton Railway would be necessary before that time, and asked the
Board to cause an inspection to be made.

The chief engineer of the Board inspected this company's railway from Hamilton
to Ancaster, a distance of six and one-half miles, and recommended that the request
of the citizens to haul troops over it for the date asked be granted upon certain con-
ditions. ,

Held, Chief Commissioner Killam, that there was no authority for the making
of an order such as that recommended by the chief engineer. By section 261 of the
Railway Act, no railway, or any portion thereof, is to be opened for the carriage of
traffic other than for the purposes of the construction of the railway until leave there-
for has been obtained from the Board, as thereinafter provided. Two systems of
opening axe provided for: (1) for freight traffic only; (2) for traffic generally, after
a certain application and affidavit has been furnished and an engineer has reported
that, in his opinion, the opening of the railway, or portion thereof, proposed to be
open for the carriage of traffic, will be reasonably free from danger to the public
using the same. The necessary application and affidavit have not been furnished
and the engineer has not reported as required by the Act. Upon these grounds, the
Board refused to authorize the limited use of the i^ilway as asked for.

Ocean Bills of Lading.

A railway company submitted to the Board, for temporary approval, forms of
bills of lading covering traffic between ports in Europe and Canada,. Some of these
were intended for ocean traffic only, others appeared to relate to traffic partly by
ocean and partly by rail in or through Cana.da, and (while the terms of the bills of
lading appeared to be intended to cover the railway service as well as the ocean trans-
portation, they were evidently drawn with special reference to the ocean transporta-
tion, and the effect of their application to the railway service was not clear.

Held, Chief Commissioner Killam, that in respect of the bills of lading intended
for ocean traffic only, the Board had no jurisdiction; that, in regard to the others,
which appeared to be drawn for traffic to be carried partly by ocean and partly by
rail, while the terms of the bills of lading appeared to be intended to cover both the
railway service and the ocean transportation, they were evidently drawn with refer-
ence mainly to the ocean carriage; and the application, in many parts, to the rail-
way service difficult, and their probable effect far from clear ; and that in other respects
the terms of the bills appeared to the Biard not to be reasonable or such as the Board
should approve for transportation upon railways; that, by the terms of the bills, it
appeared to be intended that the carrier should be relieved from liability for many
intentional wrongful acts and many acts of negligence of employees ; that ihe pro-
vision requiring consignees to take delivery of goods within twenty-four hours after
arrival, although they may have had no opportunity to learn of the arrival, did not
appear to the Board to be reasonable; and that the provision giving a lien on goods
not only for the freight and charges thereon, but also for all previously unsatisfied
freight and charges due by consignees, appeared to be unreasonable and also to go
beyond what is authorized by section 345 of the Railway Act; and that in these and
other respects the forms of the bills appeared to the Board to be so objectionable that
they should not be approved.

April 4, 1907.

Re Application of the Vancouver, Westminster and Yukon Railway Company, under
Sections 221 and 22^ of the Railway Act, for authority to construct Branches or
Spurs in the City of Vancouver.

In this case the Board decided the principle that it could not authorize the con-
struction of a branch line from a point on a line of railway not yet existing.
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148 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A, 1909

The question also arose, where the proposed branch line or spur involved the
crossing of a navigable water, whether the Board could authorize such construction
before the approval by the Governor in Council of the site and plans of the work as
required under section 233 of the Railway Act. This section provides that when the
company is desirous of constructing any work over a navigable iwater, a plan and
description of the projwsed sit-e for such work and a general plan of the work to be
constructed must have the approval of the Governor in Council; and upon such
approval, application made to the Board for an order authorizing the construction of
the work.

Held, here, that while there was no doubt that False Creek and the arm in ques-
tion, as navigable waters, required the approval by the Governor in Council of the
site and plans of the work before it could be construct-ed, such approval wa,s not a
necessary condition precedent to the granting of the application by the Board.

Chief Commissioner Killam : ' The converse is, to my mind, the case ; the autho-
rity to build a branch is a condition precedent to the application for approval of the
site and plans of so much as crosses navigable water. In my opinion, the granting
of authority by the Board to build a branch does not, of itself, relieve a
railway company from liability to comply with the other provisions of
the Railway Act, it does not, of itself, authorize the grading of the
line across a highway or another railway without specific leave therefor from
the Board, though it is convenient in many cases to determine upon the one applica-
tion, or at the same time, whether the last mentioned leave should be given, as in
many cases circumstances affecting applications for such leave might well have to
be considered in determining whether the branch should be allowed, and the parties
interested in the railway or highway crossings might well be heard upon the original
application. In many cases, it may well appear that the objection to such modes of
crossing highways or railways as are found practicable, are such that no authority
should be given for the construction of the branch, and, in the present case, the
Board is entitled to take into consideration the extent to which any of these lines
would probably obstruct na.vigation, before determining the application.'

April 10, 1907.

Re Montreal Produce Merchants' Association s Complaint.

This was a complaint against the advance in the winter export rate on butter
and cheese from Montreal to Portland and West St. John, as proposed by the Grand
Trunk ajid the Canadian Pacific Railway Companies, alleging that for two or three
winters prior. to the lodging of the complaint the rate on these commodities had been
16 cents per 100 lbs., and that it was now proposed to increase this rate to 20 cents
per 100 lbs., or an advance of 25 per cent. The complainants asked for an order
restoring the original rates.

At the hearing it was alleged on behalf of the complainants that the fact that the
lower rate had been maintained for a number of years was evidence that such rate
was a reasonable and profitable one, and that, therefore, the new ra.te was unreason-
ably high.

Judgment, Chief Commissioner Killam, concurred in by Deputy Chief Com-
missioner Bernier.

The only ground upon which, under section 323 of the Railway Act, the Board is
authorized to disallow a tariff, or a portion thereof, is that it considers it to be unjust
or unreasonable, or that it is contrary to isome of the provisions of the statute.

In this case, the statutory notice of increase was given, and the tariff does not
appear to be in apy way contrary to any of the provisions of the Railway Act. The
Board has no power to comi>el railway companies to give longer notice than that pro-
vided for by the statute.

REPORT OF TEE COMMISSIONERS 149

SESSIONAL PAPER No. 20c

While the previous existence of a particular rate affords evidence of its reason-
ableness, it is not conclusive evidence, but more or l,ess cogent according to circum-
stances. In the present case, having reference to the nature of the service, the lowness
of the rate per mile, and th opinion of the chief traffic officer of the Board, 'that, for
the season of the year and the services performed, the rate is a reasonable one,' I do
not thinlv that the Board can properly find that the rate complained of is unjust or
unreasonable. The board has no power to compel a railway company to reduce a rate,
which it does not consider unjust or unreasonable, merely for the purpose of encourag-
ing traffic or of preserving the vested interests of dealers in a commodity, or others
interested in its transportation.

Judgment in dissent, Mr. Commissioner Mills.

First, as to the notice given by the Grand Trunlv Railway Company and Cana-
dian Pacific Railway Company, of their intention to raise their rates 25 per cent —
from 16 cents to 20 cents per 100 lbs. — on winter shipments of butter and cheese from
Montreal to Portland, Me., and "West St. John, N.B. Notice was given on the 1st
November and the increase was made on the 1st December — 30 days afterwards.

Notice of 30 days, under ordinary circumstances, would be quite sufficient. In
some cases it might perhaps be more than could reasonably be demanded; but in this
case, while sufficient in itself, it was not given at the right time; it was long enough,
but not soon enough. It was withheld, or not given, till the greater part of the sea-
son's make of cheese had been shipped and the Montreal exporters had bought and
stored most of what they required for winter shipment. Therefore, I think the com-
plaint of the Montreal Produce Merchants' Association is well founded and should be
favourably considered by the railway companies.

Second, as to the cartage in Montreal. I certainly think that the exporter or
other shipper should be allowed to do his ovni carting, if he so desires. If the rates
charged by the railway cartage companies are as low as those charged by other carters,
shippers will undoubtedly patronize them in preference to private carters. If they
are higher, why should not shippers be allowed to employ private carters or use their
own teams to do the work? I have hea;rd no satisfactory answer to this question,
and I cannot think of any.

V Third, as to the increase from 16 cents to 20 cents per 100 lbs. in the rate on
winter shipments of butter and cheese from Montreal to Portland, Me., and West St.
John, N.B.

The chief traffic officer (in his report, page 3) says that ' eliminating the rates of

previous seasons and the revenue already earned on the bull? of the traffic

the rate (that is, the present 20-cent rate) is a reasonable one;' but this elimination
assumes a condition of things which has not existed and does not now exist, and helps
us only to a theoretical conclusion as to what, under non-exisfent conditions, would
be a reasonable rate for the service rendered. On the same page, however, he proceeds
to discuss the rate under the conditions which have existed and now exist. He says
that if a lower rate had been maintained for a number of years, under practically the
same conditions, ' the inference cannot be avoided that the lower rate must have been
profitable, and, therefore, that the new rate is unreasonably high.' He shows that,
with two slight exceptions, the rate was 16-07 cents from 1904 till the time of the
increase on 1st December, 1906, and that prior to December, 1904, the rate varied
from 14-47 cents to 18*22 cents, averaging 15-19 cents. He calls attention to the fact
that the rate of 15 cents per 100 lbs. on packing-house products between the same
points is 25 per cent below the standard tariff, and that the 20-cent rate on butter
and cheese is only 13 per cent under the said tariff, and concludes that, in view of
all the facts and circumstances, the 20-cent rate is unreasonably high.

Therefore, I have not reached the same conclusion as my fellow Commissioners in
this case. I approve of the recommendations of the chief traffic officer, ' that the
companies be directed to reduce their rate from 20 cents to 18 cents per 100 lbs. on
carload lots, and to give exporters the option of making their own arrangements for

150 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

the cartage of their butter and cheese under the through rate and stop-over system;'
and my judgment is to that effect.
April, 1907.

< Re Wire Crossings — Conditions as to Indemnity.

Chief Commissioner Killam:

The question of requiring parties applying for leave to carry wires across railway
tracks, to indemnify against injuries arising therefrom, is one that must be deter-
mined in each case according to the circumstances; but some general rules are
applicable. It is a principle of laiw that a person storing or placing on his own land
something which, in its nature, will be injurious to others if allowed to escape, is
responsible to others for injuries caused through its being allowed to escape. This
principle, however, is qualified by another, which is that, where a party is authorized
by a statute to do anything, as the doing of it is, in such a case, lawful, he is not
responsible for the injuries resulting therefrom to others. Unless, however, the
statute specificlly authorizes it, he is not empowered to enter upon or take the pro-
perty of others without the consent of the owner. Where the statute gives this latter
power, it usually provides for compensation to the owner of the property, and the
courts consider that, unless the Act is clear, the presumption should be that the
legislature does not intend to give the power without a right to compensa,tion.

Companies authorized to construct railways and to operate them by steam, elec-
tricity or other power which involves danger to others, may lawfully do so without
liability from any injury through the use of the necessary agencies for the purpose,
unless the real cause of such injury is in the misfeasance or negligence of the com-
pany, its officers or employees. The same principle applies to companies authorized
by the legislature to raise wire structures and transmit electricity thereby.

Railway companies are almost uniformly given the power to take private property
without the consent of the owner ; but provision is made for compensating such owner.
Such provisions may differ in different statutes. TJsua.lly, such companies are not
required to compensate parties, none of whose property is taken, for the discomfort,
inconvenience or positive injury done them or their property by the operation of the
railway. Where the company takes a portion only of one man's property, it is obliged
to compensate him, not merely by paying the actuaj value of the piece taken^ but also
by paying for the injury done by separating it from the other portions of the pro-
perty; and usually, under most statutes, the courts consider that the use to which the
company is to put the property taken and the injury which will thereby be occasioned
to the previous owner in respect of the property retained by him, should be taken
into account. But where a compa,ny is given the power to construct and operate a
railway, an electrical transmission line or other work, and is now given power by the
legislature to carry it across lands of another party without his consent, it must take
that consent with such conditions as the owner sees fit to annex.

By section 246 of the Ra,ilway Act, ' No lines or wires for telegraphs, telephones
or the conveyance of light, heat, power or electricity shall be erected, placed or main-
tained across the railway without leave of the Board.'

This merely imposes a condition which must be fulfilled in order to make it law-
ful to place electrical transmission wires over railway tracks. If that condition were
not imposed, such wires could be placed over railway tracks only by consent of the
railway company or by authority of the proper legislature. It may be that, in the
absence of this stipulation, the authority of a provincial legislature would be suffi-
cient. This clause does not, it appears to me, authorize this Board to empower a
company authorized by the legislature to construct and operate electrical transmission
lines to carry such lines over the property of a railway company without the consent
of that company, unless statutory power is given by the proper legislature to do this.

REPORT OF THE COMMISSIONERS 151

SESSIONAL PAPER No. 20c

A railway company stands in this respect in no different position from any other pro-
perty owner, and railway companies, like proi)erty holders, own the land usque ad
coelum. There is no height above the surface of the earth at which the property
holder is not entitled to the protection of the law against the invasion of his right.
In the case of the Kaministiquia Power Company, we held that, where the line was
being carried along a highway by the authority of the legislature — either direct or
through a municipality — as the railway company was not given the ownership of the
soil of th ehighway, but merely a right of constructing and operating its railway over
the highway, leave should be given to carry the wires over the railway with the
imposition of such conditions only as seemed requisite for the protection of person
or property, thus leaving the power company liable only for breaches of the conditions
imposed or for the misfeasance or negligence of the company, its officers or employees.

If the legislature gives to an electrical transmission company power to carry its
wires and transmit electricity by them over a private property, it should be considered
by this Board as having a right to do so upon the conditions imposed by the statute
giving the authority, and should be given leave for the purpose upon such additional
conditions only as we consider necessary for the protection of person and property,
leaving it liable for injury only as in the case of highway crossings. But if no such
statutory authority is given it, we cannot give that authority, and the electrical com-
pany must submit to any conditions which the railway company ask, our function in
such case being only to see that such precautions are taken as to remove as far as
possible the risk to the public or others than the railway company; and if among the
conditions sought to be imposed by the railway company is one of indemnifying the
company, its employees and those using the railway against injuries from the works
or their operation, whether due to negligence on the part of the electrical company,
its officers or employees or not, that condition should, I think, be imposed by our order.

April 18, 1907.

Ee Brown Brothers Company's Oomplaint.

Complainants complained to the Board that certain shipments of perishable stock
delivered by them to the Canadian Northern Railway Company at Warman, Alberta,
consigned to L. D. Daily, Vegreville, Alberta, were so delayed in transit as to become
a total loss, and asked if there was no relief that the Board could give in the matter.

Held, Chief Commissioner Killam, that the subject-matter of the complaint was
not one in which the Board could afford any relief; that section 284, subsection 7, of
the Railway Act provided a remedy to any person aggreaved by neglect or refusal of
a railway company to carry and deliver traffic without delay, that is, by action in the
ordinary courts ; that the function of the Board is to order the furnishing of accommo-
dation and the appliances and means necessary therefor, in case of the failure of the
railway companies to do so; that, as the complaint in question relates only to a par-
ticular previous shipment, no order that the Board could make would be of service to
complainants; and that the Board was not created to take the place of the ordinary
courts, but to exercise an entirely different jurisdiction. It was the function of the
ordinary tribunals to award compensation for past breaches of the statute ; that of
the Board to prevent as far as possible future breaches.

April, 1907.

Re Ontario Lurriber Company's Siding Agreement.

The Ontario Lumber Company, Limited, of Toronto, applied, under section 176 of
the Railway Act, 1903, for an order directing the Canadian Pacific Railway Company to
repay and refund to the applicant company the sum of $830 by way of rebate out of
the tolls charged by the railway company in respect of the carriage of traffic for the
lumber company.

152 RAILWAY C0MMI8SI0?fERS FOR CANADA

8-9 EDWARD VII., A. 1909

Under an agreement between the applicant company and the railway company,
the railway company undertook to construct a siding and to refund to the applicant
company the said sum of $830, being the amount deposited by the applicant company
as the estimated cost for the construction of the siding.

Held, that the Board had no jurisdiction to enforce the provisions of the said
agreement under which the siding was built to the lumber company's premises; that
at the time the agreement was made there was no provision in the Railway Act then
in force corresponding to the provision in the present Eailway Act, under which rail-
way companies could be required to construct such sidings upon the condition, among
others, that the deposit should be repaid by rebates from other roads; that the siding
was constructed wholly under the agreement; and that the Board had jurisdiction only
to enforce provisions of the Railway Act and not rights arising out of contracts.

June 27, 1907.

Re Bohertson v. Grand Trunk Railway Oompany.

This wa^ an application for an order directing the Grand Trunk Railway Com-
pany of Canada to issue third-class tickets at the rate of one penny for each mile
travelled, and directing the company to provide at least one train having in it third-
class carriages which shall run every day throughout the length of its line. The
application was based upon a clause in the original Act of incorporation of the Grand
Trunk Railway Company, which provided that the fare or charge for each first-class
passenger by any train on the said railway should not exceed two pence for each mile
travelled; the fare or charge for each second-class passenger by any train should not
exceed one penny and one-half penny currency for ea.ch mile travelled; and that the
fare or charge for each third-class passenger by any train on the said railway should
not exceed one penny currency for each mile travelled.

These provisions have never been expressly repealed. The contention on behalf
of the company was that they had been impliedly repealed by subsequent legislation.

By its special Act, the several clauses of the Railway Clauses Consolidation Act
with respect, inter alia, to tolls, were made to apply to the company and its under-
taking so far as th.se clauses were not inconsistent with the provisions of the special
Act.

The Chief Commissioner, in his judgment, traces the history of railway legisla-
tions from the Railway Clauses Consolidation Act, 1851, down to the present time,
so far as such legislation relates to the question of tolls.

The Railway Act requires a railway company to furnish adequate and suitable
accommodation for receiving, loading, carrying and delivering traffic, and to furnish
and use all proper appliances, accommodation and means necessary therefor; to a,fford
to all persons all reasonable and proper facilities for the receiving, forwarding and
delivering of traffic. The Act empowers the Board to order the company to furnish
such accommodation where it has failed to do so, and power is given the Board to
order that specific works be constructed or carried out, &c.

Held, that the clause requiring the running of third-class carriages and limiting
third-class fares was not a,ffected by any legislation prior to the Act of 1903.

Judgment, in part, of Chief Commissioner Killam, concurred in by the Deputy
Chief Commissioner Bernier and Mr. Commissioner Mills :

' As has been said, the provisions of the special Act have not been expressly
repealed. None of the enactments in the Railway Act, 1903, or in the present Rail-
way Act, are explicitly inconsistent with those provisions. The contention on the
pajt of the railway company is that, in effect, those enactments, and particularly
the portions relating to tolls and tho&e giving the Board jurisdiction respecting the
accommodation, &c., to be furnished by the company, are so inconsistent as impliedly
to repeal the provisions of the special Act.

REPORT OF TEE COMMISSIONERS 153

SESSIONAL PAPER No. 20c

'"If two inconsistent Acts be passed at different times, the last is to be obeyed;
and if obedience cannot be observed without derogating from the first, it is the first
which must give way." Per Lord Langdale, M.E., in Dean of Ely v. Bliss, 5 Beav., at
p. 582. But a "repeal by implication is never to be favoured." Per Field, J., in
Dobbs V. Grand Junction W. W. Co., 9 Q.B.D. at p. 158.

' " We ought not to hold a sufficient Act repealed, not expressly as it might have
been, but by implication, without some strong reason." Per Lord Bramwell in
G. W. E. Co. V. Swindon and Cheltenham K. Co., 9 A. C, at p. 809.

' " A later Act of parliament hath never been construed to repeal a prior Act,
without words of repeal, unless there be a contrariety and repugnancy between them,
or at least some notice taken of the former law in the subsequent one, so as to indicate
an intention in the lawmakers to repeal it." Per Lord Hardwicke, L.C., in Middleton
V. , Crofts, 2 Atk. 650.

' The court must be satisfied that the two enactments are inconsistent before they
can from the language of the later imply a repeal of an express prior enactment.' Per
Byles, J., in Conservators of the Thames v. Hall, L.R., 3 CD., at page 419 ; and in the
same case Keating, J., said (p. 420) : ' I entirely agree with my Brother Byles, that,
before we come to that conclusion, we are bound to satisfy ourselvees that it is a
necessary ina/plication.'

' When the repeal is not express, the burden is on those who assert that there is
an implied repeal to show that the two statutes cannot stand consistently the one with
the other.' Per Chitty, J., in Lybbe v. Hart, 29 ch. D. 8

The intention to repeal must appear even more strongly where the first provision
is contained in a statute of a private or special nature, in which case the maxim
generalia specialihus non derogant usually prevails. ' A later statute in the affirma-
tive shall not take away a former Act, and eo potior if the former be particular and
the latter be general.' Gregory's Case, 6 Pep. 19 b.

' The law will not allow the exposition to revoke or alter, by construction of
general words, any particular statute where the words may have their proper operation
without it' Lyn v. Wyn, 2 Bridg., C.P. 127.

' The general principle is that a general Act is not to be construed to repeal a
previous particular Act unless there is some express reference to the previous legisla-
tion on the subject or unless there is a necessary inconsistency in the two Acts stand-
ing together.' Per Bovill, C. J., in Thorpe v. Adams, L.R. 6 C.P. at p. 135.

' Unless two Acts are so plainly repugnant to each other that effect cannot be given
to both at the same time, a repeal will not be implied, and special Acts are not re-
pealed by general Acts unless there is some express reference to the previous legisla-
tion or unless there is a necessary inconsistency to the two Acts standing together.'
Per A. L. Smith, J., in Kutner v. Phillips, 1891, 2 Q.B. 267.

' It is a fundamental rule in the construction of statutes that a subsequent statute
in general terms is not to repeal a previous particular statute unless there are express
words to indicate that such is the intention, or unless such an intention appears by
necessary implication.' Per Bovill, C. J., in Reg. v. Champneys, L.R. 6 C.P. at p. 394.

' In order to show that a particular Act is repealed by a general Act by implica-
tion, it is not enough to show that the particular Act may have become useless or
futile, that is to say, that the subject-matter of the particular Act comes within the
terms of the general Act; it must be shown, as it seems to me, that there are enact-
ments in the general Act, when rightly construed, inconsistent with the maintenance
of the particular Act.' Per Brett, J., in Reg. v. Champneys, supra, at p. 404.

' Now, if anything be certain it is this, that where there are general words in a
later Act capable of reasonable and sensible application without extending them to
subjects specially dealt with by earlier legislation, you are not to hold that earlier and
special legislation indirectly repealed, altered, or derogated from merely by force of
such general words, without any indication of a particular intention to do so." Per
Lord Shelbome, L.C., in Seward v. Vera Cruz, 10 A.C. at p. 68.

154 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

' See also the enunciation of similar principles by Sir W. Page Wood, V.C., in
Fitzgerald v. Champneys, 2 J. & H. at VSP- 53-61.

* But all of these statements admit that, if the intention of parliament to that
effect sufficiently appears, the later Act should be construed as repealing or varying
the former Act, whether special or general, and several cases have been cited in which
the courts have adopted such construction. In most of these the circumstances and
the nature of the enactments vary so much from those with which we have now to deal
that they do not appear to afford us any material assistance.

' In these cases the principles before sta,ted are not contravened ; in some they
are expressly acceded to. Usually, the decisions turned upon the view taken by the
court of particular language or of the scope and intention of the legislation as under-
stood by the court. I will cite from but two of them. In Daw v. Metropolitan Board
of Works, 12 C.B., N.S. 161, Willes, J., said : " The rule of construction of Acts of
parlia,ment as laid down by Vice-Chancellor Wood in the London and Brighton Eail-
way Company v. Board of Works, 26 L.C., ch. 164, is no doubt a very wholesome on©,
A subsequent general enactment will not derogate from a prior special enactment.
When, as the learned judge says, the legislature has had a special case in view, and
has specially legislated upon it, the inference necessary is that it does not intend by
a subsequent genera,l enactment not referring to the former, to deal with those
matters which have already been specially provided for. The rule generalia special'

hvs non derogant is properly applicable to such a case In the present

case, however, the rule cannot apply. The powers conferred by the two are substan-
tially, if not strictly, the same. So soon as you find that the legislature is dealing
with the same subject-matter in both Acts, so far as the later statute derogates from
and is inconsistent with the earlier one, you are under the necessity of saying that
the legislature did intend in the later statute to deal with the very case to which the
former statute applied." And in the Great Central Gas Consumers' Company v.
Clarke, 11 C.B., N.S. 814, Keating, J., said: "1 agree that, when we find in an Act
of parliament a prohibition against a public company exacting more than a prescribed
rate, we should require a very clear enactment in a subsequent Act to remove the
restriction, but it is. equally clear that, if we find in a later Act of parliament pro-
visions which are utterly inconsistent with those of an earlier Act, we are bound to
give effect to the later provisions." And i nthe same case, 13 C.B. N.S. 838, Pollock
C.B., said : " Although that section is not in terms repealed, yet it becpmes a clause
in a private Act of parliament quite inconsistent with a clause in a subsequent public
Act of parliament. That is sufficient to get rid of the clause in the private Act.
Looking at the 19th section of the general Act, we think it is impossible to read it
otherwise than a,s repealing the 24th section of the private Act. We are bound as
well by the plain words of the Act as by the general scope and object of it, and also
by the justice of the case."

'By section 3 of the Act of 1903, that Act was to be incorporated with and con-
strued as one Act with the special Act, subject as in the general Act provided; and
by section 5, in the event of inconsistency between the general Act and any special
Act passed by the parliament of Canada relating to the same subject-matter, the
provisions of the special Act were to be taken to override the provisions of the gene-
ral Act in so far as should be necessary to give effect to the special Act. These pro-
visions are combined in section 3 of the present Kajlway Act. This would settle the
matter if the special Act had been one passed by the parliament of Canada, in which
case, although earlier than the general Acts, the provisions of the special Act would
prevail. But the portion of the Grajid Trunk Railway to which the present applica-
tion refers was constructed under a special Act of the late province of Canada. I
have some doubt whether section 6 of the Act of 1903, and the similar section of the
present Railway Act, under which the general Act is to apply to the exclusion of such
of the provisions of a special Act of a, provincial legislature as are inconsistent with

REPORT OF THE COMMISSIONERS 155

SESSIONAL PAPER No. 20c

the general Act, were intended to cover the case of a special Act passed by the par-
liament of the province before the union. The definition of the terms " legislature
of any province," and "provincial legislature," in section 2, subsection (r) of the
Act of 1903, and section 2, subsection 20 of the present Act, is probably vride enough
to include such parliaments; and the Grand Trunk Eailway was declared by an Act
of the parliament of Canada to be a work for the general advantage of Canada. That
declaration was included in an Act amending the general Railway Act, which, though
referring specifically to the Grand Trunk Railway and other named railways, may not
come within the definition of a " special Act." The Grand Trunk Railway was a rail-
way connecting one province with another, and thus became ipso facto, upon the forma-
tion of the Dominion, subject to the legislative authority of the parliament of Canada
without a declaration that it was a work for the general advantage of Canada. Sec-
tion 6 was probably intended to apply to railways constructed under special Acts of
provincial legislatures passed after confederation.

' Possibly, however, this may not be important, since section 6 embodies the most
important of the beforementioned principles, that the prior special Act is repealed
or affected by the general Act only where there is inconsistency between them; and I
take it that, under either view, the burden is upon the party asserting it to point out
the inconsistency, and that this should be made clear.

' The clause in the special Act is two-fold : It limits the fares for different classes
of passengers, and it requires the running of third-class carriages. Necessarily, tmder
the later portion, there was some obligation upon the company to furnish reasonable
accommodation; some obligation to give some attention to the comfort and conveni-
ence of third-class passengers, even though this accommodation and attention should
not be of the same character as required for the other classes. The legislation requir-
ing the furnishing of adequate and suitable accommodation and the affording of rea-
sonable and proper facilities, could certainly not affect a repeal of the provision for
running third-class carriages, nor, in my opinion, can the legislation empowering the
Board of Railway Commissioners to make regulations providing for the protection,
safety, accommodation, and comfort of the public. Whatever the obligations under
the present Act or the former Acts, these could not satisfactorily be enforced by the
ordinary methods in the ordinary tribunals. The Board of Railway Commissioners
was created to be the tribunal for the settling of these and other matters affecting
railways and railway companies. It does not appear to me that the creation of such
a tribunal was in any way inconsistent with the continuance of the obligation imposed
by the special Act, or could affect its repeal or evidence an intention of Parliament
that the obligation should be no longer effective.

* Under the Railway^ Clauses Consolidation Act and all the succeeding legislation,
down to the Act of 1903, railway tolls were subject to the approval of, and to be
altered by, the Governor in Council. This limitation upon the company's powers was
embodied in the special Act by reference to the general Act. The jurisdiction of the
Governor in Council could exist, therefore, consistently with the limitation as to
fares imposed by the special Act, and it does not appear to me that the substitution
of the Board of Railway Commissioners as the body which is to approve, and which
has the jurisdiction to alter, railway tolls, makes any change in this respcet. Under
the former legislation, all the railway tolls required the approval of the Governor in
Council; under the present, it is only the standard of maximum tariffs which must
be approved by the board; and railway companies are authorized to make special
tariffs imposing toUs lower than those in the standard tariffs. The practice has been
for the companies to obtain approval of standard passenger tariffs, not distinguishing
between classes, and to provide for second-class fares by special tariffs. Third-class
fares could be provided for in the same way. I do not think that the provisions re-
quiring special tariffs are necessarily inconsistent with the limitations imposed by
the special Act or that they are sufficient to indicate the intention of Parliament that
the company, in framing special tariffs, was to be free from such limitations.

156 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

' I am not informed whether the third-class carriages were at any time used npon
the company's railway. To my mind it is clear that the obligation to use them, and
to carry at fares limited as in the special Act, continued up to the coming into force
of the Act of 1903. I am unable to find in the subsequent legislation any sufficient
indication of parliament to abolish the system originally imposed upon the company,
as having become obsolete or unnecessary. The imposition of this system was one cf
the terms and conditions upon which the company was granted its franchise, and it
should not readily be presumed that parliament intended to relieve the company from
such terms and conditions.

The application is limited to the portion of the Grand Trunk Railway between
Toronto and Montreal, and it is unnecessary to consider whether the obligation ever
extended to a.ny other portion of the company's lines.

* In my opinion, there should be an order requiring the company to run every daj
throughout the length of its line between Montreal and Toronto at least one train
having in it third-class carriages, and forbidding it to charge third-class passengers
fares a,t more than two cents per mile, and directing it to amend it«? special tariffs
accordingly.

The qperation of this order, however, should be stayed a sufiicient time to enable
the^ company to appeal.'

Ordered accordingly.

An appeal from the board's order now pending before the Judicial Committer
of the Privy Council.

Ottawa, July 4, 1907.

Re Gfllt Bod,rd of Trade Application for Connections with the Canadian Pacific,
Grand Trunk and Gait, Preston and Hespeler Railway Companies.

This was an application by the Gait Board of Trade, under section 228 of the
Railway Act, for an order directing the above-named railway companies to connect
their lines or track?, in the town of Gait, province of Ontario.

Held, after the hearing of the parties interested, that an order should go requir-
ing the Canadian Pacific Railway Company to make connection between its line and
that of the Grand Tnink Railway Company at Gait, so as to admit of the safe ajid
convenient transfer or passing of eugines, cars and trains over the tracks or lines of
one of the said compa^iies to those of the other; and that such connection be main-
tained and used, the plans of location of the connecting line and of connections with
the existing lines first submitted to and approved by the Board.

Held, further, that the order should direct the Canadian Pacific Railway Com-
pany, within one month from the issue of the order, to submit to the Board a plan
nn,d profile of the proposed connecting line and all connections with the existing lines
and the connections thereof with the existing lines of railway of the two companies
The applications for connection with the electric railway company to stand for nego-
tiations between the parties.

Ordered accordingly.

November 12, 1907. , ;

Re Applica[tion of the Village of Weston for a Highway Crossing at Dennison Ave.

This was an application by the village of Weston, in the province of Ontario,
under sections 250 and 237 of the Railway Act, for an order directing the Canadian
Pacific and the Grand Trunk Railway Companies, inter alia, to construct and provide
a public crossing at the east end of Dennison avenue.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
missioner Bernier, and Mr. Commissioner Mills : ' While the railway companies put

REPORT OF THE COMMISSIONERS 157

SESSIONAL PAPER No. 20c

up warning notices and occasionally closed ga.tes on each side of their lines, thereby-
preventing any inference of intention to dedicate these portions of their lines to pub-
lic use as a highway crossing, they took no effective steps to put a stop to their actual
use by the public for this purpose, and the public have used the same for many years.
Such a, course of proceeding is highly objectionable. Railway companies should
either fence off their lines and take steps to prevent the unlawful crossing of their
tracks, or allow public highways to be placed across them where the public interests
demand such a course. In tacitly conniving at these trespass crossings while endea-
vouring to protect themselves from liability in respect of the same, they are maintain-
ing a public danger auid ought not to expect the same consideration of their interests
as in cases where it is sought to construct entirely new highway crossings over their
railways. The multiplication of level highway crossings is certainly undesirable,
but not so undesirable as the illegal level crossings.

' The order of the Board directed the railway companies to provide and construct
a highway across their respective lines of railway at the east end of Dennison avenue,
in the village of Weston, and reserved the question as to the protection of the said
crossing for further consideration.'

November 13, 1907.

Application of the City of Winnipeg for leave to build a hridge over the Canadian
Pacific Railway in the city, to he used as a public highway connecting Brown and
Brant streets, in that city.

These streets are almost in the same line; the one on one side and the other on
the other of the yard and tracks of the Canadian Pacific Eailway Company.

Although the public were in the habit of crossing the tracks of the railway com-
pany near the place where the proposed bridge was sought to be put, and planking
maintained there for convenience in crossing, it was not claimed that any highway
ever existed over the land occupied by the railway company in the line of these two
streets or either of them.

The railway company did not object to the proposed over-crossing itself. The
question was whether the company should contribute to the cost of the work.

By section 237 of the Eailway Act, when an application is made for leave to
construct a highway across an existing railway ' the Board may, by order, grant such
application upon such terms and conditions as to protection, safety, and convenience
to the public as it may deem expendient, or may order that the highway be carried
over or under the railway, or be temporarily or permanently diverted '

By section 59, ' \Yhen the board, in the exercise of any power vested in it by this
Act or the special Act, in and by any order directs any structure, appliances, equip-
ment, works, renewals, or repairs to be provided, constructed, reconstructed, altered,
installed, operated, used, or maintained, it may order by what company, municipality
or person interested or affected by such order, as the case may be, and when or within
what time and upon what terms and conditions as to the payment of compensation or
otherwise, and under what supervision the same shall be provided, constructed, recon-
structed, altered, installed, operated, used, and maintained.'

' 2. The Board may order by whom, in what proportion, and when, the cost and
expense of providing, constructing, reconstructing, altering, installing, and executing
such structures, equipment, works, renewals, or repairs, or of the supervision, if any,
or of the continued operation, use, or maintenance thereof, or of otherwise complying
with such order, shall be paid.'

Judgment, Chief Commissioner Killam, concurred in by Mr. Commissioner Mills :

' While upon its face, section 59 appears to give the Board absolute jurisdiction
to compel any company, municipality, or person interested or affected by the order to
pay or contribute to the payment of such compensation, it cannot have intended that

158 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

the Board should exercise such discretion arbitrarily without reference to the respec-
tive rights of parties interested or affected or proposed to be affected.

* If the property were that of a private person, through whose lands the city could
carry a highway without his consent, the city would ordinarily be liable to compensate
the landowner for the property taken and for the injury caused by the severance of
the remaining property. In some cases the legislation provides for an allowance for
any advantage which the property owner may derive from the contemplated work, or
that the cost of the same be assessed upon the lands of the parties interested in or
benefited by the work,

* The bridge now proposed to be erected can be of no benefit or advantage to the
railway company. It will rest, in part, upon and thus occupy the surface of the com-
pany's lands, and it will extend through an upper space, which, by virtue of its owner-
ship of the soil, is the property of the rail-way company. There seems to be no reason
or principle upon which the railway company can be required to defray the cost of
such a work or any portion thereof.

' I think that the city should have leave to construct the work at its own expense.'
November 15, 1907. .

Re Bell Telephone Company and Windsor Hotel Agreement.

In the month of November, 1906, the Bell Telephone Company and the Windsor
Hotel Company entered into an agreement for the installation of a telephone system
by the telephone company in the Windsor Hotel.

As the telephone company's tolls had to be approved by the Board, the execution
of the agdeement was left in abeyance until the Board should have had an opportunity
to consider the agreement, in so far as it related to telephone tolls.

The main points as to which there could be considered to be any question, and
with which the board dealt, were : —

1. The clause providing for exclusive use of the Bell telephone system in the
building.

2. Rental of instruments.

3. Rates for local messages.

4. Long-distance rates.

5. Terms of agreement.

Judgment, Chief Commissioner Killam, concurred in by Mr. Commissioner Mills :

1. Exclusive rights. — I see no reason why the hotel company should not bind
itself to take the Bell system only. No other ig n.t present in sight, and the intro-
duction of another would require considerable time. The Bell Telephone Company's
rates being now subject to control by our Board, there seems to be no serious objec-
tion to such a stipulation.

2. Rental of instruments. — This is an agreement of a peculiar character. Very
few of them are likely to come before the Board for consideration, and those that do
will probably have different features. The size, situation of the hotel, number of
rooms and of telephones will vary. I see no reason why the hotel compat-.y should
not be allowed to agree to pay the rental stipulated in this proposed agreement. We
should presume that the company is controlled by business men who are able to make
their own agreements.

3. Rates for local messages. — The telephone company stipulate for a rate of 10c
for connection. The impression that I have formed is that this rate, under the cir-
cumstances of the service, is not an unreasonable one. My present inclination is to
the view that if telephone rates are to be in any respect reduced, that reduction should
come, in the first place, from the annual charges to regular subscribers, and, secondly,
from long-distance rates, leaving the 10c. rate for casual messages as at present ; but

REPORT OF THE COMMISSIONERS 159

SESSIONAL PAPER No. 20c

it would probably be wise to provide that this rate is to be subject to any reduction

which the Board may at any time order.

4. Long-distance rates. — The agreement (par. 17) provides for payment of * the
telephone company's regulaj toll charges.' These charges must be made at rates
approved by the Board, so that there can be no objection to this stipulation.

5. Terms of agreement. — I would provide that, after the period of ten years, any
extension shall be subject to the approval of the Board.

' I think that we may properly aj)prove the agreement with the two conditions
which I,- have mentioned: —

1. That the charge of 10c. for each connection had over any telephone hereby
leased with the Montreal exchange subscribers of the telephone company shall be
subject to reduction at any time by the Board.

2. That a^y extension of the term of the agreement after the expiration of ten
years shall be subject to the approval of the Board.

November 23, 1907.

Re The Rohertson-Godson Company'c Complaint.

The Eobertson-Godson Company complained to the Board that they were assessed
a class-rate by the Canadian Pacific Railway Company on a shipment of paving blocks
from Edmonton to the Pacific coast, whereas the lumber rate should have applied,
which meant, they alleged, a considerable loss to the company. The railway company
took the position that the lumber rate did not apply, as that rate could only relate
to those articles specifically mentioned in its tariff filed with and approved by the
board, and that this list of articles did not include street paving blocks.

The complainants' contention was that paving blocks were nothing more than fir
lumber, and, therefore, should be included in the classification. They asked the ruling
of the Board as to whether their contention was correct or not, and, if correct, whether
they were not entitled to a refund.

Held, that the Board had no jurisdiction to direct or authorize the railway com-
pany to make any rebate in the rates charged under tariffs lawfully existing when the
goods were carried, and that the only action which the Board could take would be to
require that paving blocks be included in the commodity tariff; but that this action
could not affect past transactions.

November 29, 1907.

Re Vancouver, Victoria and Eastern Railway and Navigation Company's Application
to Expropriate Lands in the Municipality of Delta,, B.C.

In August, 1907, the Board made an order authorizing the Vancouver, Victoria
and Eastern Railway and Navigation Company ' to divert the Ladner highway along
the Eraser river, known as the River road, in the said municipality of Delta, to the
extent and in the manner shown in pink as route No. 2 on the plan and profile on file

with the Board ; and to maintain, construct, and operate its railway along and

upon the existing portions of the said highway between the points of diversion.'

On the 29th October of the same year, the railway company applied, under section
178 of the Railway Act, for authority to expropriate certain lands for the purpose of
the diversion of the highway mentioned above, under the Board's order. The land
sought to be taken was a strip coloured red on the plan accompanying the application,
and was necessary for the highway along th:i route prescribed by the Board's order.
The company's application stated 'that, by by-law dated the 12th day of November,
1906, the municipality of Delta gazetted a highway between the termini of the diverted
highway and the land coloured red on the plan filed herein practically coincided with
the said highway except where it is of a greater width than 66 feet, and then only as
to the excess and also where it crosses the ravine on lot 16, group 2.'

160 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

The application also alleged ' that it is necessary, in order to construct the diverted
highway in accordance with the order of the Board of Railway Commissioners for
Canada, to take the whole of the land coloured red on the plans filed herein — where the
land required is of a greater width than 66 feet the road crosses ravines or follows
along steep hillsides — and the width shown is necessary in order to construct the said
highway, and for no other purpose.'

Another of the parties whose property was sought to be taken filed answers stating
merely that it was not necessary for the company to take the lands referred to in the
application. By consent of the parties the application came on for hearing at Ottawa,
when the question of the necessity for taking the land coloured red on the plan was
not raised; but counsel for a number of the landowners requested that certain condi-
tions be imposed upon the railway company. These conditions were referred to the
railway company by its counsel, which refused to accept the terms, except one for
allowing rights of crossing on foot over the railway to the river. The Eiver road ran
along the river bank in some places close to the foreshore ; in other places leaving small
pieces of land between it and the river. The Fraser river opposite the place in ques-
tion is a tidal navigable river. Counsel for the landowners stated that the township
of Delta had passed a by-law for the diversion of the highway practically covering the
diversion ordered by the board. The railway company claimed to have a grant from
the provincial government of the foreshore along the diverted portion of the highway.
' At a later hearing one of the conditions asked for by counsel for the landowners
Avas expressly abandoned, and two others not really insisted upon. Those asked for
•were, first, a, condition requiring the company to pay compensation to the landowners
'for the portion of land on which the railway was built, upon the basis that the land
on which the railway runs reverts to the owners of the adjoining lands upon the
closing of the highway. Condition two — that the company pay compensation to the
owners of the land for the right of way over the diverted highway ; and the third con-
'dition was one for certain crossings and the right to build and maintain landings
'and net houses on the company's right of way next the river and opposite the lands
^of the respective owners.

Judgment, Chief Commissioner Killam, concurred in by the Deputy Chief Com-
Inissioner Bernier on December 26, 1907.

Referring to the first condition sought to be imposed:

' It is not at all clear thf^t such is the effect of the diversion ; if so, the party in
_whom the land occupied by the old highway vests will naturally be entitled to com-
pensation for the taking of his land by the railway company. If such is not the
•effect, then there is no reason why compensation should be given on such a basis.
If the municipal by-law was sufiicient of itself for the diversion of the highway and
to close the old highway to public traffic, the question of the landowners' right to
compensation must be determined by the local law and by the local courts. If it was
not sufficient and the closing of the old highway is affected by the exercise of the
company's powers under the Railway Act and the board's order, the lajidowners should
be left to take such compensation as under the Railway Act they are entitled to.
This application is one for taking a strip put of another portion of their lands, a.nd
it does not appear that any condition should be imposed not directly relating to the
taking of the land for which authority is now sought.'

Referring to the second condition: —

* It is not necessary to impose a condition for that purxwse. The parties -whose
lands are taken have a right to comi>ensation under the Railway Act for the taking
of their land and the injury done by severance of the remainder. This is admitted
by both pa.rties.'

Referring to the third condition : —

' As I have said, the railway company is willing that foot crossings should be
allowed to these owners. Apparently the land is not suitable for crossing otherwise

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SESSIONAL PAPER No. 20c

than on foot, and it is reasonable that these parties should have crossings in the
nature of farm crossings, particularly those whose holdings extend to the river side.
These latter need no condition to enable them to have landings and net houses. As
to those whose land does not extend across the highway, it is reasonable that they
should have access to the water; but there seems to be no reason for imposing upon
the railway compa^iy an obligation to give up for the purposes of landings or build-
ings any land not belonging to the parties whose lands they are taking. I think that
the order authorizing the company to take the land applied for should be granted,
•with conditions that the foot crossings, to which Mr. Eitchie at the la,st hearing
limited his request, shall be allowed by the company.'

Order, dated December 26, issued accordingly.

Judgment in dissent, Mr. Cormnissioner Mills : —

* I am strongly of the opinion that the Railway Commission should not open the
way for law-suits, nor advise people to go to the local courts to determine and obtain
■their rights, unless it is reajly necessary to do so.

' Taking the case of six or seven poor fishermen on the banks of the Eraser river,
in the township of Delta, B.C., I think it is cruel to send them to the local courts to
■settle the points at issue between them and the Great Northern Railway Company,
when the problems submited can be solved and the suggested law-suits avoided simply
by putting into the order for expropriation the terms and conditions on which the
railway compa.ny can obtain the rights and privileges for which it has applied under
section 178 of the Railway Act.

'It is possible that these concessions or conditions should have been imposed
•when the application for approval of location wa^ under consideration; but I, for one,
was not aware of the facts at the time; and I would rather vary the order approving
'of the location, if ^that is necessary, thaji send such people to the courts to obtain
itheir rights. I maintain, however, that these rights can be secured by imposing con-
ditions in the order now applied for.

' As nothing is gained by dissenting judgments, I have ventured to submit an alter-
native draft order embracing two conditions not yet approved of by my colleagues;
and I wish to state briefly my reasons for asking that these conditions be imposed upon
the applicant company.

' First. — As to the compensation of the owners of land, for the portions of their
land which were formerly given for the river bank road, which portions the railway
company has recently been authorized to take. The company contends that, inas-
much as it has to buy land for a new road on the hillside, it should not be required
to purchase any portion or portions of the road which it is taking along the river bank.
I think, however, that the claim of the landowners is a reasonable one, because they
gave their land along the river bank without compensation, for the purpose of getting
a level or comparatively level road in that locality. This road is now taken from them
for the benefit of the railway company; they are deprived of the benefits which the
grant of that portion of their land was made to secure: and a very crooked road at an
elevation of 93 feet up the hillside is not equivalent for the road of which they are
deprived.

' I think that any one who notices how crooked the proposed road on the hillside is
and bears in mind that, according to the statement of our engineer, it involves an
ascent of 93 feet above the level of the present road, will admit that it is not, in any
proper sense, an equivalent for the latter; and that, therefore, the railway company
should not only provide and construct the inferior high-level road, but pay the com-
plainants for the portions of their land which were given for the comparatively level
and much better road by the river.

' This is my reason for thinking that the request of the people set forth as con
dition 3 in the draft order submitted should be granted.

20c— 11

162 RAILWAY COMMISSIONERS FOR CANADA

8-i9 EDWARD VII., A. 1909

'Second. — Inasmuch as the men herein referred to are all fishermen depending
upon access to the river for their livelihood, -they should not be refused the right to
construct nethouses and landing-platforms along the river bank. To refuse them this
privilege is to drive them out of business, making the remainder of their land value-
less and compelling them to go elsewhere. This, I think, is something which the
board should not do; and, for that reason, I would suggest that they be each allowed
to build a net-house or net-houses and a landing-platform or platforms on the right
of way of the applicant company, where it comes to, or within 25 feet of, the Fraser
river, provided he does not occupy more than 80 feet of space along the river bank
and does not build, construct, or place any structure or thing within 25 feet of the
centre line of the right of way of the applicant company.

' Application was made for permission to occupy, for such purposes, the land on
the river bank, to within 20 feet of the centre line of the railway track; but, with a
view to provide for the possibility of a double track, I have increased the space to 25
feet from the centre line of the right of way, allowing the applicants, for the length
of 80 feet on each lot, to use the right of way for a width of only 25 feet (instead of
30 feet), wherever the said right of way comes within 25 feet of the river; and I am
making this suggestion as a compromise, in the hope that it may be approved by my
colleagues — granting the landowners the privilege of building and using net-houses
and platforms as above, on condition that they keep distant 25 feet, instead of 20
feet, from the centre line of the right of wap of the railway company. (See sketch
of right of way and double tra.ck line submitted herewith.)

The death of Chief Commissioner Killam having occurred before the above sug-
gestions were considered, and the Deputy Chief Commissioner having since concurred
in the judgment of the late Chief, I have to dissent from the said judgment and the
order based thereon.

Re Complaint C. R. Banks.

This was a complaint against the Dominion Atlantic Railway Company, alleging
that as a result of delay in forwarding a consignment of cornmeal shipped by the St.
John Milling Company of St. John, N.B., to complainant at Torbrook Mines, in
Annapolis county, province of Nova Scotia, complainant suffered a loss of 10 cents
Jper hundredweight, amounting in all to $30; and applied to the board for redress.

Held, that the board had no power to a.ward complainant damages for the delay;
that the complaint was in respect of one single shipment, and there was nothing to
'indicate that such delays were frequen,t or that the investigation was necessary for
the purpose of devising a remedy for a defective system; that the remedy of the party
aggrieved was to be found by action in one of the regular courts; and referred com-
plainant to subsection 7 of section 284 of the Railway Act.

January 23, 1908.

Re Highway Crossings over Railways.

If there is no established highway over the railway, the board has no power to
compel the railway company to make and maintain such a. crossing. The board's
ijurisdiction is confined to giving to the municipal authorities the power to carry and
construct a highway across the railway.

Chief Commmissioner Killam.

January 28, 1908.

Re Mtor LaTce Accident.

This accident was the result of a head-on collision at Moor lake between the
Canadian Pacific Railway Company's passenger train No. 8, coming east, and extra
engine 1715, going west, on the night of November 14, 1907, near Moor lake, in the

REPORT OF THE COMMISSIONERS 163

SESSIONAL PAPER No. 20c

province of Ontario, in which the engineer was killed and a number of passengers
more or less seriously injured, and the mail car, with its entire contents, including a
very large number of registered letters and articles and ordinary mail matter, were
completely destroyed.

Application was made to board by the Post Office Department, and the represen-
tatives of the engineer, for a copy of the report of the board's inspector.

Held, that the inquiries and reports of its accident inspectors are made for the
purpose of informing the board in the public interest only, and in order to enable the
board to judge of the causes of accidents and the rules and precautions to be made and
taken for the purpose of avoiding them in future, and not for the purpose of giving
information to parties desirous of making claims against a railway company for
injury to person or property; tha.t this rule was adopted not only because the board
did not consider that its function was to obtain information for the purposes stated,
but also because the board did not desire that railway officials should be deterred from
■giving information to the board's officials through fear lhat it would be used in sup-
iport of claims against the companies. ;

January 29, 1908.

Ee Complaint of J. Wilson v. Canadian Pacific Railway Company.

Complainant's horses got on the track of the Canadian Pacific Eailway Company
between Nanton and Parkland, in the province of Alberta, at a public crossing, and
were killed. It was alleged that there were no gua,rds of any kind to keep the horses
from getting on the track, and estimated his loss at $850.

The board took the matter up with the railway company, an,d was informed that
proper cattle-guards had been installed at the crossing.

Held, that the board has no power to compel railway companies to pay claims for
damages for cattle killed upon railway tracks, as the statute expressly. provides that
the remedy is to be by action in a court of competent jurisdiction ; that the board's
only function in this respect is to see that provisions of the statute respecting fences,
cattle-guards, &c., are properly observed.

February 8, 1908.

Ee Basil H. Malaher's Complaint.

Basil H. Malaher, of Marshall, in the province of Saskatchewan, the complainant,
alleged that he had been overcharged the sum of $9.97 on the carriage of goods from
Liverpool, vit Halifax, to Floydminster, the nearest station to Marshall. Under the
bill of lading the sum of $20.-94 was to be paid. The amount charged and collected
by the agent of the Canadian Northern Eailway Company at Floydminster was $31.90,
making an overcharge, as alleged, of $9.97.

Held, Chief Commissioner Killam and Deputy Chief Commissioner Bernier, after
inquiry into the subject-matter of the complaint, that the Canadian Northern Eail-
way Company had received for carriage from Emerson, Man., to Marshall, in the
province of Saskatchewan, only the lawful rate of 25 cents per 100 pounds; that the
charge made to complainant for the whole carriage from Liverpool to Marshall, Sask,,
was in accordance with the lawfully existing joint through tariff, and that the board had
no jurisdiction to enforce any special contract for rates other than those set out in the
lawfully existing tariff, or to compel eiither the railway company or the steamship
company to make any reduction from this charge; and that any relief to which the
complainant would be entitled could only be obtained by action in the ordinary courts.

February 12, 1908.

20c— Hi

164 RAILWAY COMMISSIONERS FOR CANADA

8-^9 EDWARD VII., A. 1909

Re Application of the Village of Mannville, in the Province of Alberta, for Crossing
the Canadian Northern Rctilvjay Company's Line of Railway.

This was an application, under sections 252 and 253 of the Railway Act, for an
order directing the Canadian Northern Eailway Company to provide and constr\ict
a suitable street crossing where the railway company's railway intersects the village
of Mannville, in the southeastern quarter of section 50, range 9, west of the fourth
meridian.

Under ' The Village Ordinance ' of the Northwest Territory Ordinances, cap. 72,
1905, no authority is conferred upon villages in the province of Alberta to open up
highways across private lands.

Held, that the board had no power to compel railway companies to open up high-
ways across their lands; the function of the board, under section 237 of the Railway
Act, was to give leave to a municipality or other authority having power to open up
new highways, to do this across a railway; but this legislation is based upon the view
that the railway company's land has been devoted to a statutory use; and that, in the
absence of statutory provision therefor, the municipality or other road authority could
not construct a highway over the railway lands.

February 13, 1908.

Re Robertson and Chatham, Wallacehurg and LaTce Erie Rojilway Company.

This was an application by Arthur K. S. McA. Robertson for the rescission of an
order of the board granting leave to the Chatham, Wallaceburg and Lake Erie Rail-
way Com];:Jany to carry its line of railway upon and along certain streets in the citj' of
Chatham. The applicant's objection related only to the portion of the railway to be
carried along Queen street and to its location on the street opposite property of the
applicant. Under the order, the railway was authorized to be located on the side of
the street next the applicant's property, the centre line of the track to be nine feet
four inches from the centre line of the street. The applicant asked that it be located
in the centre of the street, and claimed that the approved location was very injurious
to his property.

The plan showing the location of the railway in the city of Chatham was approved
by the board, subject to the terms and conditions set forth in by-law No. 815 of the
city of Chatham. This plan showed the railway to be apparently located along the
centre of Queen street. The by-law referred to was one authorizing the city to lend
to the railway company a certain sum of money, and provided, among other things,
that before the work was commenced on any section or portion of the company's rail-
way in the said city of Chatham, the plans setting forth the proposed location of the
company's tracks were to be first submitted to the engineer of the city for approval,
ain<t should not be altered thereafter without the consent of the said engineer; and
that no work should be done by the com^pany upon any of the streets of the city until
the engineer had approved of the location of the same.

By by-law No. 946 the company was authorized, ' subject to the terms of an agree-
ment to be entered into between the corporation of the city of Chatham and the Chat-
ham, Wallaceburg and Lake Erie Railway Company, to lay down and construct a
btreet railway upon the following streets , or portions of streets.' Among these was
.Queen street, from William street to the southern limit of the city. By the by-law
it was provided that the location of the lin^e , of railway in , any of the streets afore-
said should not be made until plans thereof showing the position of the rails, poles
and wires were submitted to .and in writing approved of by the city engineer and
chairmaji of the industrial committee, or of such other committee as the council for
the time being should appoint for the purpose. ;

By by-law No. 1013, reciting the previous by-laws, and that it was ' desirable to
define the terms of the , agreement to be entered into as aforesaid under the said by-

REPORT OF THE COMMISSIONERS 165

SESSIONAL PAPER No. 20c

law No. 496/ many provisions were made respecting the company's railway, among
which were the following: —

' (25) The location of the line of the said railway on the said streets, and the
position of the rails, switches, turn-onts, and other works thereof, shall be shown upon
plans, with figured dimensions showing the distance of all their works from the side
lines of the streets, which shall be submitted to the said engineer and chairman of
the industrial committee, or of such other committee as the council for the time being
shall appoint for this purpose, and none of the said works shall beicommenced until
the said plans have been submitted to and approved of as required by section 9 of
said by-law No. ; 946, and the same shajl not be altered thereafter without the con-
sent of the said engineer and chairman.'

By the indenture between the company arid the city, reciting the several by-laws
mentioned, ithe company accepted the by-laws and covenanted and agreed that it
would in all things conform to, obey, perform, observe, fulfil and do all and every the
terms, agreements .... in the by-larws con^tained, and would do and iperform
all matters and things which theiby-la,ws provided to be done by or on behalf of the
company, and would not do anything which the by-laws provided was not to be done
by the company. I

At the hearing at Chatham of the application of the company for leave to carry
and construct its railway upon and i along certain highways in the city of Chatham
and in other municipalities, it was stated that, under by-laws 815 and 946, the city
granted a franchise on certain named streets (among which was Queen ; street), and
reference was made to the approva.1 by the board of the location plan, but the pro-
rposed location of the railway i upon, the streets was not otherwise specified. The
result of the hearing was that the order was to go subject to the filing of certain plans
and the agreements. The plans siibsequently filed showed a location on Queen street
west of the centre line of the street.

La.ter, the board made aniorder granting leave to the company to carry an,d con-
struct its railway upon, along and across certain named streets (among which was
Queen street), as shown on the plan submitted, subject to the terms and conditions
of the by-laws and agreement mentioned. The order not to issue until the plan had
been first approved by the city.

Judgment, Chief Commissioner Killa.m : ' When the matter came before the board
at Chatham in December, i(1905, the board required to be satisfied, by production of
the by-laws and agreements, that the necessary consent of the city to the carrying of
the line along the streets had been given. When these by-laws and agreements came
to be produced, it appeared that the locations upon the streets were to be fixed by
officials of the city, and the board was furnished with evidence that these officials
had fixed the location along Queen street as approved by the board's order.

It appears to me that it was quite competent for the board to give leave to carry
tjie railway along a different portion of the street from that set out in the plan to
which the application referred, without requiring the making of a new application —
and this, whether the change was made at the request of the railway company or
against its will.

It appears to me, also, that it was competent for the board to give leave to carry
the railway along the street upon a location different from that shown by the location
plan approved by the board. In approving a location plan, the board does not usually
determine precisely where a railway shall cross another railway, or where it shall run
across or along a highway; and when the application to cross another railway, or to
cross or run along a highway, comes before the board, it might allow this at a different
place or upon a different location from that laid down upon the approved location
plan without requiring another location plan to be submitted or an application to be
made to authorize a deviation; and the board's order in such a case is sufficient to
authorize the necessary deviation.

166 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909;

When the order in question was made, the board had been furnished with the
evidence of the location upon Queen street, fixed by the proper city officials under the
by-law for this railway. The formal plan embodying this conclusion had not reached
the board, but the board might well determine upon the material that the railway
should be allowed to be carried along the street as approved by the city officials, and
it might well entrust to its secretary, to whom the order was to be forwarded to be
sealed and issued, the duty of examining the plan and ascertaining that it indicated
the line as thus approved. I think the board could thus make the order, although
when it was signed the plan was not yet in the secretary's hands, but to be issued after
the receipt of the plan and the making of the comparison which the secretary was
directed to make.

The company's application for leave to place its railway upon the public street
was not a ' complaint,' which, under section 20, the board was bound to hear and deter-
mine in open court on application by any party to it. But the request for a hearing
was not one which the board would ordinarily refuse, and in this case, in view of the
agreement for a settlement of the injunction proceedings, the order should not have
been made without such a hearing. All of the parties — the city, the railway company,
and Eobertson — have now been heard and have adduced such evidence as they saw fit
upon the question of the location of the railway along Queen street in front of Eobert-
son's property. The railway has been constructed along the side of the street in ac-
cordance with the location prescribed by the city engineer and chairman of the com-
mittee except opposite Robertson's property, where it has been temporarily carried
along the centre of the street. The chief engineer of the board has reported that he is
' of opinion that, as the present road is a country road and not paved, the track should
go as the plan originally intended — to one side; but that, if in the future Queen
street should be paved as similar streets in Chatham, the tracks could be moved to the
centre at very little expense.'

i I .think it is clear that the placing of the railway along the centre of the street
would interfere unduly with the use of the street, and be injurious to the public in-
terest. On the other hand, I have no doubt that the placing of the railway where the
company and the civic officials desire to place it would injuriously affect Robertson's
property. I am, however, of opinion that the construction and operation of the rail-
way will materially benefit the property, and that the property, with the railway upon
the side of the street, will be more valuable than if the railway should not be, or had
not been, constructed at all. At present, the land is wholly vacant; a few scattered
dwellings are to be found on the other side of Queen street, and there is a probability
that the city will grow in that direction and that there will at some time be a demand
for lots in that locality for residences, factories, warehouses, &c. The opportunity to
procure spurs from this railway should enhance the value for industrial or commercial
purposes. While there is not at present a frequent passenger service upon the railway,
this must naturally be increased with the growth of the city. At one time Robertson
ptroposed to widen the street in front of his property by giving up a strip along it
for the purpose. This fact affords some evidence that such a use of this strip would
ieave him with property not less valuable than the whole would be if he retained the
strip. If he should now widen the street in this way, the railway would then be along
the centre of the street, and the remaining property, with the advantages afforded by
the railway, would probably be more valuable than the whole is at the present time.

It appears to me that, if we were now hearing the original application, and had
before us the evidence which has been given and the arguments advanced on Robert-
son's behalf, we should still make the order unconditionally, giving the company leave
to carry the railway along the street as is proposed by the company and the city.

Judgment, Deputy Chief Commissioner Bernier: 'In this case two principles
are involved:

* 1st. The control, as trustee for the public, of the streets within the limits of the
city of Chatham, which, by by-laws, has determined that the electrical road of the

REPORT OF THE COMMISSIONERS 167

SESSIONAL PAPER No. 20c

Chatham, Wallaceburg and Lake Erie should be located according to the decision of
its officials. ,

' 2nd. The claim for damages to property owners alongside the streets where the
said electric road was to be constructed and operated. I have already expressed my
views with regard to the absolute power of the municipalities to fix and determine the
terms and conditions with which the railway intended to be constructed would have
to comply; the board to conform its order accordingly. As to the question of com-
pensation or damage, it rests entirely between the immediate landowners and the
municipality which has chosen the location of the railway, and to be determined by
the ordinary courts of justice.

' The board is not in a position to fix the compensation, as the damage cannot be
appraised without the intervention of the municipality and the parties who may suffe?
by its decision; such power, in my opinion, not having been granted to the board.

' My opinion, therefore, is that the order should go according to the decision of the
cit y of Chatham, leaving to the interested parties their recourse to the ordinary
tribunals.'

Judgment in dissent, Mr. Commissioner Mills:

The council of the city of Chatham, wishing to have the Chatham, Wallaceburg
& Lake Erie Railway run through the city, passed a by-law granting the said company
leave to lay its track along the centre of Queen street, in the said city.

After a time, the city, or its aldermen, came to the conclusion that the said track
on the centre of Queen street would likely interfere with farm traffic coming into the
city along the said street; so a new council at a later date, passed a resolution direct-
ing the said company to lay its track, not in the centre of the said street, but on the
west side thereof, 9 feet 4 inches distant from the centre, the street being 66 feet wide.

It was alleged, and not denied, at the hearing, that, according to the city by-laws,
a space 21 feet wide had to be left on each side of the street for sidewalk, boulevard,
curb, and gutter; and the plan approved by order of the board dated the 15th July,
1907, places the railway track 21 feet 4 inches from the west side of the street, leaving
only four inches between the track and the gutter. With such an arrangement, it
lis manifest that horses with vehicles cannot pass or be tied between the railway
track and the west side of the street; and the owner or owners of land on the west
side of the street will have no access by vehicles to the front of their property.

Mr. A. K. S. McA. Robertson owns land on the west side of the said Queen street.
His land has a frontage of 3,300 odd feet on the street; in fact, it extends nearly the
wlhdle distance throughout which the railway is to run on the side of the street, and
the only way to make this portion of his property accessible will be for him to add to
the street a strfip of his own land, 9 feet 4 inches wide, throughout the whole length
of his frontage, viz., 3,300 odd feet.

Even if the city should change its by-laws so as to dispense with a boulevard on
each side of the str'^et, it would leave only 15 feet for a drivewiiy including the gutter,
which eveTyoiie of any experience knows is not sufficient for the purpose; so it is clear
to my mind that Mr Robertson's property will be materially injured by the running
of the railway along the west side of the street in front of his land.

It is true that the property in question is vacant land at the present time; but
it is land within the city limits — land which has paid and is paying heavy city taxes ;
and in case it is decided that it is a fair and reasonable thing to have the railway run
so near the said land as to prevent vehicular access to the front thereof, for a distance
of 3,300 odd feet, it is morally certain that a great portion of it will remain vacant for
years to come unless Mr. Robertson is prepared to widen the street at his own expense.

If the Chatham, Wallaceburg and Lake Erie Railway were a street Railway pro-
posing to give to Mr. Robertson and others in the city of Chatham a street railway
service and to confer such benefits as usually result from the running of a street
railway in a city, I would be disposed to say that the advantage of such a railway
beside Mr. Robertson's land might be regarded as offsetting the damage which will

168 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

result from placing the track so close to his property as to prevent vehicular access
to the portion which fronts pn the streets; but the said railway is not a street railway
in the city of Chatham or anywhere else, but a rural electric railway proposing to run
once every hour, within certain time limits, for freight and passengers, from Wallace-
burg, south, through Chatham, to Lake Erie. It will certainly damage the front of
Mr. Eobertson's property; and it is doubtful whether it will do much, if anything, to
increase the value of land there or anywhere else in the city, beyond what the Grand
Trunk and the Canadian Pacific lines have already done.

Why should the corporation of the city of Chatham, for its own .benefit, in order
to accommodate the traffic which it wishes to have along Queen street, place a private
citizen like Mr. Eobertson at a disadvantage as compared with citizens on the op-
posite side of the street. And why should it make it necessary for him to add a
portion of his property to the street without allowing him any compensation therefor?

Therefore, I think the order of July 15, 1907, should be confirmed and allowed to
stand only on condition that Mr. Robertson is allowed reasonable compensation, say,
$900 for the strip of his land (9J feet by 3,300 feet), which he will have to add to the
street in order to get vehicular access to the front of his property, and thus make it
saleable for either residential or business purposes ; and as the railway was first located
on Queen street by permission of the city, and the location was changed from the
centre to the side of the street by the city, and solely for the benefit of the city, the
city should pay the said compensation ; but the question of payment is one which must
be left to the city and the company to settle between themselves.

Ottawa, November 23, 1907.

REPORT OF THE COMMISSIONERS 169

SESSIONAL PAPER No. 20c

APPENDIX E.

INFOEMAL COMPLAINTS FILED WITH THE BOAKD DURING THE
YEAR ENDING MARCH 31, 1908.

242. Excessive rates charged by the United Sitates Express Compajiy on ^ship-
ment for John Downie, Port Stanley, Ontario.

243. Refusal of Canadian Pacific Railway to furnish; cars for the movement of
homesteaders' eilects to points on the Canadian Pa.cific Railway.

244. Delay to shipment of cattle via Grand Trunk Railway to Dunnville, Ont.

245. Failure of -jCanadian Pacific Railway to deliver consignment of metal from
Port Arthur, Ont., to Montreal, P.Q.

246. Location of railway through Victoria Park, St. Lambert, P.Q.

24Y. Drainage on :<Grand Trunk Railway right of way, on lot 15, concession 4,
township of Blackwater; complaint of J. R. Sorley.

248. Dangerous condition of highway crossing of Canadian Pacific Railway,
mixnicipality of St. Louise, Man.

249. Failure of Canadian Northern Railway to deliver at various points ship-
ments of logs, ties, lumber, telegraph poles, &c., account J. L. Highland & Co.

250. Insufficient car supply by railways to move lines and builders' supplies to
pfoints in Ontario.

251. Diversion of .Canadian Pacific Railway (Crow's Nest Pass) located line near
Pincher Greek, Alta.

252. Inadequate facilities provided by the Grand Trunk Railway in an,d about
"their station at St. George, Ont.

253. Delay to | consignment of household goods via Canadian Northern Railway
and Canadian Pacific Railway to Maybrook, Sask.

254. Refusal of Canadian Pacific Railway to transmit telegrams to passengers
in accident at Brunei, Ont. >

255. Refusal of Canadian Pacific Railway to grant special rates on settlers'
effects consigned to Goose Lake via Regina, Sask.

256. Freight rates on tan bark betXveen North Bay and Soo, Michigan^ via Cana-
dian Pacific Railway.

257. Classification of blankets, knitted underwear, woollen socks, &c.

258. Condition of roadbed and rolling stock, &e., of Canadian Northern Railway
(Morris-Somerset line).

259. Delivery limits of express companies in Ottawa, Ont., of express south of
the Grand Trunk Railway (Glebe).

260. Complaint re Canadian Northern Railway to make transfer of second-class
passenger traffic from eastern points via Canadian Pacific Railway and Port Arthur,
Ont.

261. Refusal of Canadian Pacific Railway and Grand Trunk Railway to furnish
second-class passenger rates between Port Arthur, North Bay, Toronto and Ottawa,
Ont.

262. Delay in delivery of two shipments of matches from 'Hull to Herouxville
and St. Tite, P.Q., via Grand Trunk Railfway and Canadian Northern Railway.

263. Express rates via Canadian Northern and Dominion Express Companies.

264. Damage to 'goods in transit via railways to Hamilton, Ont.

170 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

265. Delay in handling of immigrant traffic by Canadian Northern Railway from
Winnipeg to Borden, Sask.

266. Delay to shipment of household goods via Canadian Northern and Canadian
Pacific Railways from Maymont, Sask., to Vancouver, B.C.

267. Detention to shipment of horses from London, Ont., to Brandon, Sask., on
account of Lord's Day Act.

268. Insufficient fire protection provided by Canadian Northern Railway in Sas-
katchewan; complaint of Radison board of trade.

269. Insufficient caj supply for movement of shipments ifrom Montreal, P.Q.,
via Canadian Pacific and Grand Trunk Railways.

2Y0. Delay to consignment | of butter and cheese to Montreal, P.Q., from various
shipping points via Canadian Pacific and Central Vermont Railways.

2Yl. Failure of Michigan Central and Toronto, Hamilton and Buffalo Railways
to make connection at Waterford, Ont., on newspaper ^traffic for points in that district.

272. Refusal of Canadian Pacific Railway to accept shipments from points on
Prince Albert branch.

273. Delay to shipment of wheat via Canadian Pacific Railway from Fort
William.

274. Refusal of Canadian Northern Railway to issue through tickets to points
on the Canadian Pacific RailWay; refusal to make connection with Canadian Pacific
Railway at|Regina, Sask., and to provide proper chute for loading and unloading of
cattle.

275. Refusal of agent of Pere Marquette Railway at Dresden, Ont., to give clear
receipt for|goods.

276. Condition of roadbed of Canadian Northern Quebec Railway (Montford
and Garneau branch). Excessive freight and express rates between Montreal and
Weir, P.Q., and locaj points. I

277. Delay by Grand Trunk and Canadian Pacific Railways in forwarding freight
shipments from Toronto, Ont. j •

278. Delay in shipment of gunpowder from Ste. Adele to St. Hughes, P.Q.

279. Freight rates of Canadian Pacific Railway to and from Moosejaw, jSask.

280. Refusal of the Canadian Express Company to bill through to Leamington,
Ont., via American and United States Express Companies.

281. Delay to shipment of seed grain from Winnipeg to Wabamun, Alberta.

282. Increased freight rates on grain from Ontario points to i seaboard.

283. Excessive express rates of Canadian Northern Railway, Winnipeg to Sas-
katoon.

284. Excessive express rates and unfair cla,ssification of express companies to
western Canada points.

285. Condition of roadbed of Central Vermont Railway between Stanbridge and
Frelighsburg, P.Q.

286. Refusal of Grand Trunk Railway to grant through rates from British ports
to Bluebonnets, P.Q.

287. Improper handling of consignment of settlers' effects and live stock to
■"western Canada.

288. Improper handling of consignment of settlers' effects from Brooklin, Ont., to
Dryden, Ont.

289. Overcharge in express rates on grain by Pere Marquette and Michigan Cen-
tral Railways.

290. Demurrage charges assessed by Grand Trunk Railway on car of steel from
"Hamilton, Ont.

291. Inadequate train service on Lyleton branch of the Canadian Pacific Railway.

292. Insufficient car supply by Canadian Northern Railway for shipments of
timber, &c.

REPORT OF THE COMMISSIONERS 171

SESSIONAL PAPER No. 20c

293. Inadequate accommodation provided by the Canadian Northern Eailway at
Lamont, Alberta.

29-i. Seizure of domestic coal by -railway companies.

295. Loss of box of household effects shipped by Canadian Pacific Railway from
iDeloraine, Man., to Wolsely, Sask.

296. Fire caused by locomotives on Nelson and Fort Shephard Railway.

297. Proposed increase in rates of express companies.

298. Excessive charges by Dominion Express Company on express traffic ini the
Northwest provinces.

299. Condition of station of Canadian Northern Railway at Laurier, Man.

300. Elevating and loading charge of 2c. per 100 charged by the Grand 'Trunk
^Railway at Goderich.

301. Condition of roadbed of Grand Trunk Railway between -St. Louis and
Aubrey stations, P.Q.

302. Condition of drainage, fences, gates and culverts along right of way of the
Quebec, Montreal and Southern Railway through the parish of St. Damase, county
of St. Hyacinthe, P.Q.

303. Service and rates charged by the Bell Telephone Company in the city of
^Montreal, P.Q.

304. Inadequate car supply by Canadian Northern Railway on shipments from
Swan Lake, Man.

305. Mail service furnished by the Grand Trunk Railway to Parry Sound, Ont.

306. Condition of fences along right of -way of the Brockville, Westport and
Northwestern Railway, near Delta, Ont.

307. Freight rates of Canadian Pacific and Canadian Northern Companies to
and from Joliette, P.Q.

308. Freight rates charged by the Grand Trunk Railway from Depot Harbour
to Brule lake, .Ont.

309. Train service of ; the Grand Trunk Railway on Welland branch.

310. Freight rates of Grand Trunk Railway on milk shipments from Hunting-
don, P.Q.

311. Condition of bridges of Central Vermont and Canadian Pacific Railways
over Richelieu river.

312. Passenger rates of Grand Trunk Railway, Montreal, to Lennoxville, P.Q.

313. Express rates of Dominion Express^ Company between Winnipeg and Cow-
ley, Alta.

314. Overcharge on shipment of freight by Canadian Northern Railway to
Battleford, P.Q.

315. Failure of Grand Trunk Railway to supply cars for movement of express
traffic prior to increase in express rates.

316. Insufficient protection at farm crossings of Canadian Northern Railway and
improper fencing and speed of trains passing near Dauphin, Man.

317. Shunting of cars by the Grand Trunk Railway across Front street, Orillia,
Ont.

318. Overcharge by Canadian Pacific Railway on shipment of bull from Three
Rivers, P.Q., to Quebec city.

319. Insurance deducted by Grand Trunk Railway from salary of employee and
subsequent dismissal for failure to subscribe to insurance fund.

320. Overcharge by Canadian Pacific Railway on excess baggage from Toronto,
Ont., to Strathcona, Alberta.

321. Complaint of St. Maurice and Champlain Telephone Company re contract
of Portneuf Telephone Company with Bell Telephone Company.

322. Delay in delivery of freight by Canadian Pacific Railway after arrival in
Montreal, P.Q.

172 RAILWAY COMMISSIO:SlERS FOR CANADA

8-9 EDWARD VII., A. 1909

323. Passenger rates charged by Canadian Northern Eailway from Valparaiso,
Sask.

324. Express rates to and from Comber, Ont.

325. Express rates to and from Brantford, Ont.

326. Refusal of Canadian Pacific Railway and Dominion Express Company to
carry fish on passenger trains from Nipigon, Ont.

327. Obstruction of streets in the town of Iberville by the Quebec, Montreal and
Soiithern Railway.

328. Rates of telegi'aph companies from Cowley, Alta.

329. Failure of railways to furnish cars for movement of settlers' effects from
Ringbo, Man., to Watson, Sask.

330. Passenger and freight rates charged through Canadian territory by Michigan
Central and Pere Marquette Railways.

331. Blocking of streets and highways by Grand Trunk and Michigan Central
Railways in town of Hagersville, P.Q.

332. Discrimination by express companies in rates on fruit from Niagara district
to St. John, N.B.

333. Failure of Quebec, Montreal and Southern Railway to supply cars for load-
ing cattle at Henryville, P.Q. Delay in delivery of express traffic at Henryville, P.Q.

334. Congestion in freight traffic at Mile End and Outremont, Que.

335. Discrimination by express companies in rates on fruit from Niagara district
to St. John, N.B.

336. Alleged discrimination by Victoria, Vancouver and Eastern Railway in pro-
viding facilities at Sidley, B.C.

337. Delay to shipments via Canadian Pacific Railway to northwestern points
from Ottawa, Ont.

338. Failure of Canadian Northern Railway to pay employee wage due as boiler-
maker at Craig, Sask.

339. Inadequate car supply by Canadian Pacific Railway for shipment of hay from
Crombies, Ont., to Toronto, Ont.

340. Excessive freight rates on seeds and pineapples by Canadian Pacific Rail-
way to Winnipeg, Man.

341. Loss of cattle on Canadian Northern Railway at Laurier, Man., through
failure of railway to fence right-ofway.

342. Condition of cattle guards on railways at Cowley, Alta.

343. Inadequate car supply by Vancouver, Westminster and Yukon Railway at
Burnaby Lake, B.C.

344. Express rates of Dominion Express Company and freight rates of Canadian
Pacific Railway on milk shipments in British Columbia.

345. Freight rates charged on beer in carload lots from Walkerville to Sudbury
as against Soo, Ont.

346. Complaint of excessive freight rates charged on a horse shipped from St.
John, N.B., to Strathcona, Alta.

347. Increase in rates via Canadian Pacific Railway from Winnipeg, Man., to
Kootenay points.

348. Excessive freight rates charged by Alberta Railway and Irrigation Company
and Canadian Pacific Railway on seed grain from Cardston to Cowley, Alta.

349. Freight rates charged by Canadian Pacific Railway on sand from Sandusky,
Ohio, to Chatham, Ont.

350. Condition of roadbed of Canadian Pacific Railway Company's St. Rose
branch.

361. Discrimination in freight rates on flour from Mile End, P.Q., to Maritime
Provinces.

352. Dangerous condition of Hornby street crossing of Michigan Central Railway
at Springfield, Ont.

REPORT OF TEE COMMISSIONERS 173

SESSIONAL PAPER No. 20c

353. Eefusal of Canadia.n Express Company to accept shipments of cream at
.town office, requiring the shippers to forward shipments to station office ; also express
jatea charged from BoHvmanville, Ont.

354. Overcharge on shipment of freight in bond from Liverpool, Eng., to Duluth,
Minn., via Canadian Pacific Eailway.

355. Failure of Ca^nadian Northern Eailway to fence its right of way near
Lumsden, Sask.

356. Delay in delivery of Canadian iSTorthern Telegraph messages from Saskatoon
to Melfort, Sask.

357. Delay in delivery of shipment of household goods by Canadian Pacifis Eail-
way from Maumee, Ohio, to Maymont, Sask.

358. Excessive charges on express traffic by Dominion and Canadian Express
Companieg from Montreal.

359. Demurrage charges of Canadian jSTorthern Eailway on carload of windows
from Edmonton, Alta., and a car of lumber from Barrow, B.C.

360. Discrimination in rates charged by Grand Trunk Eailwa.y for shipping,
handling and conveying of wheat, Georgian Bay ports to Montreal.

361. Overcrowding and delay on passenger trains on St. Lawrence and Adiron-
dack Eailway; also class of engines used in moving traffic.

t 362. Inadequate accommodation provided by the Canadian Pacific Eailway on
passenger trains between Eegina and Qu'Appelle, Sask.

363. Delay in shipment, also excessive freight rates charged by railways on con-
signments to Almonte, Ont.

364. Ocean freight rates from British ports to Montreal, P.Q.

365. Excessive freight-rates charged by Intercolonial Eailway on ties from points
in Mexico.

366. Excessive express rates charged by Dominion Express Compajiy on buggy
shipped from Alexandria, Ont, to Sudbury, Ont. i.

367. Delay in delivery of freight at Toronto, Ont., after arrival, by Canadian
Pacific Eailway.

368. Damage and loss by pilferage to goods in transit by Grand Trunk Eailway
to Hamilton, Ont.

369. Blocking of water course by Grand Trunk Eailway, causing flooding of pro-
perty at Coteau Station, P.Q.

370. Improper fencing of right of way by Canadian Pacific Eailway at Braeside,
Ont., resulting in loss of cattle.

371. Passenger rates of Canadian Pacific Eailwav from Winnipeg to St. John,
N.B.

372. Eailure of Canadian Pacific and Grand Trunk Eailways to provide connec
tion between their passenger trains for the accommodation of their Brockville-Ottawa
traffic.

373. Loss of trunk and keg of liquor from Europe shipped via Canadian Pacific
Eailway to Bonne Madone, Sask.

374. Excessive freight rates charged by Alberta Eailway and Irrigation Company
to Fort William, Ont.

375. Passenger rates on Alberta Eailway and Irrigation Company from Spring
Coulee to Lethbridge, Alta.

376. Excessive freight rates charged by Grand Trunk Eailway and Montreal
Park and Island Eail'way on coal traffic from Montreal wharf to Cartierville, P.Q.

377. Failure of Canadian Northern Eailway to properly fence right of way near
Togo, Sask., resulting in loss of horses and cattle by settlers.

378. Overcharge by Grand Trunk Eailway on shipment of spokes, Corinth,
Mississippi, to Gananoque, Ont.

174 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

379. Discrimination in freight rates via Canadian Pacific and Grand Trunk
Railways from Cache Bay, Burk's Falls and Parry Sound to Copper Cliff.

380. Failure of Canadian Pacific Railway to supply cars for movement of grain
trafiic from Newdaje, Man.

381. Failure of Canadian Northern Quebec Railway to provide farm crossing in
parishes of St. Jerome and St. Sauveur, P.Q.

382. Excessive freight rates charged by Atlantic and Lake Superior Railway on
cheese shipments from Majia to Matapedia. ^

383. Increased freight rates on Canadian Pacific Railway on tankage from Mon-
treal, P.Q., to St. John, N.B.

384. Excessive freight rates of Canadian Northern Railway on sand to Winnipeg,

Man. i

385. Inadequate accommodation provided by Canadian Northern Railway for
passengers and freight traffic at Fort William, Ont.

386. Passenger train service on Canadian Pacific Railway "west of Fort William,
Ont.

387. Condition of crossings, fences, watercourses and culverts on the Quebec,
Montreal and Southern Railway in the parishes of St. Angele de Monnoir, P.Q.

388. Failure of the Canadian Pacific Railway to fence right of way between
Wolseley and Sintalula, Sask., and consequent loss of cattle.

389. Failure of the Grand Trunk Railway to provide proper cattle guards at Sun-
bridge, Ont., and resultant loss of stock on right of way.

390. Discrimination in freight rates on live stock by the Canadian Pacific and
Grand Trunk Railways to Montreal, Que.

391. Loss of cattle at Pinewood, Ont., through failure of Canadian' Northern
Railway to fence right of way.

392. Protection of crossing by Grand Trunk Railway on public road north lead-
ing into Alexandria, Ont.

393. Improper placing of cars of lumber on siding at Vancouver, B.C., shipped
by Vancouver, Westminster and Yukon Railway.

394. Failure of the Canadian Pacific Railway to deliver a machine shipped from
Montreal, Que., to Windsor. Ont.

395. Minimum weights charged by railways on 'sheep and lambs to Buffalo, N.T.
39G. Inadequate train service of Canadian Pacific Railway from Murillo to Port

Arthur and Fort William, Ont.

397. Inadequate train service of the Grand Trunk Railway between Whitley and
Toronto, Ont.

398. Inadequate passenger train service and rolling: stock on Central Vermont
Railway between Montreal and Granby, Que.

399. Excessive rates charged by railways on high explosives in province of British
Columbia.

400. Improper drainage on Grand Trunk Railway right of way on the north side
of Queen street east, Strathroy, Ont.

401. Condition of roadbed between Mile End. Montreal, Que., and St. Jerome,
Que.

402. Excessive freight rates charged by Canadian Pacific Railway on paving blocks
from Vancouver, B.C., to Edmonton, Alta.

403. Minimum carload freight rates charged by railways in Canada on lambs to
Buffalo. N.Y.

404. Freight rates on export cheese and other traffic to Montreal, Que.

405. Failure of the Canadian Pacific Railway to provide night operators at
Bobcaygeon. Ont.

406. Delays to shipment of freight in transit by the Canadian Northern and
Canadian Pacific Railways at Mundare, Alta.

REPORT OF TEE COMMISSIONERS 175

SESSIONAL PAPER No. 20c

407. Drainage on Canadian Pacific Railway Company's right of way at Wood-
bridge, Ont.

408. Inadequate car supply of the Canadian Pacific Railway for shipment of lum-
ber from Braeside. Ont.

409. Failure of the Canadian Pacific Railway to make payment for loss of car
of oats wrecked near Crawford, Alta.

410. Delay in delivery of shipment of two rolls from Toronto, Ont., to Armstrong's
Corner, N.B., by the Canadian Pacific Railway.

411. Excessive rates charged by express companies on shipments to and from
Prince Albert, Sask.

412. Excessive freight rates charged on shipment of hay, from Malmaison, Que.

413. Inadequate car supply by the Grand Trunk Railway for shipment of hay
from Centralia, Ont.

414. Inadequate car supply by the Canadian Pacific Railway for movement of
traffic from district of Pense, Sask.

415. Loss of cattle from failure of the Canadian Pacific Railway to provide pro-
per cattle-guards and fences at Mackey, Ont.

416. Condition of highway crossings and cattle-guards on Canadian Northern
Railway in municipalities of Tache and Springfield, Man.

417. Inadequate car supply by the Grand Trunk Railway for movement of traffic
from Hanover, Ont.

418. Inadequate car supply by the Canadian Pacific Railway and Great Northern
Railway for shipments from St. Barthelemi, Que.

419. Excessive demurrage charges assessed by the Grand Trunk on two cars of
iron to Hamilton, Ont.

420. Excessive passenger rates of the Canadian Pacific Railway on its steamers
on Kootenay and Arrow Lakes.

^ 421. Delay to traffic arriving via Grand Trunk Railway at Pointe St. Charles
yard, Montreal, Que., through insufficient facilities for unloading freight.

422. Excessive freight rates charged by the Canadian Pacific Railway on flour
from western points to Murillo, Ont.

^ 423. Delay in handling passenger trains by the Canadian Pacific Railway between
Cowley, Alta., and Nelson, B.C.

424. Overcharge by Boston and Maine Railway on car of oats from Jeannett's
Creek to Lennoxville, Que.

425. Inadequate car supply of the Canadian Pacific Railway at Point Fortune
and McAlpine, Que. ^

426. Failure of the Grand Trunk Railway to properly place ears on siding at
Mile End, Que., for delivery to consignees. ,

427. Improper handling of passenger traffic on Great Northern Railway from
Phoenix, B.C.

428. Location of Canadian Pacific Railway Company's station at Mission, B.C.

429. Lack of first-class accommodation on Wabash Railway trains Nos. 4 and 6
from Windsor to Chatham, Ont., and eastern points

430. Refusal of the Canadian Pacific Railway to extend time limit on return
ticket from Willows, Sask.

431. Inadequate freight train service of the Grand Trunk Railway from Otta'wa
to Parry Sound.

432. Position of switch of Grand Trunk Railway at Hunter street, Hamilton, Ont.

433. Minimum carload weights on lambs .via Canadian railways to Buffalo, N.Y.

434. Delay in delivery of shipments on stereotype plates by the Canadian Pacific
Railway from Montreal, Que., to Regina, Sask.

435. Minimum weights ^charged by Grand Trunk Railway on lambs shipped in
double-decked cars.

176 RAILWAY COMMISSIONERS FOR CANADA

813 EDWARD VII., A. 1909

436. Discrimination in connection iwith shipments of high explosives on London
division, Michigan Central Railroad.

437. Charge made by agents of Dominion Express Company for making out
freight bills on goods being returned by freight instead of by express.

438. Non-delivery of shipment of metal from Saskatoon to Montreal, Que., by
the Canadian Northern Railway.

439. Ina.dequate car supply of the Canadian Pacific Railway for shipment of
wheat from Belle Plaine, Sask.

440. Failure of railway to provide car supply for movement of freight traffic from
Belleville, Ont.

441. Shortage in 'weight on coal shipments arriving at destination via Canadian
railways in open cars.

442. Excessive freight rates charged by Grand Trunk Railway on scrap iron to
St. George, Ont.

443. Excessive freight rates charged by railways on lake and rail traffic from
Welland, .Ont., to Lake Superior points, Port Arthur, Fort William, Duluth, Minn.

444. Loss of property on account of fire started by Canadian Pacific Railway
locomotive, Wowota, Sask.

445. Inadequate car supply of the Canadian .Pacific Railway on shipment of sand
to Hamilton, Ont.

446. Shortage in weight of cars arriving via Canadian railways at destinations.

447. Blocking of crossing by Grand Trunk Railway trains at Branch street, Bur-
lington Junction, Ont.

448. Excessive freight rates charged by the Alberta Railway and Irrigation Com-
pany on car of oats from Cardston to Lethbridge, Alta.

449. Inadequate car supply of the Grajid Trunk Railway Company from St.-
Mary's, Ont.

450. Condition of cement culverts of the Grand Trunk Railway on lots 50 and 51,
Point Clair, near Lakeside station, Que.

451. Export freight rates charged by Canadian railways from Picton, Ont., to
the seaboard.

452. Conditions exacted by the Canadian Pacific Railway in form of release of
responsibility on account of freight shipped in heated freight ca.rs.

453. Train service of the Canadian Pacific Railway to and from Kamloops, B.C.

454. Insufficient cattle-guards provided by the Canadian Pacific Railway at
crossing mile 61, and consequent loss of cattle between Norton and Parkland, Alta.

455. Excessive freight jrates charged by the Atlantic and Lake Superior Railway
at Ruisseau Leblanc, Que.

456. Inadequate car supply of the Canadian Northern Railway for movement
of flour from Swan Lake, Ont., to points in the province of Quebec.

457. Excessive freight rates of |he Grand Trunk Railway on shipment of hem-
lock from Sprucedale to Toronto, Ont.

458. Loss on shipment of dust collector held in freight shed, and where -fire
occurred, and refusal of railway to compensate.

459. Loss on shipment from Wawanesa. to Owen Sound by Canadian Northern
and Canadian Pacific Railways.

460. Shortage in coal shipment by the Canadian Pacific Railway at Regina, Sask.,
and refusal of Canadian Pacific Railway to entertain claim.

461. Condition of drainage along right of way of the Toronto, Hamilton and
Buffalo Railway in township of Saltfleet.

462. Demurrage on two cars of oil by the Canadian Pacific Railway, Toronto, Ont.

463. Dangerous condition of crossing of the Toronto, Hamilton and Buffalo Rail-
way at Lee Mountain road, township of Saltbeet, Ont.

REPORT OF THE COMMISSIONERS 177

SESSIONAL PAPER No. 20c

464. Inadequate train service of the Canadian Pacific Railway to and from Ivam-
loops, B.C.

465. Freight rates charged by railways on oranges from California points to
Regina, Sask. ,

466. Inadequate car supply of the Canadian Pacific Railway for shipments of
apples from Walkerton, Ont.

467. Loss on shipment of apples via Canadian railways frozen in transit to St.
John, N.B.

468. Excessive freight rates charged by railways on shipments of aerated waters.

469. Loss on shipment of posts by Canadian Pacific Railway from Sleeman, Ont.,
to Lyleton, Man.

470. Blocking of Broadway street by trains of the Canadian Northern Railway at
Portage la Prairie, Man.

471. Discrimination by the Canadian Pacific Railway in favor of Moncton and
Halifax shippers against merchants of St. John, N.B., on freight traffic.

472. Failure of the Grand Trunk Railway to provide connection between its pas-
senger trains at Scotia Junction, Ont.

473. Non-delivery of piano shipped via Canadian Northern Railway from David-
son, Sask., to Lowell, Man.

474. Delay by the Grand Trunk Railway in handling of freight traffic between
Montreal and Sherbrooke, Que.

475. Failure of the Grand Trunk and Canadian Pacific Railways to provide pro-
per train connections at Harriston, Ont.

476. Failure of the Grand Trunk and Canadian Pacific Railways to provide pro-
per train connecteions at Peterborough, Ont.

477. Irregular passenger train service provided by the Central Vermont Railway
between Chambly, Marieville, St. Cesaire, Granby and Waterloo, Que.

478. Lack of proper station accommodation provided by the Grand Trunk Rail-
way at Coteau Landing, Que.

479. Inadequate car supply by the Canadian Pacific Railway on shipments from
Toronto, Ont.

480. Inadequate passenger traffic accommodation by the Canadian Pacific Rail-
way at Kemptville, Ont.

481. Shortage in shipment of household effects by Canadian Pacific Railway from
Toronto to Calgary, Alta.

482. Whistling of locomotives of the Grand Trunk and Canadian Pacific Rail-
ways at night in town of Westmount, Qvie., and annoyance to residents.

483. Express charges of the Dominion Express Company on shipments from Wor-
cester, Mass., to Calgary, Alta.

484. Inadequate train service of the Canadian Pacific Railway from Strassburg
to Lanigan, Sask.

485. Removal by the Canadian Pacific Railway of planks at railway crossing in
village of Mortlach, Sask.

486. Excessive freight rates charged by the Atlantic and Lake Superior Railway
on sleigh from Nouville, Que.

487. Excessive charges of the American Express Company on box from Montreal
to Waterford, Ont.

488. Condition of the Canadian Pacific Railway Company's station at Streetsville
Junction, Ont.

489. Condition of the Grand Trunk Railway crossing at Gordon street, Guelph,
Ont.

490. Loss to property at Riddell, Alta., through fire from Canadian Northern Rail-
way's locomotives.

491. Excessive freight rates of the Canadian Pacific Railway on shipment of
wheat from Carlyle, Sask., to Kenora, Ont.

20c— 12 J n; 1 ^

178 RAILWAY COMMISSIONERS FOR CANADA

8-19 EDWARD VII., A. 1909

492. Condition of the Canadian Northern Railway crossing at road allowance
west of section 34, township 29, range 32, west 1st meridian, near Kamsack, Sask.

493. Excessive freight rates of the Grand Trunlc Eailway on carloads of second-
hand lumberman's log sleighs, shipped from Garden River to Sundridge.

494. Excessive freight rates of the Pere Marquette Railway on shipments of grain
in carloads from Wallaceburg to Niagara Ealls, Ont., and from Niagara Falls to
Toronto, Ont.

495. Minimum weights charged by railways on empty barrels, also on cooperage
for manufacturing of barrels.

496. Free delivery limits of express companies in Toronto, Ont.

497. Non-delivery by the Canadian Northern Railway on carloads of wheat from
Glenora station, Man., to Port Arthur, Ont.

498. Loss of cattle through failure of the Canadian Northern Railway to provide
proper cattle-guards at Chipman, Alta.

499. Inadequate train service by the Quebec, Montreal and Southern Railway
between St. Gregoire and Iberville, Que.

500. Closing by the Canadian Pacific Railway of station at Osage, Sask.

501. Removal of planking by the Canadian Pacific Railway at farm crossing,
Oxbow, Sask.

502. Claim for loss on shipment by Canadian Pacific Railway, St. Claude, Man.

503. Loss of cattle at Thamesville, Ont., owing to poor condition of fences along
the right of way of the Grand Trunk Railway.

504. Inadequate train service of Canadian Pacific Railway on its Pheasant Hills
branch.

505. Weighing and inspection of carload of wheat from Denholm, Sask., to Win-
nipeg, Man., by Canadian Northern Railway.

506. Closing of Canadian Pacific Railway station at McTaggart, Sask.

507. Excessive charges by Dominion Express Company on express traffic from
Montreal.

508. Refusal of Grand Trunk Railway to make settlement for shortage in ship-
ment while in transit.

509. Failure of Canadian Pacific Railway to provide farm crossing of proper
width .at Cowley, Alta..

510. Discrimination by Canadian Pacific Railway in freight rates to Nutana.,
Sask., from points on its Crow's Nest branch.

Bll. Delay in delivery of shipment by Canadian Northern Railway to and from
Neepawa, Man.

512. Unsatisfactory exchange of mails at Steelton, Ont.

513. Refusal of Grand Trunk Railway to supply Canadia.n Pacific Railway cars
for shipments to western Canada.

514. Loss of cattle at Chipman, Alta., through lack of cattle-guards on Canadian
Northern Railway.

515. Inadequate mail and passenger service on Pheasant Hills branch of Cana-
dian Pacific Railway.

516. Increase in switching tariff of Algoma Central and Hudson Bay Railway
Company at Sault Ste. Marie, Ont.

517. Damage in transit to shipment of seven barrels of apples from Delhi, Ont.,
to Rainy River, Ont., via Canadian Northern Railway.

518. Inadequate train service on Canadian Pacific Railway from Tilsonburg,
Ont., to Burwell, Ont.

519. Increase in freight rate on oil by Canadian railways from Petrolea, Sarnia,
Toronto and Hamilton, Ont., to points in Canada.

520. Proposed increase in freight rates on pulp'wood by railways in Canada.

521. Excessive freight rates of Canadian Pacific Railway between Okanagan
Valley and Pacific coast points.

REPORT OF THE COMMISSIONERS 179

SESSIONAL PAPER No. 20c

522. Excessive freight rates charged on a democrat spring wagon from Clarks-
burg, Ont., to Battleford, Sask.

523. Excessive freight rates on ycar of feed wheat by Canadian Pacific Railway
from Aylesburg, Sask., to Avonmore, Ont.

524. Delay by railways in settlement for goods lost or damaged in transit.

525. Proposed abrogation of joint milling in transit arrangements by Grand
Trunk Railway.

526. Shunting chajges of Canadian Pacific Railway between elevator and team
tracks at Winnipeg, Man.

527. Excessive freight rates charged by Atlantic and Lake Superior Railway
from Carleton, Ont., to Caplin, P.Q.

528. Freight rates charged by Canadian Pacific Railway on sugar shipments
from Vancouver, B.C., to Manitoba, Saskatchewan and Alberta points.

529. Condition of bridge of the Walkerton and Lucknow Railway over the Sa,ugeen
river opposite lot 71, north of Wellington street, toWn of Walkerton, Ont.

530. Excessive freight rates charged by railways on ties from Riviere du Loup
to Bennington, Vt.

531. Excessive freight rates of Canadian Pacific Railway from western points
to Murillo, Ont.

532. Excessive freight rates on hay shipments from points on the Montreal-
Ottawa section of the Canadian Pacific Railway.

533. Freight classification on shipment of wooden mantels, &c., via Canadian rail-
ways.

534. Application of mileage rates via railways from Ottawa, Ont., to points not
covered by regular tariffs.

535. Duties imposed by Canadian railways on operators.

536. Minimum carload weight exa.cted by Canadian Northern Railwa> on car
of oats ex Morinville, Alta.

537. Inadequate accommodation provided by express companies on shipments
from Essex, Ont. j

538. Freight classification by Canadian railways on fruit syrups in carload lots.

539. Delay in delivery of carload of grain via Grand Trunk Railway from
Chicago, 111., to, Iroquois, Ont.

540. Inadequate station accommodation provided by Grand Trunk Railway, Rea-
boro, Ont., al?o passenger rates charged by that company between Lindsay and
Reaboro.

541. Damage in transit to furniture shipments via Canadian railways.

542. Inadequate service provided by Dominion Express Company 'on shipments
to and from Sabrevois, P.Q. ►

543. Non-delivery of grain from Indian Head to Prince Albert, Sask., by Cana.-
dian Northern Railway.

544. Loss of cattle on right of way of Canadian Northern Railway at Dundum,
Sask.

545. Non-delivery of shipment of freight from Pinewood, Ont., to Vermillion,
Alta.; also overcharge on shipment of settlers' effects from Pinewood, Ont., to Hay-
distty, Ont.

546. Failure of Michigan Central Railroad and Hamilton, Grimsby and Beams-
ville Railway to provide through rates to and from points on their respective lines.

547. Increase in freight^ rates charged by Grand Trunk Railway on general mer-
chandise between Ottawa and Vars, Ont.

548. Increased rates on Canadian railways for stop-over privileges on milling
shipments.

549. Interswitching charge of Grand Trunk and Canadian Pacific Railways on
shipments of wheat at London, Ont.

20c— 12i

180 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

550. Delay in handling of two cars of frosted wheat shipped by Canadian Pacific
Railway from Girvin, Sask.

551. Excessive charge by Canadian Northern Railway on consignment of four
boxes of household goods from Port Arthur, Ont., to Lucknow, Ont.

552. Failure of Canadian Pacific Railway to deliver shipment of farm implements
shipped from La Crosse, Wis., to Wabigoon, Ont.

553. Overcharge on shipment of corn from Montreal, P.Q., account non-diversion
of car in transit.

554. Freight rates charged by Grand Trunlc Railway on shipment of sheep.

555. Excessive freight rates charged by railways in province of Saskatchewan.

556. Inadequate train service on the Eldorado branch of the Grand Trunk Rail-
way.

557. Refusal of the Canadian Pacific Railway to apply Sault Ste. Marie com-
modity rate on shipments to Espanola, Ont.

558. Inadequate accommodation for receiving and forwarding freight by railways
at St. George de Henryville, P.Q.

559. Failure of Canadian Pacific Railway to supply 40,000 lbs. capacity cars for
movement of wheat shipped from Belle Plaine station, Sask.

560. Excessive demurrage charges of Grand Trunk Railway on shipment to St.
Marys, Ont.

561. Closing of public highway by Canadian Pacific Railway between sections
8 and 9, range 4. west of the 2nd meridian, near Areola, Sask.

562. Discrimination in freight rates by Canadian Northern Railway on traffic
between Black Rock and Fort Erie, Ont.

563. Unsatisfactory train connection afforded by the Grand Trunk Railway in
the Niagara district.

564. Unsuitable ca,ttleguards provided by the Canadian Pacific Railway at Nan-
ton, Alta.

565. Excessive rates charged by express companies on produce from Delhi to
North Bay, Ont.

Si(»6. Failure of Quebec, Montreal and Southern Railway to provide proper train
connection at Longueuil, P.Q., for traffic to and from Sorel, St. Ours and Pierreville,

P.Q.

567. Blockade of Canadian Northern Quebec Railway Company's line affecting
traffic to and from Ponsonby, Amherst and Arundel, P.Q.

568. Discriminatory freight rates charged by Canadian Pacific Railway to and
from Red Deer, Alta., as against intermediate points between Calgary and Edmon-
ton, Alta., also refusal of railway to provide cars for movement of cattle to United
States points.

569. Discrimination in freight rates by Canadian Pacific Railway Company on
traffic to and from Estevan, Sask.

570. Failure of Ontario, Belmont and Northern Railway to operate its line of
railway. ^

571. Inadequate train service furnished by Grand Trunk Railway Company be-
tween Toronto and Malton, Ont.

572. Protest of York Lumber Company against the construction of bridge over
the St. John river by the Atlantic, Quebec and Western Railway at Tickle, Gaspe,
Que., in such manner as to interfere with the use of this stream for the passage of logs.

573. Practice of the Michigan Central Railroad of running their engines back-
ward between Amherstburg and Essex, Ont.

574. Excessive rates of Canadian Express Company on shipments from Prescott
to Toronto, Ont. ,

575. Failure of the Canadian Northern Quebec Railway to equip its Montfort
branch with snow plows to furnish train service for the movement of passengers

REPORT OF THE COMMISSIONERS ' " 181

SESSIONAL PAPER No. 20c

and freight traffic, also to provide station agents in the township of Montcalm, and
to keep its roadbed in proper condition.

576. Overcharge by the Canadian Pacific Railway on a car of lumber from Waldo
to Lethbridge, Alta.

577. Taking possession of lands, by Grand Trunk Railway Company, belonging to
J. C. Haddock, Wabaman, Alta., without full settlement.

678. Cancellation by Grand Trunk Railway Company of joint freight tariff with
Ottawa and New York Railway Company.

579. Practice of Michigan Central Railroad of charging shippers for large car
when standard car is ordered for shipments from Ingersoll, Ont.

580. Minimum carload weight of Canada Northern Railway re frosted wheat.

581. Loss of cattle on Canadian Pacific Railway near Togo, Sask., owing to poor
condition of fence along right of way and no cattle-guards.

582. Delays in shipments of cattle and hogs by Grand Trunk Railway Company
from Hanover, Ont.

583. Delay in delivery of car of frosted wheat from Regina, Sask.

584. Loss on consignment of cheese, damaged by frost, shipped by Grand Trunk
Railway Company from Belleville, Ont., to Portland, Me.

585. Condition of drainage along Canadian Pacific Railway right of way, south
side, in the village of Mountain.

586. Excessive freight charges on shipments of horses by Canadian Northern
Railway at Dauphin, Man.

587. Excessive freight rates charged by the Grand Trunk Railway on shipments
of coal to Haileybury, Ont.

588. Increase in freight rates on Canadian Pacific Railway on stone from Stony
Mountain quarry, Man.

589. Blocking of highway at Thornhill by trains of the Grand Trunk Railway.

590. Delay in delivery of shipments ..of freight by the Canadian Pacific Railway
"between Guelph, Ont., and Montreal, Que.

591. Insufficient passenger train service between Saskatoon and Asquith, and
also lack of station facilities at latter point.

592. Delay in delivery of shipment of cheese from Toronto to New Liskeard,
Ont., via Grand Trunk and Temiskaming a,nd Northern Ontario Railways.

593. Inadequate train service of Grand Trunk Railway between St. Hilaire and
Montreal, Que.

594. Delays in shipments of freight at Montreal, Que., terminals by ,the Canadian
Pacific Railway.

595. Increase in minimum carload weights charged ^by railways in Canada on
canned goods for export.

596. Increa.se made by the Canadian Pacific Railway Company's telegraph in
rates for associated press service supplying to daily papers in Kootenay district.

597. Excessive charges made by the Canadian Express Company on colt from
Guelph, Ont., to Harper, Iowa.

598. Discrimination by Canadian Pa.cific Railway in through rates from eastern
points to Brandon, Man.

599. Overhead bridge of Grand Trunk Railway at Belleville, Ont, and condition
of railway crossing within the city.

600. Inadequate car supply of Canadian Northern Railway on shipment of
lumber to Ninette, Man.

601. Delay in delivery of shipments of freight via Quebec, Montreal and South-
ern and Grand Trunk Railways from Sorel to Windsor Mills, Que.

602. Re refrigerator car shipments for Guelph, Ont.

603. Delay in forwarding and delivering baggage checked from Winnipeg, Man.,
to Swift Current, Sask.

182 RAILWAY COMMISSIONERS FOR CANADA

849 EDWARD VII., A. 190^

604. Inadequate facilities supplied for movement of live stock by Grand Trunk
from Bronte to Toronto and from Listowel to Bronte, Ont

605. Insufficient cattle-guards constructed by Atlantic, Quebec and Western Rail-
way on its line from Paspebiac to Port Daniel, Que.

606. Loss on Canadian Northern Railway at Makaroff, Man., of cattle through
failure of company to fence right of way and provide cattle-guards.

607. Delay in delivery of three cases of settlers' effects via Canadian Pacific
Tlailway, Cowichan, B.C.

REPORT OF THE COMMISSIONERS 183

SESSIONAL PAPER No. 20c

APPENDIX F.

, Ottawa, May 7, 1908.

A. D. Cartwright, Esq.,

Secretary Railway Coramission,
Ottawa., Ont.

Sir, — I beg to submit herewith a list of the examinations and inspections made
by the engineering department of the Board covering period from April 1, 1907, to
March 31, 1908.

I have the honour to be, sir.

Your obedient servant.

(Sgd.) GEO. A. MOUNTAIN,

Chief Engineer.

LIST OF INSPECTIONS MADE BY THE ENGINEERING DEPARTMENT
OF THE RAILWAY COMMISSION, APRIL 1, 1907, TO MARCH 31, 1908,
INCLUSIVE.

April 4, 1907. — Inspection of station grounds and road leading to station at St.
George, Ont., on the Grajid Trunk Railway.

April 8, 1907. — Inspection of highway crossings on the line of the Niagara, St.
Catharines and Toronto Railway from Thorold to a junction with the Toronto and
Hamilton Railway, in the township of Thorold, Ont., a distance of 5 '3 miles.

April 8, 1907. — Niagaja, St. Catharines and Toronto Railway for opening for
traffic for a distance of 5 '3 miles from Thorold, Ont.

April 9, 1907. — Inspection of Quebec, Montreal and Southern Railway bridge over
South river near Henryville, Que.

April 9, 1907. — Inspection of bridge on the Grand Trunk Railway, in the town
of Weston, Ont.

April 9, 1907. — Inspection of automatic bell at Westhill near point where the
Toronto and York Radial Railway crosses the main line of the Grand Trunk Railway.

April 10, 1907. — Inspection of proposed crossing of Essex Terminal Railway and
Windsor, Essex and Lake Shore Rapid Railway, on gravel road near Windsor, Ont.

April 12, 1907. — Inspection re car shortage and equipment on the Canadian
Northern Railway.

April 13, 1907. — Inspection of crossing of Montreal street railway by the Cana-
dian Northern Quebec Railway at Viauville, P.Q.

April 13, 1907. — Inspection of Armstrong & Cook property at La.chine in con-
nection with drainage.

April 13, 1907. — Inspection of crossing of Montreal street railway by the Point
St. Charles branch aof the Grand Trunk Railway at Notre Dame street, Montreal.

P.Q.

April 13, 1907. — Inspection of scene of accident which occurred on April 10,
1908, about 22 miles west of Chapleau, Ont., on line of the Canadian PacijSc Railway.

April 15, 1907. — Inspection of Grand Trunk Railway crossing by the Peterboro'
Radial Railway at Charlotte street, Peterboro', Ont.

April 16, 1907. — ^Inspection of interlocking plant at crossing of the Brandon.
Saskatchewan and Hudson Bay Railway, and the Canadian Northern Railway near
Wakopa.

184 RAILWAY COMMISSIONERS FOR CANADA

8-'9 EDWARD VII., A. 1909

April 18, 1907. — Inspection of Grand Trunk and Canadian Pacilic spur lines on
Mowat avenue, in the city of Toronto, Ont.

April 19, 1907.— Inspection of Windsor and Tecumseh Kailway overhead cross-
ing of the Grand Trunk Eailway at Sandwich street, in the town of Walkerville, Ont.

April 20, 1907. — Inspection of Canadian Pacific Eailway as to protection of
bridges over the Assiniboine river at Headingly and St, James.

April 25, 1907. — Inspection of road crossing near mile 98 on the McLeod branch
of the Canadian Pacific Railway.

April 29, 1907. — Inspection of highway and street crossings at Claresholme. Alta..
on the McLeod branch of the Canadian Pacific Railway.

May 2, 1907. — Inspection of main line of Canadian Pacific Railway between
Wolseley and Sintaluta, Sask., as to fencing.

May 9, 1907. — Inspection of roadbed on the Canadian Northern Railway between
Morris and Sommerset (Miami branch).

May 10, 1907. — Inspection of Canadian Northern Railway at Sommerset sta-
tion as to notices required to be set up under subsection 3, section 274 of the Rail-
Avay Act.

May 11, 1907. — Inspection of electric alarm bell at Scarboro' crossing or what
lis known as the Kingston road crossing.

May 11, 1907. — Railway crossing at Yonge sereet, in the city of Toronto, Ont.

May 11, 1907. — Inspection of Grand Trunk Railway crossing over Dufferin street
in the city of Toronto, Ont.

May 11, 1907. — Inspection of proposed location of second track of the Grand
Trunk Railway from North Parkdale to Toronto Junction.

May 14, 1907. — Inspection road crossing on the Pembina branch of the Canadian
Pacific Railway.

May 15, 1907. — Inspection of interlocking plant a.t crossing of Napierville Junc-
tion Railway with Grand Trunk Railway at Lacolle.

May 16, 1907. — Inspection of street crossings in the town of Farnham, Que., on
the line of the Canadian Pacific Railway and the Central Vermont Railway.

May 16, 1907. — Inspection of Grand Trunk Railway (Canada Atlantic Railway)
from St. Louis to Aubrey, P.Q.

May 16, 1907. — Inspection of interlocking plant at Carroll, at crossing of the
BrajLdon, Saskatchewan and Hudson Bay Railway and Canadian Pacific Railway.

May 16, 1907. — Inspection of interlocking plant at Minto crossing of the Cana-
dian Northern Railway and the Brandon, Saskatchewan and Hudson Bay Railway.

May 16, 1907. — Inspection of interlocking plant at Boissevainn crossing of the
Canadian Pacific Railway and the Brandon, Saskatchewan and Hudson Bay Railway.

May 20, 1907. — Inspeteion of farm crossing of J. B. Kennedy, M.P., at mile 2-6
on the Ottawa-Prescott line of the Canadian Pacific Railway.

May 21, 1907. — Inspection of branch line of the Niagara, St. Catharines and
Toronto Railway from Thorold to Fonthill, a distance of 6*8 miles.

May 21, 1907. — Inspection of interlocking plant at Caxberry, Man., crossing of
the Canadian Pacific Railway and Canadian Northern Railway.

May 22, 1907. — Inspection of level crossing of Grand Trunk Railway at Bowen
road, in the township of Bertie, Ont.

May 22, 1907. — Inspection of level crossing of Wilson street by main line of the
Grand Trunk Railway, in the city of Woodstock, Ont.

May 22, 1907. — Inspection of crossing of highways on 12th and 13th lines by
Canadian Pacific Railway, in township of Blandford, Ont.

May 22, 1907. — Inspection of Brantford and Hamilton Railway, from east town
line to Market street in the city of Brantford, Ont.

May 22, 1907. — Inspection of interlocking plant at Findlay, Man., crossing the
Canadian Northern Railway (Hartney branch), and the Canadian Pacific Railway
(Areola branch).

REPORT OF THE COMMISSIONERS 185

SESSIONAL PAPER No. 20c

May 23, 1907.— Interlocking plant in the parish of St. James, Man., crossing the
Canadian Pacific Eailway (Souris branch) and the Cana^'iian ISTorthern Eailway.

May 25, 1907. — Inspection of interlocking plant in the parish of St, James, Man.,
crossing the Canadian Northern Eailway (Oak Point section) and the Canadian
Pacific Eailway main line.

May 30, 1907. — Inspection of the crossing of the Canadian Northern Eailway at
Cascades and Church streets, Parry Sound, Ont.

May 30, 1907. — Inspection of connection between Canadian Northern Eailway
and Grand Trunk Eailway at Falding, Ont.

May 30, 1907. — Inspection of Canadian Pacific Eailway (Winnipeg branch),
municipality of St. Paul's, as to construction of t-wo culverts and ditches across the
right of way.

June 5, 1907. — Inspection of double track of the Canadian Pacific Eailway (Ken-
ora section), from Whitemouth (mile 71*6) to Molson (mile 87-6) for opening for
traffic.

June 5, 1907. — Inspection of double track of the Canadian Pacific Eailway
(Ignace section) for opening for traffic from Eagle, mile 80*1 to mile 84-0.

May 5, 1907. — Inspection of double track, Canadian Pacific Eailway (Kenora
section) for opening for traffic from mile 45 '0 to mile 39 -4.

June 5, 1907. — Inspection of double track, Canadian Pacific Eailway (Ignace
section) from mile 84 to Vermillion, mile 90 -1, for opening for traffic.

June 5, 1907. — Inspection of street crossings in town of Strathroy, Ont., by the
Grand Trunk Eailway.

June 6, 1907. — Inspection of drainage on farm, J. E. Souley, on the line of the
Grand Trunk Eailway, about one mile east of station at Blackwater Junction.

June 6, 1907. — Inspection of culvert under track of the Grand Trunk Eailway,
in township of Bertie, Ont.

June 7, 1908. — Inspection of farm crossing of George Church on the Gatineau
branch of the Canadian Pacific Eailway,

June 11, 1907. — Inspection of railway crossings over streets in the town of Inger-
soll, Ont.

June 12, 1907. — Inspection of double track of Canada Southern Eailway, from
Waterf ord to Hagersville, a distance of 12 -75 miles, and from Bridgeburg to Niagara
Falls, a distance of 2 -10 miles, for opening for traffic.

June 12, 1907. — Inspection of trestle at mile 114 '1, on the Canadian Pacific Eail-
way, just east of the Eideau river, at Merrickville, Ont,

June 18, 1907. — Inspection of location of the Vancouver, Victoria and Eastern
Eailway, in the municipality of Delta, B.C., a.s to the changing of the Larder high-
way,

June 18, 1907. — Inspection of condition of track of Canada Southern Eailway
from Niagara-on-the-Lake to Niagara Eajls, a distance of 15 miles,

June 19, 1907. — Inspection of revised location, of the Canadian Northern Ontario
Eailway, through the town of Hawkesbury, Ont.

June 19, 1907. — Inspection of Sudbury-Ivleinburg branch of the Canadian Pacific
Eailway from Craighurst to Bala.

June 21, 1907. — Inspection of Central Vermont Eailway from St. Lambert to
Waterloo, Que.

June 25, 1907. — Inspection of Orford Mountain Eailway.

June 26, 1907. — Inspection of Canadian Pacific Eailway trestle at Pembroke, Ont.

June 29, 1907. — Inspection of proposed level crossing at Garafraxa street in the
town of Durham, Ont., by the Walkerton and Lucknow Eailway (C.P.E.).

July 3, 1907.— Inspection of Central Vermont Eailway bridge over the Eichelieu
river bridge at St. Johns, P.Q,

July 3, 1907, — Inspection of Quebec, Montreal and Southern Eailway.

186 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

July 8, 1907. — Inspection of power transmission line work of Windsor, Essex and
Lake Shore Rapid Railway, at Essex, Ont.

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossing of
the Canadian Pacific Railway on Queen street east, Toronto, On,t,

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossings of
Canadian Northern Railway on Queen street east, Toronto, Ont.

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossings of
the Grand Trunk Railway, on Queen street east, Toronto, Ont.

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossings of
the Canadian Pacific Railway, in the northwest part of Toronto, near Toronto and
Niagara Power Company's substation.

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossings of
the Canadian Pacific Railway, near exhibition grounds, Toronto, Ont.

July 9, 1907. — Inspection of Toronto Electric Light Company's line crossings of
railways at Queen street west viaduct, Toronto, Ont.

July 9, 1907. — Inspection of Napierville Junction railway crossing of the Cana-
dian Pacific Railway, near St. Constant, P.Q.

July 10, 1907. — Inspection of proposed diversion of the St. Eoye road, and cross-
ing of the St. Louis road by the Canadian Northern Quebec Railway at Quebec.

July 15, 1907. — Inspection of New Brunswick Southern Railway, from St. John
to St. Stephen, a distance of 82 miles.

July 23, 1907. — Inspection of farm crossing of B. Nantel on the line of the Cana-
dian Northern Quebec Railway, near mileage 3, between St. Jerome and St. Sauveur,
P.Q.

July 23, 1907. — Inspection of farm crossing of I. Boisclaire on the St. Jerome-
Montfort branch of the Canadian Northern Quebec Railway, near mileage 8.

July 23, 1907. — Inspection of farm crossing of J. Chartrand on the St. Jerome-
Montfort branch of the Canadian Northern Quebec Railway, near mileage 7.

July 23, 1907. — Inspection of farm crossing of J. B. Leblanc on the St. Jerome-
Montfort branch of the Canadian Northern Quebec Railway, near mile 4.3.

July 23, 1907. — Inspection of farm crossing of Madame Pluoife on the St. Jerome-
Montfort branch of the Canadian Northern Quebec Railway, mile 15.

July 26, 1907. — Inspection of bridge across Kebsquashing River on the line of
the Canadian Pacific Railway, one and a half miles east of Chapleau, Ont.

July 27, 1907. — InsjDection of south bank branch of the Lachine Canal of the
Ontario and Quebec Railway, from Highlands to station 314, near the premises of the
Canada Sugar Refinery Company.

July 31, 1907. — Inspection of culverts on the line of the Grand Trunk Railway,
east of Coteau station.

July 31, 1907. — Inspection of proposed spur to Pilon's brickyard at Casselman,
Ont.

August 5, 1907. — Inspection of Innerkip Telephone Association's line crossing
the Canadian Pacific Railway at Innerkip, Ont.

August 7, 1907. — Inspection of proposed extension of highway dividing the 2nd
concession from the 3rd range of the township of Grantham near Drummondville, Que.

August 10, 1907. — Inspection of People's Telephone Company's line crossing the
Canadian Pacific Railway at Lennoxville, Que.

August 14, 1907. — Inspection of track on the Canadian Pacific Railway (Teulon
branch) from mile 37*7 to Komora, mile 46-5, for opening for traffic.

August 20, 1907. — Inspection of track on the Vancouver, Victoria and Eastern
Railway from Chopoka, at the international boundary, to Keremosa, B.C., a distance
of 17 miles, for opening for traffic.

August 22, 1907. — Inspection of farm crossing of J. Barr, of Blyth, Ont., on the
line of the Guelph and Goderich Railway.

August 22, 1907. — Inspection of highway crossings on the line of the Guelph and
Goderich Railway, mile 20 to 30, in the township of Wellesley, Ont.

REPORT OF TEE COMMISSIONERS 187

SESSIONAL PAPER No. 20c

August 22, 1907. — Inspection of highway crossings on the line of the Guelph and
Goderich Railway in the township of Elma, Ont.

August 22, 1907. — Inspection of highway crossings on the line of the Guelph and
Goderich Railway in the township of Mornington, Ont.

August 26, 1907. — Inspection of Canadian Pacific Railway, diversion near Ante-
lope, Alta., from mile 26 to mile 23 -8, for opening for traffic.

August 27, 1907. — Inspection of Canadian Pacific Railway (Crow's Nest branch),
near Cowley, Alta., as to cattle-guards.

August 27, 1907. — Inspection of Canadian ISTorthern Railway (Prince Albert-
Regina branch), for a distance of 249*3 miles, as to roadbed.

August 27, 1907. — Inspection of crossing of the Guelph Radial Railway by the
Guelph and Goderich Railway at Guelph, Ont.

August 28, 1907. — Inspection of Canadian Northern Railway (Prince Albert-
Regina branch), at Dundurn, Sask., as to fences.

August 28, 1907. — Inspection of Canadian Northern Railway (from Prince Albert
to Gilbert Plains, a distance of 360 miles, as to roadbed.

August 28, 1907. — Inspection of Canadian Northern Railway at Valparaiso, Sask.,
as to a siding replaced.

September 3, 1908. — Inspection of location of Grand Trunk Railway, across farm
of S. B. Carew, about three miles east of Omemee Junction.

September 4, 1907.— Inspection of proposed diversion of the highway from mile
8.14 to mile 8.38 on the line of the Georgian Bay and Seaboard Railway in the town-
ship of Tay, Ont.

September 4, 1907. — Inspection of highway crossings on the line of the Georgian
Bay and Seaboard Railway in the township of Tay, Ont.

September 5, 1907. — Inspection of street crossings in the town of Belleville, Ont.

September 7, 1907. — Inspection of Canadian Pacific Railway, south of Battle-
ford, as to a farm undercrossing on the southeast quarter of section 40 — 20 — 22 west
of the third, Saskatchewan.

August 9, 1907. — Inspection of Windsor, Essex and Lake Shore Rapid Railway
from Windsor to Kingsville for opening for traffic.

August 12, 1907. — Inspection of Canadian Pacific Railway (Pheasants Hill
branch) from Strasburg, mile 0, to Nakomis, mile 31*2.

August 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Ontario Railway, in township of York, Ont.

August 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Ontario Railway in the township of Markham, Ont.

August 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Railway in township of Whitchurch, Ont.

August 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Ontario Railway in township of East Gwillimbury, Ont.

August 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Ontario Railway in township of Thorah, Ont.

September 13, 1907. — Inspection of ^highway crossings on the line of the Cana-
dian Northern Ontario Railway, in township of Mara, Ont.

September 13, 1907. — Inspection of highway crossings on the line of the Cana-
dian Northern Ontario Railway, in township of Georgina, Ont.

September 13, 1907. — Inspection of highway crossings on the line of the Canadian
Northern Ontario Railway, in township of Scott, Ont.

September 13, 1907. — Inspection of Canadian Northern Ontario Railway, from
Parry Sound to Still river, a distance of 44 miles, for opening for traffic.

September 27, 1907. — Inspection of Grand Trunk Pacific Railway between Port-
age la Prairie, mile 54*1, to Rae, mile 176:0, for opening for traffic.

September 28, 1907. — Inspection of Canadian Pacific Railway, second track from
Kakabeka to Kaministiquia, for opening for traffic.

188 RAILWAY COMMISSIONERS FOR CANADA

8-^ EDWARD VII., A. 190<li

October 1, 1907. — Inspection of Canadian Pacific Eailway double track (Kenora
section), Molson cut-off, from Wliittier Junction, mile 124-1, to Molson, mile 87-1,
for opening for traffic.

October 1, 1907. — Inspection of Canadian Pa.cific Eailway, double track (Kenora
section) from Dagero, mile 39:5, to Eennie, mile 51-7.

October 1, 1907. — Inspection of Canadian Pacific Eailway double track (Kenora
section) from Manitoba boundary (mile 31-2) to mile 33, for opening of traffic.

October 2, 1907. — Inspection of Canadiaxi Pacific Eailway, double track (Ignace
section) from mile 71 to Eagle, mile 80-1, for the opening for traffic.

October 7, 1907. — Inspection of Grand Trunk Eailway, spur line in the town of
St. Lambert, P.Q.

October 9, 1907. — Inspection of Canadian, Northern Eailway at Dundurn, Sask.,
as to road crossing.

October 10, 1907. — Inspection of location Atlantic, Quebec and Western Eailway.

October 10, 1907. — Inspection of location Atlantic and Lake Superior Eailway,

October 10, 1907. — Inspection of location of St. Omer station on the Atlantic,
Quebec and Western Eailway.

October 11, 1907. — Inspection of Canadian Pacific Eailway, diversion at Cum-
mings from mile 108 -8 to mile 110 for opening for traffic.

October 16, 1907. — Inspection of crossing of the Grand Trunk Eailway by the
Canadian Pacific Eailway, a short distance from the asylum at London, Ont.

October 16, 1907. — Inspection of interlocking appliances at crossing of the Grand
'Trunk Eailway, by the Canadian Pa.cific Eailway, a short distance east of St. Thomas,
Ont.

October 18, 1907. — Inspection of proposed extension of George street across the
track of the Grand Trunk Eailway at Peterborough, Ont.

October 23, 1907. — Inspection of condition of track on the Canadian Pacific
Eailway from Mile End to St. Jerome, a. distance of 29 miles.

October 23, 1907. — Inspection of Canadian Pacific Eailway at St. Boniface as to
location of new station.

October 26, 1907. — Inspection of Canadian Pacific Eailway double track (Fort
William section) between Kaministiquia, mile 23, to Sunshine, mile 28*8, for open-
ing for traffic.

October 27, 1907. — Insi)ection of Canadian Pacific Eailway double track (Kenora
section) from Eennie, mile 51:7, to Whitemouth, mile 71-6, for opening for traffic.

October 27, 1907. — Inspection of Canadian Pacific Eailway double track (Fort
William section) from mile 0 to mile 3, for opening for traffic.

October 27, 1907. — Inspection of Canadian Pacific Eailway double track (Ignace
section) from Eagle, mile 80-1 to mile 84-0.

October 29, 1907. — Inspection of Canadian Northern Ontario Eailway in the
town of Hawkesbury, Ont.

October 30, 1907. — Inspection of interlocking appliances at crossing of the Grand
Trunk Eailway by the Canadian Pacific Eailway, near Hurdman's Bridge, Ont.

November 2, 1907. — Inspection of location of the Chatham, Wallaceburg and
Lake Erie Eailway on Queen street, Chatham, Ont.

November 5, 1907. — Inspection of derails at crossing of the Montreal street rail-
way by the Chateauguay and Northern Eailway on Ontario street, in the city of
Montreal, P.Q.

November 6, 1907. — Inspection of Canadian Pacific Eailway (Kincorth division)
from mile 101 -4 to mile 103 -1, for the opening for traffic.

November 6, 1907. — Inspection of Fuller's Crossing on the line of the Canadian
Pacific Eailway, about one mile south of Cowansville, Que.

November 6, 1907. — Inspection of bridge No. 96:2 on the line of the Canadian
Pacific Eailway (Sherbrooke section) at Eastman, P.Q.

REPORT OF THE COMMISSIONERS 189

SESSIONAL PAPER No. 20c

November 7, 1907. — Inspection of Canadian Northern Quebec Railway, from a
point on the Great Northern Eailway, near St. Jerome to a junction with the con-
structed line of the Montfort division of the Canadian Northern Quebec Railway,
near St. Sauveur, a distance of 15 -2 miles.

November 7, 1907. — Inspection of farm crossing of Joseph Foisy, lots 76 and 77
on the St. Jerome-]\lontfort branch of the Canadian Northern Quebec Railway.

November 7, 1907. — Inspection of farm crossing of Felix Beausejour, lot 75, on
the St. Jerome-Montfort branch of the Canadian Northern Quebec Railway.

November 7, 1907. — Inspection of cattle pass on farm of N. Latour, lot 72, St.
Jerome-Montfort branch of the Canadian Northern Quebec Railway.

November 7, 1907. — Inspection of farm crossing of Joseph Chartrand nea.r mile-
age 7, St. Jerome-Montfort branch of the Canadian Northern Quebec Railway.

November 7, 1907. — Inspection of farm crossing, M. Francoeur, lots 432 and 433,
mile G "5 on the St. Jerome-Montfort branch of the Canadian Northern Quebec Rail-
way.

November 7, 1907. — Inspection of farm crossing, A. Paqu^tte, lots 70 and 71,
near mile 14, on the St. Jerome-Montfort branch of the Canadian Northern Quebec
Railway.

November 11, 1907. — Inspection of crossings and proposed crossing of C. E.
Naylor's electric light wires over Windsor, Essex and Lake Shore Rapid Railway at
Essex, Ont.

November 13, 1907. — Inspection of Canadian Pacific Railway (Pheasants Hill
branch) from Nakomia, mile 125 -5 to Lanigan, mile 148 -7, for opening for traffic.

November 16, 1907. — Inspection of Canadian Pacific Railway double track (Ignace
section) from Ingolf, mile 31.2, to Dagero, mile 39.5, for opening for traffic.

November 16, 1907. — Inspection of Canadian Pacific Railway double track (Ignace
section) from mile 133.4 to mile 140.9, for opening for traffic.

November 16, 1907. — Inspection of Canadian Pacific Railway double track (Ignace
section) from mile 63.5 to mile 71.0, for opening for traffic.

November 18, 1907. — Inspection of Canadian Pacific Railway, Lyleton branch,
as to track condition.

November 18, 1907. — Inspection of crossing of the Canadian Pacific Railway by
the Canadian Northern Railway at Romford, Ont.

November 18, 1907.- — Inspection of interlocking appliances at crossings of Lake
Erie and Detroit River Railway by the Windsor, Essex and Lake Shore Rapid Rail-
way at Pelton, Ont.

November 19, 1907. — Inspection of Canadian Pacific Railway crossing tracks of
the Grand Trunk Railway about one mile west of Woodstock station, Ont.

November 19, 1907. — Inspection of Canadian Pacific Railway, near Kisby, Sask.,
as to location of cattle-guards.

November 20, 1907. — Inspection of King street crossing, Waterloo, by the Elmira
branch of the Grand Trunk Railway.

November 20, 1907. — Inspection of crossing of spurs of the Grand Trunk Rail-
way by spurs of the Preston and Berlin Railway on Wilmot and Joseph streets in the
town of Berlin, Ont.

November 20, 1907. — Inspection of Grand Trunk Railway, crossing of Waterloo
road about three miles south of Guelph Junction, Ont.

November 21, 1907. — Inspection of interlocking appliances at crossing of main
line of the Canadian Pacific Railway by the Canadian Northern Railway at Rom-
ford, Ont.

November 21, 1907. — Inspection of extension of highway across the Canadian
Pacific Railway at the village of Markstay, Ont.

November 21, 1907. — Inspection of Cataract Electric Company's wires crossing
Canadian Pacific at Orangeville, Ont.

190 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

November 21, 1907. — Inspection of Cataract Electric Comxjany's wires crossing
Canadian Pacific at Alton, Ont.

November 21, 1907. — Inspection of Cataract Electric Company's wires crossing
Canadian Pacific Railway at Cataract, Ont.

November 22, 1907. — Inspection of crossing of Canadian Pacific Railway, second
track over Winchester street, in the city of Toronto, Ont.

November 25, 1907. — Inspection of Canadian Northern Railway (Brandon-Regina
branch) from mile 0 to mile 206, for opening for traffic.

November 26, 1907. — Inspection of Quebec, Montreal and Southern Railway
system-
November 27, 1907. — Inspection of Atlantic, Quebec and Western Railway
system.

December 2, 1907. — Inspection of interlocking plant at crossing of the Grand
Trunk Pacific Railway and the Canadian Pacific Railway (Miniota branch) near
Forrest, Man.

December 2, 1907. — Inspection of interlocking plant at crossing of the Grand
Trunk Pacific and the Canadian Pacific Railway, Varcoe branch.

December 2, 1907. — Inspection of interlocking plant at crossing of the Grand
Trunk Pacific Railway and the Canadian Northern Railway, Carberry branch.

December 4, 1907. — Inspection of Union station grounds at Toronto, Ont.

December 4, 1907. — Inspection of switch of Toronto, Hamilton and Buffalo Rail-
way, on Hunter street, Hamilton, Ont.

December 4, 1907. — Inspection of crossing of Grand Trunk Railway by the
Canadian Pacific Railway near Toronto Junction, Ont.

December 5, 1907. — Inspection of Grand Trunk Railway, highway crossing at the
south end of the town of Chesley, Ont.

December 5, 1907. — Inspection of Canadian Northern Railway, in the town of
Manville, Alta., as to crossings.

December 6, 1907. — Inspection of street crossings by the Walkerton and Lucknow
Railway in the town of Durham, Ont.

December 7, 1907. — Inspection of Canadian Pacific Railway in the town of Mc-
Lean, Sask., as to crossings.

December 7, 1907. — Inspection of interlocking plant where the Grand Trunk
Pacific Railway crosses the double track of the Canadian Pacific Railway and the
Canadian Northern Railway at West Fort William, Ont.

December 11, 1907. — Inspection of Canadian Pacific Railway (Medicine Hat
section) of Cummings' diversion from mile 103-1 to mile 106-8, for opening for traffic.

December 13, 1907. — Inspection of Brantford and Hamilton Railway from the
village of Ancaster to Brantford, a distance of 6-5 miles, for opening for traffic.

December 13, 1907. — Inspection of overhead bridge of the Grand Trunk Railway
just west of station at Merritton, Ont.

December 17, 1907. — Inspection of location of the Atlantic, Quebec and Western
Railway on Port Daniel beach. Que.

December 19, 1907. — Inspection of Canada Car Company's telpherage system
crossing the Grand Trunk Railway (Lac!hine Canal spur) near the works of the
Canada Car Company.

December 27, 1907. — Inspection of Grand Trunk Pacific Railway, near town
of Arrow River, as to converting a present level crossing into a subway.

December 28, 1907. — Inspection of automatic railway signals at Drummondville,
Que.

December 31, 1907. — Inspection of Canadian Pacific Railway, main line (Fort
William section), as to road allowance crossing near mile 8.

December 31, 1907. — Inspection of Canadian Pacific Railway, main line (Fort
William section), as to road allowance crossing at mile 4.9.

December 31, 1907. — Inspection of Canadian Pacific Railway, main line (Fort
William section), as to road allowance crossing at mile 14.5.

REPORT OF TEE COMMISSIONERS 191

SESSIONAL PAPER No. 20c

December 31, 1907. — Inspection of Canadian Pacific Eailway, main line (Fort
William section), as to road allowance crossing at mile 13.4.

December 31, 1907. — Inspection of Canadian Pacific Eailway, main line (Fort
William section), as to road allowance crossing at mile 3.6 and 4.0.

December 31, 1907. — Inspection of Canadian Pacific Eailway, main line (Fort
William section), as to road allowance crossing at mile 17.3.

January 3, 1908. — Inspection of New Brunswick Southern Eailway from St.
John to St, Stephen, N.B., a distance of 82 miles.

January 6, 1908. — Inspection of Mount Mackay and Kakabeka Falls Eailway,
crossing tracks of the Canadian Northern Eailway at Francis street. Fort William
Ont.

January 6, 1908. — Inspection of Mount Mackay and Kakabeka Falls Eailway
crossing the tracks of the Canadian Pacific Eailway at McTavish street, Fort William,
Ont.

January 6, 1908. — Inspection Mount Mackay and Kakabeka Falls Eailway, cross-
ing at gra.de the Grand Trunk Pacific Eailway, at Montreal and Young streets, and
the Canadian Pacific Eailway at Young street; the Canadian Northern at Young
street, in the town of Fort William, Ont.

January 8, 1908. — Inspection of crossing of the Windsor, Essex and Lake Shore
Eapid Eailway and Michigan Central Eailway, on Talbot street, in the town of
Essex, Ont.

January 8, 1908. — Inspection of location of the Windsor, Essex and Lake Shore
Eapid Eailway.

January 9, 1908. — Inspection of Chatham, Wallaceburg and Lake Erie Eailway,
crossing Canadian Pacific Eailway, at Ealeigh street, and the Grand Trunk Eailway
at William street, Chatham, Ont.

January 9, 1908. — Inspection of crossing of Windsor and Tecumseh Eailway
over the Grand Trunk Eailway, at Sandwich street, Walkerville, Ont.

January 11, 1908. — Inspection of interlocking plant at Morden crossing of the
Midland Eailway of Manitoba and the Canadian Pacific Eailway.

January 17, 1908. — Inspection of pile trestle bridge across the Eichelieu river at
St. Johns, P.Q., on the line of the Central Vermont Eailway.

January 17, 1908. — Inspection of Central Vermont Eailway lines in Canada.

January 20, 1908. — Inspection of crossing of the Grand Trunk Eailway by the
Ottawa Electric Eailway on Queen street, Ottawa.

January 21, 1908. — Inspection of crossing of the Canadian Pacific Eailway by
the Thessalon Lumber Company at Thessalon, Ont.

January 21, 1908. — Inspection of grade revision on the Canadian Pacific Eailway,
between Markstay and Stinson on the Lake Superior division.

January 22, 1907. — Inspection of town of Thorold crossing the tracks of the
Niagara, St. Catharines and Toronto Eailway by means of a water pipe.

January 22, 1908. — Inspection of highway crossing on the Toronto, Hamilton and
Buffalo Eailway, one mile east of station at Jerseyville, Ont.

January 22, 1908. — Inspection of Fournier street extension over the Canadian
Pacific Eailway yards at Sault Ste. Marie, Ont.

January 23, 1908. — Inspection of Canadian Northern Eailway (Prince Albert
branch) at Lumsden, Sask., as to fencing.

January 24, 1908. — Inspection of Canadian Northern Eailway, Hutton branch,
from Sudbury .Junction to Moose Mountain mines, a distance of 27 miles, for open-
ing for trafiic.

January 24, 1908. — Inspection of Canadian Northern Eailway, from Canadian
Pacific Eailway crossing near Eomford, to Sudbury, a distance of ten miles, for open-
ing for traffic.

January 29, 1908. — Inspection of Lemire system of block signalling.

192 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

January 31, 1908. — Quebec, Montreal and Southern Railway through the Picoudi
range south of St. Robert station.

February 1, 1908. — Inspection of Canadian Pacific Railway (Pheasant Hill
branch) opening for freight traffic from Lanigan, mile 254*5.

Pebruary 3, 1908. — Inspection of Canadian Northern Quebec Railway crossing
of Montreal Street Railway, on Ontario street, near Valois avenue, Montreal, P.Q.

February 11, 1908. — Inspection of town of Thorold water pipes under the Nia-
gara, St. Catharines and Toronto Railway at Thorold, Ont.

February 12, 1908. — Inspection of horseshoe curve at Caledon station on the Owen
Sound branch of the Canadian Pacific Railway.

February 12, 1908. — Inspection of crjossing of the Grand Trunk Railway by the
Hamilton Street Railway, a.t the intersection of Ferguson ave. and Barton street, in
the city of Hamilton.

February 13, 1908. — Inspection of layout of the Canadian Pacific Railway tracks
in the town of Orangeville, Ont.

February 12, 1908. — Inspection of crossing of stone road by the Brantford and
Haniilton Railway, one mile west of Cainsville, Ont.

February 12, 1908. — Inspection of Yukon ad Pacific (N.C.R.) from Edmonton to
Strathcona, a distance of ten miles, for opening for traffic.

February 13, 1908. — Inspection of interlocking appliances at crossing of the Pere
Marquette Railroad by the Windsor, Essex and Lake Shore Rapid Railway, one mile
east of Kingsville, Ont.

February 13, 1908. — Inspection of interlocking appliances at crossing of Pere
Marquette Railroad by the Windsor, Esex and Lake Shore Rapid Railway at Lands-
downe avenue, Kingsville, Ont.

February 14, 1908.^Inspection of crossing of Garth street, Hamilton, by the
Toronto extension of the Toronto, Hamilton and Buffalo Railway.

February 14, 1908. — Inspection of Grand Trunk Pacific Railway in connection
with location of bridge and line over a bay in Lake Wabamun, Alta.

February 15, 1908. — Inspection of Canadian Northern Railway, at Chipman and
Lament, as to cattle-guards and fencing.

January 20, 1908. — Inspection of Canadian Pacific Railway (Edmonton branch)
as to highway crossings at Crossfield, Alta.

February 25, 1908. — Inspection of crossings over the tracks of the Wellington
Colliery Company and the Esquimalt and Nanaimo Railway west of Ladysmith, B.C.

February 25, 1908. — Inspection of station grounds of the Grand Trunk Railway
at Dundas, Ont.

February 27, 1908. — Inspection of trestle of the Walkerton and Lucknow Rail-
way across the Saugeen River in the town of Walkerton, Ont.

March 2, 1908. — Inspection of cattle-guards on the line of the Vancouver, West-
minster and Yukon Railway between "Vancouver and New Westminster, B.C.

March 2, 1908. — Inspection of Canadian Pacific Railway, at Mission Junction,
B.C., in connection with the changing of the location of the station.

March 5, 1908. — Inspection of British Columbia Southern Railway (Canadian
Pacific Railway) for opening for traffic near Sparwood, B.C.

March 6, 1908. — Inspection of Grand Trunk Railway, crossing of the Water-
down road by means of an overhead bridge, township of East Flamboro, Ont.

March 11, 1908. — Inspection of interlocking appliances at Canadian Pacific Rail-
way, crossing of the Grand Trunk Railway, at Lennoxville, P.Q.

March 11, 1908. — Inspection of bridge 96.2 on the line of the Canadian Pacific
Railway in the village of Eastman, P.Q.

March 14, 1908. — Inspection of farm crossing of W. T. & B. Miller, lot 10, con-
cession 4, township of Bertie, on the Michigan Central Railway, near Niagara Junc-
tion, Ont.

REPORT OF THE COMMISSIONERS 193

SESSIONAL PAPER No. 20c

March 14, 1908. — Inspection of Canadian Pacific Railway (Pheasant Mill branch)
for the opening of freight traffic from Lanigan to Asquith.

March 20, 1908. — Inspection of Canadian Pacific Railway (Mission branch) as
to cattle-guards.

March 20, 1908. — Inspection of crossings of highways by the Walkerton and Luck-
now Railway at Durham, Ont.

March 21, 1908. — Inspection of Reid street corssing of the Grand Trunk Rail-
way in the city of Peterborough, Ont.

March 21, 1908. — Inspection of extension of George street across the Grand Trunk
Railway, in the city of Peterborough, Ont.

March 25, 1908. — Inspection of Canadian Northern Railway as to fencing the
right of way between Roblin and Togo.

March 26, 1908. — Inspection of Canadian Northern Railway as to fencing the
right of way between Togo and Runnymede.

March 26, 1908. — Inspection of Canadian Northern Railway at Priiice Albert
as to protection at the crossing at Broadway street and First avenue.

March 27, 1908. — Inspection of subway at mile post 124.96 on the line of the
Grand Trunk Railway at Brockville, Ont.

March 28, 1908. — Inspection of Canadian Northern Railway main line near
Kamsack, as to highway crossing.

March 28, 1908. — Inspection of Canadian Northern Railway at Togo, Man., as
to crossings and station platforms.

20c— 13

194 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

APPENDIX G.

EEPOKT OF THE INSPECTOE OF ACCIDENTS OF THE BOARD.

Ottawa, May 19, 1908.
A. D. Cartwright, Esq.,

Secretary of the Board of

Railway Cominissioners for Canada,
Ottawa.
Dear Sir, — I have the honour to submit herewith my report showing the num-
ber of persons killed and injured in train accidents during the period commencing
April 1, 1907, and ending March 31, 1908, as per reports furnished by the railway
companies in accordance with the Railway Act.

During the above period 529 persons were killed and 1,309 injured, classified as

follows ; —

Killed. lujured.

Passengers 64 326

Employees 246 806

Other persons 219 177

529 1,309

Investigations were made of 501 accidents and reported to the board. Synopsis
of prominent train accidents investigated are herein quoted.

Yours truly,

(Sgd.) ED. C. LALONDE,

Chief Inspector of Accidents.

REPORT OF THE COMMISSIONERS
SESSIONAL PAPER No. 20c

195

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Statement showing the character of accidents on various railways in Canada for year

ending March 31st, 1908.

Passengers.

Employees.

Other
Persons.

Total.

Character of Accident.

'6

'a
1— 1

213
13

1

1

'c

1— 1

-a*

u
3

"a

h- 1

1

a

M

Derailment

25
13

19
19

55
36

44

32

6

5

1

44

7

92

61

31

15

5

4

3

5

268

Head-on jollision

6

"'44

2

92

51

2

5

""47

1

53

'" i

49

Stealing ride

5

While shunting

1

5
1

11

12

Riding on cars

Highway crossing

47

Falling off freight cars ,

Trespassing

Body found on track or bridge

3

"26

5
....

29
15

"4
3

39

""74
4

2

8

40
53

While switching

95

Pitch-in with hand car

4

Died in train, natural cause

5

Working under cars ....

2

Struck looking out of cab window •

"4

2

8

Suicide (attempted to)

1

1

3

Struck by switch stand ...

7
67

7

Adjusting couplers, coupling and uncoupling . ...
Passengers falling off passenger trains

4

1
14

17

17

4

13

68

14

Working on track

13

21
2

28

21

Working on bridge

2

Collision rear end

9

7

7

1

17

1

7

3

1
3

2

■"5

12

3

1

37

Collision street car and steam car

1
5

5

15

5

Attempt to get on train while in motion

3

11

9

1

6

20
3

3
2
3

46

Side ladders

3

Falling between cars, walking on top of train while
in motion

1

3

Fell off work train

2

Falling off hand car

3

3

Farm crossing

1

Bridge burnt

3

Collision with cars standing foul or in yard

2

7

2

"1

9
1

Working under engine

1
6
20
6
5
4
372

1

Locomotive explosion

5
4
3

1

2

5

6

Jumping off train while in motion

Riding on pilot it engine

6

15

40
6

Workmg on cars and engines

5

Overhead bridge

4

Unclassified

4

26

67

6

42

77

440

64

326

246

806

219 177

1

529

1,309

20c— 13i

196

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Statement showing the number of persons killed and injured on various railways in
Canada for year ending March 31st, 1908.

Name of Railway.

Grand Trunk Railway

Canadian Pacific Railway

Canadian Northern Railway

Canadian Northern Ontario

Canadian Northern Quebec

Michigan Central Railrpad

Wabash Railroad

Toronto, Hamilton & Buffalo

Vancouver, Westminster & Yukon Railway. .

Cential Vermont Railroad

Dominion Atlantic Railway

Great Northern Railway

Central Ontario Railway

Quebec, Montreal Southern

Algoma Central & Hudson Bay

Pere Marquette Railroad

Atlantic & Lake Superior

Montreal Terminal Railway

Quebec Central Railway

Kingston & Pembroke Railway ..... .

Montreal Park & Island

Vancouver, Victoria & Eastern Railway & Navi-
gation Company

International Transit Co

Bay of Quinte Railway ... .

Quebec Railway Light & Power Company

Grand Valley Railway

Passengers.

M

64

113

188
10

Employees.

73

132

12

326 246

510

120

106

4

1

39

9

Other
Persons.

806

13

219

177

Total.

165
283
19
2
1
25
5
2
1
1
1
4
2
1
2
4
1
1
3
1
1

1
1
1

1

721

341

123

5

1

72

12

11

529 1,309

RAILWAY COMMISSIONERS FOR CANADA

197

SESSIONAL PAPER No. 20c

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REPORT OF THE COMMISSIONERS

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REPORT OF THE COMMISSIONERS 199

SESSIONAL PAPER No. 20c

CoMPARATH'E Statement in totals of killed and injured between year ending
March 31st, 1907, and year ending March 31st, 1908.

Passengers.

Employees.

Other
Persons.

'J'otal.

1

T3

I-

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'a

1— 1

.2,
'a

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£

.2.
'a

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'd
1

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£

i5

Year ending March 31, 1907

Year ending March 31, 1908

42
64

210
326

212
246

317

806

206
219

76
177

460
529

603
1,309

22

116

34

489

13

101

69

706

1

■■■ ■]

Comparative Statement in totals of killed and injured between year ending March
31st, 1907, and year ending March 31st, 1908, for each railway separately.

190/.

1908.

1908.

Name of Railway.

3

73

1
'h

1— 1

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i

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-d

s

"a

1— 1

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1

ease.

-d
£

s

'a

I— 1

160

218

30

303

140

92

165

283

19

2

1

25
5
2
1
1
1
4
2
1
2
4
1
1
3
1
1
1
1
1
1

721

341

123

5

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72
12

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201

31

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2
13
14

1

Michigan Central . .

29

1
2

59

4

2

Toronto, Hamilton & Buffalo .

1
2
4
1
3

i

5
1

Dominion Atlantic

Great Northern

■■■■3'

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Algoma Cen. & Hudson Bay . .

1
2
1

1
3

Quebec Central

4

1

2
1

1

Montreal Park & Island

11

i
1
4

1
1
4

Nelson & Fort Sheppard

6

15
3

:::::

6

Hull Electric Ry..

15

3

1
1

1
1

Temiscouata

3

3

460

603

529

1,309

93

738

24

32

69

706

200

RAILWAY COMMISSIONERS FOR CANADA

e-9 EDWARD VII., A. 1909

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SESSIONAL PAPER No. 20c

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RAILWAY COMMISSIONERS FOR CANADA

e-9 EDWARD VII., A. 1909
MISCELLANEOUS INVESTIGATIONS.

Pi

80

83

84
105
110

(2nd) 1
119 /
120
121
126
128

(2nd) I
136 j

144

148
(2nd) 1
184 /
191

193
201

226

235

239

37G
386

Spcl. 44
Spcl. 45

Spcl. 47
Spcl. 48
Spcl. 51
Spcl. 52

1907.
April 19

May 6

May 7
June 19
July 5

Nov.

July 13
June 28
July 16
July 22

Sept. 30

Uug. 7
Aug. 20

Dec.

6

Aug.

24

Aug.
Sept.

21
18

Oct.

8

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4

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15

Nov.
Dec.

14
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Dec.
Dec.

16
18

1908.

Feb.
Feb.
Feb.
Mch.

18

5

10

31

/ Files 4192 and 4198
\ Marieville & Granby. . Complaints made by manufacturers, merchants and business
men respecting train service and lack of facilities on Cen-
tral Vermont.

File 3747 Clemmson's sianal system.

1726 Underwood safety device.

2156 Middlemiss train service, Wabash Railway.

Report on Hours of labour in force iji the L^ntted States and European

countries.

Employment of engineer, ''lismissed and re-employed.

Passenger trains on the Canadian Northern, Quebec.
Sunnyside crossing, Toronto Teiminal, Grand Trunk Ry.
Fire extinguishers for passenger coaches.

Mr. Chaput's complaint : Condition of St. Rose, in the Can-
adian Pacific.

Overhead wires at Merritton, on both the G. T. Ry. and X.
St. C. & T. Electric Ry.

Chambly Basin, Que., on Central Vermont.

Condition of packing in frogs, switch guard and wing pails.

Changing of switch stand in Allaiidale yard.

Defects in safety appliaiices at Bradfoi'd, Aurora, Newmarket

and Allandale, G. T. Ry.
Stone station on Central Vermont.
Petition of residents of Long Point, N. S., on the Inverness

Railway & Coal Co.
Complaint of G. A. Marson re irregular train service between

St. Hilaire and Montreal, G. T. Ry.
Irregularity of passenger train on C. P. R. between Perth and

Montreal.
File 5655 Complaint of G. H. Fawcett mrregularity of train on Central

Vermont.

Report on Transportation of dangerous explosives.

„ , iBrakeman on duty on passenger train under influence of

liquor.
New rules of New York Central and H. R. R.
Employees moving couplers with their feet.

File 1806 .
Report on

Files 234 and 4053..
File 4546, Case 1216

M 5475.
Report on

File 7022, Case 3042

Crossing west of Jerseyville.

Blackboard at Blenheim.

Age for fireman to start in Western Section.

Rules and regulations on Quebec, Montreal & Southern Ry.

INSPECTION OF RAILWAYS.

Reference

to
Record No.

Date of
Inspection.

Name of Railway.

134
343
223
225

1907.

Aug. 20

Aug. 10

Oct. 7 ....
Oct. 12

Inspection of Canadian Northern, Quebec.

M Central Vermont lines in Canada.

,, Bay of Quinte Railway.

.1 Brockville, Westport and Northwestern Railway.

(Sgd.) ED. C. LALONDE,

Chief Inspector of Accidents.

8-9 EDWARD VII. SESSIONAL PAPER No. 20c A. 1909

THE BOAED

OP

RAILWAY COMMISSIONERS FOR CANADA

RULES AND REGULATIONS

DECEMBER 10, 1907

REPORT OF THE COMMISSIONERS 217

SESSIONAL PAPER No. 20c

APPENDIX H.

(Meeting at Ottawa.)

Monday, the 10th day of December, A.D. 1907.

The board, in virtue of the provisions of the Eailway Act, 1903, hereby makes
the following rules and regulations: —

PUBLIC SESSIONS.

1. The general sessions of the board for hearing contested cases will be held at
its court room in Otawa, Ont., on such dates and at such hour as the board may
designate.

When special sessions are held at other places, such announcements as may be
necessary will be made by the board.

INTERPRETATION.

2. In the construction of these rules, and the forms herein referred to words
importing the singular number shall include the plural, and words importing the
plural number shall include the singular number; and the following terms shall (if
not inconsistent iwith the context or subject) have the respective meanings herein-
after assigned to them ; that is to say, ' Application ' shall include complaint under
this Act ; ' Eespondent ' shall mean the person or company who is called upon to
answer to any application or complaint ; ' Affidavit ' shall include affirmation ; and
' Costs ' shall include fees, counsel fees and expenses.

APPLICATION OR COMPLAINT.

3. Every proceeding before the board under this Act shall be commenced by an
application made to it, which shall be in writing and signed by the applicant or his
solicitor; or in the case of a, corporate body or company being the applicants shall be
signed by their manager, secretary or solicitor. It shall contain a clear and concise
statement of the f act-s, the grounds of application, the section of the Act under which
the same is made, and the nature of the order applied for, or the relief or remedy
to which the applicant claims to be entitled. It shall be divided into paragraphs, each
of which, as nearly as possible, shall be confined to a distinct portion of the subject,
and every paragraph shall be numbered consecutively. It shall be endorsed with the
name and address of the applicant, or if there be a solicitor acting for him in the
matter, with the name and address of such solicitor. The application shall be accord-
ing to the forms in schedule No. 1.

The application, so written and signed as aforesaid, shall be left with or mailed
to the secretary of the board, together with a copy of any document, or copies, of any
maps, plans, profiles and books of reference, as required under the provisions of the
Act, (a) referred to therein, or which may be useful in explaining or supporting the
same. The secretary shall number such applications according to the order in which
they are received by him and make a list thereof. From the said list there shall be
made up a docket of cases for hearing which, as well as their order of entry on the
docket, shall be settled by the board. Said docket list when completed to be put upon
a notice board provided for that purpose, which shall be open for inspection at the
office of the secretary during office hours.

(a) For further particulars of plans, &o., see regulations in Appendix.

218 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

ANSWER.

4. Within ten days from the service of the application, the respondent or respond-
ents shall mail or deliver to the applicant, or his solicitor, a written statement con-
taining in a clear and concise form their answer to the application, and shall also
leave or mail a copy thereof with or to the secretary of the board at its office, together
with any documents tha.t may be useful in explaining or supporting it. The answer
may admit the whole or any part of the facts in the application. It shall be divided
into paragraphs, which shall be numbered consecutively, and it shall be signed by the
person making the same or his solicitor. It shall be endorsed with the nanae and
address of the respondents, or if there be a solicitor acting for them in the matter,
with the name and address of such solicitor. It shall be according to the form in
schedule No. 2.

, REPLY.

5. Within four days from the delivery of the answer to the application, the
applicant shall mail or deliver a reply thereto to the respondents, and a copy thereof
to the secretary of the board, and may object to the said answer as being insufficient^
stating the grounds of such objection, or deny the facts stated therein, or may admit
the whole or any part of said facts. The reply shall "he signed by the applicant or his
solicitor, and may be according to form No. 3 in the said schedule.

The board may, at any time, require the whole or any part of the application,
answer or reply, to be verified by affidavit, upon giving a notice to that effect to the
party from whom the affidavit is required; and if such notice be not complied with
the application, answer or reply may be set aside, or such part of it as is not verified
according to the notice may be struck out.

SUSPENSION OF PROCEEDINGS.

6. The board may require further information, or particulars, or documents from
the parties, and may suspend all formal proceedings until satisfied in this respect.

If the board, at any stage of the proceedings, think fit to direct inquiries to be
made under any of the provisions of this Act, it shall give notice thereof to the
parties interested, and may stay proceedings or any part of the proceedings thereon
accordingly.

NOTICE.

7. In all proceedings under this Act, where notice is required, a copy or copies
of said proceeding, or proceedings, for the purpose of service, shall be endorsed with
notice to the parties in the forms of endorsement set forth in schedules Nos. 1 and 2 ;
and in default of appearance the board may hear and determine the application ex
parte.

Endorsements shall be signed in accordance with the provisions of section 41.

The board may enlajge or abridge the periods for putting in the answer or reply,
and for hearing the application, and in that case the period shall be endorsed in the
notice accordingly.

Except in any case where it is otherwise provided, ten days' notice of any applica-
tion to the board, or of any hearing by the board, shall be sufficient; unless, in any
case, the board directs longer notice. The board may, in any case, allow notice for
any period less than ten days, which shall be sufficient notice as if given for ten days
or longer. (Section 43.)

Notice may be given or served as provided by section 41 of the Act.

When the board is authorized to hear an application or make an order, upon
notice to the parties interested, it may, upon the ground of urgency, or for other rea-

REPORT OF THE COMMISSIONERS 219

SESSIONAL PAPER No. 20c

son appearing to the board to be sufficient notwithstanding any want of or insufficiency
in such notice, make the like order or decision in the matter as if due notice had been
given to all parties ; and such order or decision shall be as valid and take effect in all
respects as if made on due notice; but any person entitled to notice, and not suffici-
ently notified may, at any time within ten days after becoming aware of such order
or decision, or within such further time as the board may allow, apply to the board
to vary, amend, or rescind such order or decision; and the board shall thereupon, on
such notice to all parties interested as it may in its discretion think desirable, hear
such application, and either amend, alter, or rescind such order or decision, or dismiss
the application, as may seem to it just and right. (Section 45. ">

CONSENT CASES.

8. In all cases the parties may, by consent in writing, with the approval of the
board, dispense with the form of proceedings herein mentioned, or some portion
thereof.

POWER TO DffiECT AKD SETTLE ISSUES.

9. If it appears to the board at any time that the statements in the application,
or answer, or reply, do not sufficiently raise or disclose the issues of fact in dispute
between the parties, it may direct them to prepare issues, and such issues shall, if
the parties diifer, be settled by the board.

PRELIMINARY QUESTIONS OP LAW.

10. If it appear to the board at any time that there is a question of law which
it would be convenient to have decided before further proceeding with the case, it
may direct such question to be raised for its information, either by special case or in
such other manner as it may deeiu expedient, and the board may, pending such deci-
sion, order the whole or any portion of the proceeding before the board in such matter,
to be stayed.

PRELIMINARY MEETLNG.

11. If it appear to the board at any time before the hearing of the application
that it would be advantageous to hold a preliminary meeting for the purpose of fix-
ing or altering the place of hearing, determining the mode of conducting the inquiry,
the admitting of certain facts or the proof of them by affidavit, or for any other pur-
pose, the board may hold such meetinf? upon such notice to the parties as it deems
sufficient, and may thereupon make such orders as it may deem expedient.

PRELIMINARY EXAMINATION WITH PARTIES.

12. The board may, if it thinks fit, instead of holding the preliminary meeting,
provided for in rule 11, communicate with the parties direct, and may require
answers to such inquiries as it may consider necessary.

PRODUCTION AND INSPECTION OF DOCUMENTS.

13. Either party shall be entitled, at any time, before or at hearing of the case,
to give notice in writing to the other party in whose application, or answer, or reply
reference was ma.de to any document, to produce it for the inspection of the party
giving such notice, or his solicitor, and to permit him to take copies thereof ; and any
party not complying with such notice shall not afterwards be at liberty to put in such
documents in evidence on his behalf in said proceedings, vinless he satisfy the board
that he had sufficient cause for not complying with such notice.

220 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909
NOTICE TO PRODUCE.

14. JEitker party may give to the other a notice in writing to produce such docu-
ments as relate to any matter in difference (specifying the said documents) and
which are in the possession or control of such other party; and if such notice be not
complied with, secondary evidence of the contents of the said documents may be
given by or on behalf of the party who gave such notice.

15. Either party may give to the other party a notice in writing to admit any
documents, saving all just exceptions, and in case of neglect to admit, after such
notice, the cost of proving such documents shall be paid by the party so neglecting
or refusing, whatever the result of the application may be ; unless, on the hearing, the
board certifies that the refusal to admit was reasonable; and no costs of proving any
document shall be allowed, unless such notice be given, except where the omiarsion to
give the notice is, in the opinion of the board, a saving of expense.

WITNESSES.

16. The attendance and examination of witnesses, the production and inspection
of documents, shall be enforced in the same manner as it now enforced in a superior
court of law ; and the proceedings for that purpose shall be in the same form, mutatis
mutandis, and they shall be sealed by the secretary of the board with the seal and
may be served in any part of Canada. (Section 26.)

Witnesses shall be entitled, in the discretion of the board, to be paid the fees and
allowances prescribed by schedule No. 4, annexed hereto.

THE HEARING.

17. The witnesses at the hearing shall be examined viva voce; but the board
may at any time, for sufiicient reason, order that any particular facts may be proved
by affidavit, or tha.t the affidavit of any witnesses may be read at the hearing on such
conditions as it may think reasonable; or that any witnesses whose attendance ought,
for some sufficient reason, to be dispensed with, be examined before a commissioner
appointed by it for that purpose, who shall have authority to administer oaths, and
before whom all parties shall attend. The evidence taken before such commissioner
shall be confined to the subject-matter in question, and any objection to the admis-
sion of such evidence shall be noted by the commissioner and dealt with by the board
at the hearing. Such notice of the time and place of examination as is prescribed
in the order shall be given to the adverse party. All examinations taken in pursuance
of any of the provisions of this Act, or of these rules, shajl be returned to the court;
and the depositions certified under the hands of the person or persons taking the
eame way, without further proof, be used in evidence, saving all just exceptions.
The board may require further evidence to be given, either viva voce or by deposition,
taken before a commissioner or other person appointed by it for that purpose.

The board may, in any case when deemed advisable, require written briefs to be
submitted by the parties.

The hearing of the case, when once commenced, shall proceed, so far as in the
judgment of the board may be practicable, from day to day.

JUDGMENT OP THE BOARD.

18. After hearing the case the board may dismiss the application, or make an
order thereon in favour of the respondents, or reserve its decision, or (subject to the
right of appeal in the Act mentioned) make such other order on the application as
may be warranted by the evidence and may seem to it just.

REPORT OF TEE COMMISSIONERS 221

SESSIONAL PAPER No. 20c

The board may give verbally or in writing the reasons for its decisions. A copy
of the order made thereon shall be mailed or delivered to the respective parties. It
shall not be necessary to hold a court merely for the purpose of giving decision.

Any decision or order made by the board under this Act may be made an order
of the Exchequer Court, or a rule, order or decree of any superior court of any
province of Canada, and shall be enforced in like manner as any rule, order or decree
of such court. To make such decision or order a rule, order or decree of such court,
the usual practice and procedure of the court in such matters may be follovred, or in
lieu thereof the form prescribed in subsection 2, section 46 of the Act.

The board shall, with respect to all matters necessary or proper for the due ex-
ercise of its jurisdiction under this Act, or otherwise for carrying this Act into effect,
have all such powers, rights and privileges as are vested in a superior court. (Sec-
tion 26.)

ALTERATION OB RESCINDING OF ORDERS.

19. Any application to the board to review, rescind, or vary any decision or order
made by it shall be made within thirty days after the said decision or order shall have
been communicated to the parties, unless the board think fit to enlarge the time for
making such application, or otherwise orders.

APPEAL.

20. If either party desire to appeal to the Supreme Court of Canada from the
decision or order of the board upon any question which, in the opinion of the board,
is a question of law, he shall give notice (c) thereof to the other party and to the
secretary, within fourteen days from the time when the decision or order appealed
from was made, unless the board allows further time, and shall in such notice state
the grounds of the appeal. The granting of such leave shall be in the discretion of
the board.

For procedure upon such leave being obtained see section 56, subsection 4 et seq.
of the Act.

An appeal shall lie from the board to the Supreme Court of Canada upon a ques-
tion of jurisdiction; but such appeal shall not lie unless the same is allowed by a
judge of the said court upon application and hearing the parties and the board.

INTERIM EX PARTE ORDERS.

The costs of such application shall be in the discretion of the judge.

21. Whenever the special circumstances of any case seem to so require, the
board may make an interim ex parte order requiring or forbidding anything to be
done which the board would be empowered upon application, notice and hearing to
authorize, require or forbid. Nn such interim order shall, however, be made for a
longer time than the board may deem necessary to enable the matter to be heard and
determined. (Section 49.)

AFFIDAVITS.

22. Affidavits of service according to form No. 6 shall forthwith, after service,
be filed with the board in respect of all documents or notices required to be served
under these rules ; except when notice is given or served by the secretary of the board,
in which case no affidavit of service shall be necessary.

JAll persons authorized to administer oaths to be used in any of the Superior
Courts of any province, may take affidavits to be used on any application to the board.

Affidavits used before the board, or in any proceeding under this Act, shall be
filed with the secretary of the board at its office.

r When affidavits are made as to belief, the grounds upon which the same are
based must be set forth.

(c) For form o^* notice see form No. 5 in the schedule hereto.

222 RAILWAY COMMISSIONERS FOR CANADA

6-9 EDWARD VII., A. 1909
COMPUTATION OF TIME.

23. In all cases in whicli any pajticular number of days, not expressed to be clear
days, is prescribed by this Act, or by these rules, the same shall be reckoned exclu-
sively of the first day and inclusively of the last day, unless the last day shall happen
to fall on a Sunday, Christmas Day or Good Friday, or a day appointed for a public
fast or thanksgiving in the Dominion or any of the provinces, in which case the time
shall be reckoned exclusively of that day also.

ADJOURNMENT.

24. The board may, from time to time, adjourn any proceedings before it.

AMENDMENT.

25. The board may at any time allow any of the proceedings to be amended, or
may order to be amended or struck out any matters which, in the opinion of the board,
may tend to prejudice, embarrass or delay a fair hearing of the case upon its merits;
and all such amendments shall be made as may, in the opinion of the board, be neces-
sary for the purpose of hearing and determining the real question in issue between
the parties.

FORMAL OBJECTIONS.

26. No proceedings under this Act shall be defeated or affected by any technical
objections or any objections based upon defects in form merely.

PRACTICE OF EXCHEQUER COURT WHEN APPLICABLE.

27. In any case not expressly provided for by this Act, or these rules, the general
principles of practice in the Exchequer Court may be adopted and applied, at the dis-
cretion of the board, to proceedings before it.

COSTS.

28. The costs of and incidental to any proceedings before the board shall be in
the discretion of the board, and may be fixed in any case at a sum certain, or may
be taxed. The board may order by whom and to whom the same are to be paid, and
by whom the same are to be taxed and allowed.

SCHEDULE No. 1.
(Forms of Application.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

Application No. (This No. is to be filled in by the secretary on receipt.

A. B. of C. D. hereby applies to the board for an order under sections 252-253
of the Railway Act, 1903, directing the railway company to provide and

construct a suitable farm crossing where the company's railway intersects this farm
in Lot Con. Tp. County of Ontario, and states —

1. That he is the owner of the land, &c.

2. That by reason of the construction of said railway he is deprived, &c.

3. That it is necessary for the proi>er enjoyment of his said land, &c.
Dated this day of A.D. 19 .

(Signed A. B.)

REPORT OF TEE COMMISSIONERS 223

SESSIONAL PAPER No. 20c

Endorsements.

The within application is made by A. B. of
(state address and occupation) or by CD. of his solicitor.

Take notice that the within named railway company is required to file with the
Board of Eailway Commissioners within ten days from the service hereof, its answer
to the within application.

(Form of Application.)

(Where no Notice Required.)

THE BOARD OP RAILWAY COMMISSIONERS FOR CANADA.

Application No.

The railway company hereby applies to the board for an order

under section 167 of the Eailway Act, 1903, sanctioning the plans, profiles and books

of reference submitted in triplicate herewith, showing a projwsed deviation of its

line of railway as already constructed between and , mileage

to

Dated this day of A.D. 19 .

(Signed A. B.)

SCHEDULE No. 2.
(Form of Answer.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

In the matter of the application, No. of A.B. for an order

under sections 252-253 of the Railway Act, 1903, directin Railway

Company to provide a farm crossing.

The said company in answer to the said application states: —

1. That the said A.B. is not the owner but merely, &c.

2. That upon the acquisition of the right of way of the said railway, A.B. was
duly paid for and released, &c.

3. That the said A.B. has other safe and convenient means, &c.

4. That, &c.
Dated, &c.

Endorsements.

The within answer is made by A.B. of

(state address and occupation) or by CD.
of his solicitor.

Take notice that within named applicant is required to file with the Board of
Railway Commissioners within four days from the service hereof, his reply to the
within answer.

SCHEDULE No. 3.
(Reply.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

In the matter of the application of A.B. against the Company. ,

The said A.B., in reply to the answer of the said Company states that: —
1.

2. And the said A.B. admits that
Dated this day of A.D. 19

(Signed) Q.

224 RAILWAY COMMISSIONERS FOR CANADA

e-9 EDWARD VII., A. 1909.

SCHEDULE No 4.
(Fees and allowances to witnesses.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

To witnesses residing within three miles of the court-room, per diem, (not

including ferry and meals) $1 00

Barristers, attorneys, and physicians, when called upon to give evidence in con-
sequence of any professional services rendered by them, or to give profes-
sional opinion, per diem 5 00

Engineers, surveyors and architects, when called upon to give evidence of any
professional services rendered by them, and to give evidence depending upon

their skill and judgment, per diem 5 00

If the witnesses attend in one case only, they will be entitled to the full allow-
ance. If they attend in more than one case, they will be entitled to a proportionate
part in each case only.

When witnesses travel over three miles they shall be allowed expenses accord-
ing to the sum reasonably and actually paid, which in no case shall exceed twenty
cents per mile one way. ,

SCHEDULE No. 5.
, (Notice of Appeal.)

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

In the matter of the Application No , of A.B. for

an order under sections 252-253 of the Railway Act, 1903, authorizing the
Railway, &c., &c.
To the Board of Railway Commissioner,

and
To

The above named applicant (or respondent, as the case may be.)
Take notice that the company will apply to the

Board on the day of , , (not exceeding 14 days from the date

thereof), for leave to appeal to the Supreme Court of Canada for an order of the
Board, dated the day of ^ in the matter of the above application

authorizing the expropriation of certain lands referred to in said order, and direct-
ing that compensation or damages to be awarded to the owners of said lands, or per-
sons interested therein, shall be ascertained as and from the date of the application,
(or such other time as may be named in this order.)

The grounds of appeal are that, as a matter of law, the awarding of such com-
ipensation or damages should be ascertained and determined from the date of the
'dei)osit of plan, profile, &c., as provided under section 192 of the Act, and not from
the time stated in the order.
Dated this day of

(Signed),

Solicitor, &c.

REPORT OF THE COMMISSIONERS 225

SESSIONAL PAPER No. 20c

SCHEDULE No. 6.
(Form of Affidavit of Service.

THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA.

In the matter of the application No. , of A. B. for an order under

sections 252-253 of the Railway Act, 1903, directing Railway Com-

pany to provide a farm crossing.

I, of the city of Ottawa, &c., make oath and say ; —

1. That I am a member, &c.

2. That I did on 19 , serve the (C.P.) Railway Company a.bove-
named, with a true copy of the (applicaton) of the said (A. B.) in this matter by
delivering the same to (CD.) the (Secretary) of the said company, (or to E. E. the
delivering the same to (CD.) the (secretary) of the said company, (or to E.F. the
affcistant to the general manager) of the company, being an adnlt person in the em-
ploy of the company at the head office of the company in (Montreal), see section 41
0, v/hich said copy was endorsed with the following notice, viz.: —

(Copy exactly.)
Sworn, &c.

REQUIREMENTS ON APPLICATION HAVING REFERENCE TO PLANS.

No. 1. — General Location of Railway. — Section 157.

Send to secretary of the Department of Railways and Canals, three copies of map
showing the general location of the proposed line of railway, the termini and the
principal towns ajid places through which the railway is to pass, giving the names
thereof, the railways, navigable streams and tide-water, if any, to be crossed by the
railway, and such as may be within a radius of thirty miles of the proposed railway,
and generally the physical features of the country through which the railway is to be
constructed.

First copy to be examined and approved by the minister and filed in the Depart-
ment of Railways and Canals.

Second copy to be approved by minister for filing by the company with the board.

Third copy to be approved by minister for the company.

Scale of map — not less than 6 miles to the inch.

No. 2. — Plan, Profile, &c., of Located Line. — Section 158.

Upon approved general location naap being filed by the company with the board,
send to the secretary of the board three sets of plans, prepared exactly in accordance
with the ' general notes '* as follows : —

fl plan. ]

1st set — 1 1 profile. j-To be examined, sanctioned and deposited with the board

[1 book of reference. J

2nd set — Same as 1st. To be examined, certified and returned for registra.tion.
3rd set — Same as 1st. To be certified and returned to company.

Scale — Plans — 400 feet to the inch.

(N.B. — In prairie country, scale may be 1,000 feet to the inch.)
_ -1 (Horizontal, 400 feet.
^^°fil^^-]Vertical, 20feet.

* Groneral Notes, see pages 17 and 18.
20c— 15

226 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909^

No. 3 — To Alter Location of Curves or Grades op Line Previously Sanctioned or

Completed. — Section 167.

Send to the secretary of the board three sets of plans, profiles ajad books of refer-
ence as required in No. 2.

(N.B. — The plans and profiles so submitted will be required to show the original
location, grades and curves and railway highway and farm crossings, and the changes
desired or necessitated in any of these.)

Scale — Same as No. 2.

No. 4 — ^Plans of Completed Eailway. — Section 164.

Send to the secretary of the board within six months after completion three sets

of plans and profiles of the complete road.
1st set to be filed with the board.
2nd set to be certified and returned to the company.
3rd set for registration purposes.

Scale — Same as No. 2.

No. 5 — To take Additional Lands for Stations^ Snow Protection^ etc. — Section 178.

Send to the secretary of the board three sets of plans and documents as follows : —
r 1 application sworn to by officers ]

I required to sign and certify plans. r^i i • i j ^.-^ i

1st setH See ' General Notes.' )■ ^o be exammed and certified

I 1 plan, 1 profile. | ^^^ deposited with board.

[ 1 book of reference. J

_ , . CI -. 4. ( For certificate and return for registration with duplicate

2nd set — Same as 1st. < ., ■.

I authority.

3rd set — Same as 1st. -^ For certificate and return to company, with copy of authority.

Scale — Same as No. 2.

N.B. — Ten days' notice of application must be given by the applicant company to
the owner or possessor of the property, and copies of such notice with affidavits
of service thereof must be furnished to the board on the application.

No. 6 — ^Branch Lines^ not exceeding six miles — Sections 221-225.

(a) 1 plan, profile and book of reference same as No. 2 to be deposited in Kegistry

Office.
Upon such registration four weeks' public notice of application to the Board to be

given.
Send to the secretary of the board an application with copies of the plan, profile

and book of reference certified by the registrar as a duplicate of those so de-
posited in the Registry Office.
A certified copy of the order authorizinz the construction of the branch lines to be

registered together with any papers and plans showing changes directed by the

board.
A map showing the adjacent country, neighbouring lines, &c., must be sent to the

secretary of the board with the application.
Proof of registration and of public notice having been duly given will be required

upon the application. ,

Scale — Same as No. 2.

REPORT OF TEE COMMISSIONERS 227

SESSIONAL PAPER No. 20c

No, 7 — Railway Crossings or Junctions. — Section 227. ,

Send to the secretary of the board with the application three sets of plan of both
roads at point of crossing.

Scale— Plan— 100 feet to the inch.

Also three sets of plan and profile of both roads on either side of the proposed croai»*
ing for a distance of two miles. .

Scale — Plan — 400 feet to the inch. ]

_ C 400 feet to an inch horizontal. ^

Profile. I 20 feet to an inch vertical.

1st set approval by and filing with the board.

2nd and 3rd sets to be certified and furnished to the respective companies concerned,

with certified copy of order.
T[he applicant Company must give ten days' notice of application to the company

whose lines are to be crossed or joined, and shall serve with such notice a copy
{ of all plans and profiles and a copy of the application. Upon completion of

work application must be made to the Board for leave to operate.

No. 8 — Highway Crossing — Sections 235 to 243.

Send to the Secretary of the Board with an application three sets of plans and profiles
of the crossings.

Scale — ^Plan — 400 feet to inch.

p ., ^ 400 feet to an inch horizontal,
rrolile. I 20 feet to an inch vertical.

_ „, ^1.1 { 100 feet to an inch horizontal.

Profile of highway. ^ 20 feet to an inch vertical

1st set for approval by and filing with the Board.

2nd and 3rd sets to be furnished to the respective parties concerned, with a certifiied
copy of the order approving the same.

The plan and profile shall show at least one-half a mile of the railway and 300 feet
of the highway on each side of the crossing.

Plan must show intervening obstructions to the view from any point on the highway
within 100 feet of the crossing to any point on the railway within one-half mile
of the said crossing.

Where no notice of application is required, if the company prefers, the above infor-
mation may be shown on the location plan, and this plan may be used in connec-
tion with its application for approval of the highway crossing.

Unless otherwise ordered by the board, the applicant must give ten days' notice of
the application to the municipality in which the proposed crossing lies.

No. 9 — Crossings with Wires for Telegraph^ Telephones and Powers. — Section 246.

iSend to the secretary of the board with the application a plan and profile in duplicate.
i' Profile must show the distance between the different lines of wire.
A copy of plan and profile to be sent to the railway company with notice of applica-
tion. ,

20c— 15i

228 RAILWAY COMMISSIONERS FOR CANADA

8-© EDWARD VII., A. 1909'
jNo. 10 — Crossings and Works upon Navigable Waters, Beaches, &c. — Section 233.

Upon sight and general plans being approved by the Governor in Council, send to

the secretary of the board: —
Certified copy of Order in Council with plans and description approved .thereby — 1

application and 2 sets of detail plans, profiles, drawings and specifications,
^st set for filing with board.

2nd set to be certified and returned to company with certified copy of order.
Upon completion of work application must be made to the board for leave to operate

No. 11— Bridges^ Tunnels, Viaducts^ Trestles, &c., over 18 ft. span. — Section 257.

(a) Must be built in accordance with standard specifications and plans, approved

of by the board,
(&) Or detail plans, profiles, drawings and specifications, which may be blue,

white or photographic prints, must be sent to the secretary of the board for

approval, &c., as in No. 9.

No. 12 — Stations. — Section 258,

Send to the secretary of the board: —
Two sets of detail plans, profiles, drawings and specifications, with an application for

approval.
1st set for filing with the board.
2nd set to be certified and returned to company with certified copy of order of

approval.

General Notes.

Plans (for Nos. 2 to 6) must show the right of way, with lengths of sections in miles,
the names of the terminal points, the station grounds, the property lines, owners'

names, the areas and, length and width of land proposed to be taken, in figures

(every change of width being given) the curves and the bearings, also all open

drains, water-courses, highways and railways proposed to be crossed or affected.

Profiles will show the grades, curves, highway and railway crossings, open drains
and water-courses, and may be endorsed on the plan itself.

Books of reference shall describe the portion of land proposed to be taken in each
lot to be traversed, giving numbers of the lots, and the area., length and width of the
portion thereof proposed to be taken, and names of owners and occupiers so far as
they can be ascertained.

All plans, profiles and books of reference must be dated and must be certified and
signed by the president or vice-president or general manager, and also by the engi-
neer of the company.

The plan and profile to be retained by the board must be on linen, the cojDies
to be returned may be either white, blue or photographic prints.

All profiles shall be based, where possible, upon sea level datum.

All books of reference must be made on good thick paper and in the form of a
book with a suitable pa,per cover. The size of such books when closed shall be as near
as possible to 7i inches by 7 inches.

Book of reference may be endorsed on the plan.

REPORT OF THE COMMISSIONERS
^SSIONAL PAPER No. 20c

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230 RAILWAY COMMISSIONERS FOR CANADA

8-» EDWARD VII., A, 1909
INTERLOCKING SYSTEM.

Rules governing the use of interlocking and derailing signals and speed of trains
where one railway crosses another at rail level, or where a railway crosses a draw-
bridge.

1. The normal position of all signals must indicate danger.

2. When the distant semaphore indicates caution, the train passing must be under
full control and prepared to come to a full stop before reaching the home signal.

3. When the home signal indicates danger, it must not be passed.

4. When clear signals are shown where one railway crosses another at rail level,
the speed of passenger trains must be reduced to thirty-five miles an hour and freight
trains to twenty miles an hour, until the entire train has passed the crossing.

6. When clear signals are shown where a railway crosses a drawbridge, the speed
of passenger trains must be reduced to twenty-five miles an hour and the speed of
freight trains to fifteen miles an hour, until the entire train has passed the draw-
bridge.

GENERAL REQUIREMENTS.

APPLICABLE TO STEAM RAILWAYS FOT INTERLOCKING, DERAILING AND SIGNAL SYSTEM AT
CROSSINGS AT RAIL LEVEL AND AT JUNCTIONS.

The plan and construction of interlocking, signalling and derailing system to be
used at rail level crossings and junctions of one railway by another must be arranged
to conform to the following general rules: —

1. The normal position of all signals must indicate danger, derail points open
and the interlocking so arranged that it will be impossible for the operator to give
conflicting signals.

2. The derail points must be placed not less than 500 feet from point of inter-
section of the crossing of junction tracks, unless in special cases in which the board
authorizes in writing a less distance.

3. On side track the position of derail points may be located so as to best accom-
modate the traffic, and provide the same measure of safety indicated in foregoing
rules.

4. On single track railway derail points, when practicable, should be on inside of
curve and on double track railway the derail points should be in outside rail on both
tracks. On double track railways, back up derails will be required.

5. Home signal posts must be 50 feet beyond point of derail, and the distances
between home and distant signals must not be less than 1,200 feet. Signal post
should be placed on engineman's side of track it governs.

6. Guard rails should be laid on outside of rail in which the derail is placed and
commence at least 6 feet toward home signal from point to derail, extending from
thence toward crossing, parallel with and 9 inches distant from track rail, for 400
feet.

7. In case there are crossovers, turnouts or other connecting tra.cks involved in
the general system, the movement of cars and trains upon which present an element
of danger, which danger will be enhanced by the passage of trains on main tracks
over crossings without stopping, and consequently at a higher speed than would be
the case without the permit sought, then, and in all such cases whether such enhanced
danger be of collision between cars and trains of the same railway, or between cars
or trains of different railways, it will be necessary, in addition to the protection of
the main crossing, to provide by proper appliance against any such increased collateral
dangers in the same complete manner as is required in the case of the main crossing.

8. Application for inspection of interlocking plant must be made to the board
accompanied by a plain diagram, showing location of crossing and position of all

jnain tracks, sidings, switches, turnouts, &c.

REPORT OF THE COMMISSIONERS 231

SESSIONAL PAPER No. 20c

The several tracks must be indicated by letters or figures, and reference made to
each, explaining the manner of its use. The rate of grade on each main track must
be shown, together with numbers of signals, derails, locks, &c., corresponding to levers
in tower.

It is intended herein to state general rules, which will govern the construction
of any proposed system of interlocking. The traffic to be done, relative position and
operation of intersecting lines may require safeguards not mentioned herein.

The system of derailing, signalling and interlocking must be connected and
worked and be complete in each particular before the board will grant an order
authorizing the operation of such interlocking, derailing and signal system, or the
crossing by the railway ordered to put on the system.

GENEEAL REQUIKEMENTS FOR INTERLOCKING AT DRAWBRIDGES.

Interlocking, signalling and derailing systems to be used at drawbridges must be
arranged to conform to the following general rules : —

1. The normal position of all signals must indicate danger, derail points open,
and the interlocking so arranged that it will be impossible for the operator to open
the draw until signals and derails are set against the approaching train movement.
. 2. Where the grade is practically level the drailing points shall be located not
less than 500 feet from the ends of the bridge, but in case of a descending grade
towards the bridge, the derailing point must be located at such distance from the
bridge as to give the same measure of protection that is required for a level approach.

3. On single track railways, derail points, when practicable, should be on the
inside of curve, and on double track railways, the derail points should be in outside
rails of both tracks.

4. On double track railways back-up derails will be necessary.

5. Home signal posts must, when practicable, be located on the engineman'a
side of the track they govern, and should be not less than fifty (50) feet nor more than
two hundred (200) feet in advance of the point they govern, the distant signals should
be located not less than twelve hundred (1,200) feet in advance of the home signal,
with which it operates and on the same side of the track. The distance signal should
be distinguished by a notch cut in the end of the semaphore arm.

6. The arms and back lights of all signals should be visible to the signalman in
the tower. If from any cause the arm or light of any signal cannot be pla.ced so as
to be seen by the signalman, a repeater or indicator should be provided in the tower.

7. Guard rails should be laid on outside of rail in which the derail is placed axh^,
commencing at least 6 feet in advance of derail, should extend thence towards the
end of the bridge, parallel with and 9 inches from track rail, for not less than 400 feet.

8. Application for inspection must be made same as for railway crossings.

By order of the board.

A. D. CARTWRIGHT,

Secretary.

232 RAILWAY COMMISSIONERS FOR CANADA

8^ EDWARD VII., A. 1909

APPENDIX I.

Traffic Department^ File 2319.

Ottawa, March 31, 1908.

The report of the operating assistant to the chief traffic officer for the period
April 12, 1907 (the date of his appointment), to March 31, 1908, is respectfully sub-
mitted.

By direction of the board, by order ISTo. 2843, dated April 12, 1907, an inquiry
into the facilities and operation of the Canadian Pacific Kailway Company was made.
The various divisions were inspected from time to time, and the result was reported
to the board on October 12, 1907.

On April 13, 1907, by order of the board No. 2844, an inquiry into the facilities
and operation of the Qu'Appelle, Long Lake and Saskatchewan Valley Eailway and
Steamboat Company was made. The line was inspected at various times and a num-
ber of interim reports were made; and the result was reported to the board on June
17, 1907.

On April 19, 1907, under the authority of order No. 2845, an inquiry was made
into the facilities and operation of the Canadian Northern Eailway Company. In-
terim reports were made from time to time; the final report to the board bearing date
June 17, 1907.

On December 28, 1907, investigation was made into the charge of discrimination
against the Dominion Millers' Association by the Canadian Pacific Eailway Company
with respect to the supply of cars for grain at Fort William, Ont. ; and the result
reported in accordance with order No. 4036, dated November 12, 1907.

By order of the board No. 4012, dated November 27, 1907, inquiry was made into
certain demurrage charges collected by the Canadian Pacific Eailway Company from
the Independent Lumber Company of Eegina, Sask., and the facts reported to the
board on January 28, 1908.

Under order No. 3618, dated September 21, 1907, an inquiry into the facilities
and operation of the Grand Trunk Eailway Company was commenced, but has not yet
been completed.

By order No. 4133, dated December 21, 1907, an investigation was made into cer-
tain demurrage charges collected by the Canadian Northern Eailway Company from
the Doukhobour society of Verigen, Sask., and the result reported to the board on
January 25, 1908.

By direction of the board, the facilities and operation of the Central Ontario and
Bay of Quinte Eailway Companies were inspected, and the results reported to the
board on February 21 and March 2, 1908, respectively.

A. F. DILLINGEE.

REPORT OF TEE GOMMISSWNERS 233

SESSIONAL PAPER No. 20c

APPENDIX K.

Ottawa, May 16, 1908.
Dear Sir, — I beg to submit herewith my annual report covering period from
April 1, 1907, to March 31, 1908.

Yours truly,

(Sgd.) JAMES OGn.VTE.
A. D. Cartwright, Esq.,

Secretary Board of Railway Commissioners,
Ottawa.

REPORT OF INSPECTOR OF RAILWAY EQUIPMENT AND SAFETY

APPLIANCES.

Ottawa, April 4, 1908.

Sir, — During the year commencing April 1, 1907, and ending March 31, 1908,
Inspectors of Railway Equipment and Safety Appliances, including the two assistant
inspectors appointed June 1, 1907, who have assisted in the investigations into acci-
dents, examined 102,000 cars, 3,000 locomotives, railway workshops at terminal points,
station terminals and fire-guards — the last only in the western provinces. These
examinations extended from Yarmouth, Nova Scotia, to Victoria, British Columbia,
and involved a travel of 61,837 miles.

At the outset it was found that over 30 per cent of the cars inspected were being
operated with defective safety appliances; but latterly, especially within the last few
months, there has been a very decided improvement in this regard.

To the credit of the railway companies interested, it is only fair to say that when
their attention has been called to defects in equipment, they have not only evinced
a willingness to carry out, as far as possible, the recommendations of the inspectors
of the Board, to improve the existing conditions, but have invariably issued strict
orders to their respective employees, having in view the attainment of this object,
and have shown a desire to bring their equipment up to the requirements of the Rail-
way Act and the regulations of the board, and maintain it in a safe and satisfactory
condition.

It might be well here to refer to the fact that during the twelve months ending
March 31, 1908, our Canadian railway companies have added very largely to their
rolling stock.

For example, the Grand Trunk Railway Company has added to its equipment
as follows: —

Locomotives —

Passenger engines 10

Freight engines 72

Switch engines 10

Total 92

Cars —

Pullman cars 0

First-class passenger cars 38

Second-class passenger cars 7

Freight, all kinds 4,458

Baggage, mail and express 20

Vans 74

Total 4.597

234 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

The Canadian Pacific Railway Company as follows: —
Locomotives —

Passenger engines 40

Mines traffic engines 75

Freight engines 65

Switch engines 15

Total 195

Cars —

Ppllman cars 30

Parlour cars 2

First-class passenger cars 112

Second-class passenger cars 5

Tourist cars 30

Colonist ears 22

Dining cars 17

Freight, all kinds 6,900

Baggage cars 0

Mail cars 0

Express cars 82

Work cars 190

Vans 61

Total 7.451

The Canadian Northern Railway as follows: —
Locomotives —

Passenger and freight engines 32

Freight engines 41

Total 73

Cars —

Pullman cars 0

Parlour cars 0

First-class passenger cars 7

Second-class passenger cars 4

Sleepers 3

Colonist cars 0

Dining cars 3

Freight, ajl kinds 1,798

Baggage cars 6

Mail and express cars 10

Snow plows 2

Vans 10

Total 1-843

The Quebec, Montreal and Southern Railway Company as follows: —
^ Locomotives —

Locomotives 8

Cars —

, Cars 766

Total 774

REPORT OF THE COMMISSIONERS 235

SESSIONAL PAPER No. 20c

Besides this extra equipment, the Canadian Pacific, Grand Trunk and Canadian
Northern Railway Companies have expended large amounts in erecting new engine
houses, coaling plants, terminal facilities, &c., at terminal points on their respective
lines.

Eeference might also be made to some of the more important regulations issued
by the Board as the result of the reports of its inspectors, namely: —

(a) Prohibiting the use of free acetylene gas as an illuminant in passenger cars.

(6) Giving direction as to the safety appliances to be installed and used on loco-
motive engines ,and prohibiting the use of lignite coal on locomotives until such time
as the safety appliances are so improved as to prevent engines from throwing danger-
ous fire while in use.

(c) Requiring the equipment of passenger cars with fire extinguishers

Owing to the large number of railway accidents to be investigated, the extent
of territory to be travelled in holding the investigations, and the rapid increase of
railway mileage in Canada, particularly in the west, if the work is to be promptly
and properly done, the appointment of at least two more inspectors — one to be located
in the west, the other in the east — is necessary, and a recommendation has been made
to the board to increase the staff of its inspectors to that extent — the new appointees
to give their whole time and attention to the inspection of railway equipment and safety
appliances. ,

Yours truly,

(Sgd) JAMES OGILVTE

236 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD Vll., A. 1909

APPENDIX I.

IN THE MATTER OF BILLS OF LADKs'G.

(Report of Argument before Interstate Commerce Commission, Octoher 15

and 16, 1907.)

October 30, 1907.

Sir, — As directed by the Baard, I attended at the argument before the Interstate
Commerce Commission in the matter of bills of lading, at the sittings held in the city
of Washington, commencing Tuesday, the 15th October instant.

The hearing was the outcome of an order of the Interstate Commerce Commis-
sion, dated the 8th day of July, 1907, reciting the fact that these proceedings had
been instituted by an order issued November 21, 1904, upon the petitions of the
Illinois Manufacturing Association and other trade or commercial organizations in
official classification territory, complaining of the proposed adoption by railroad com-
panies operating in the said territory of certain changes in the so-called ' uniform '
bill of lading then generally used in the transportation of freight over their respec-
tive lines.

The hearing was had in these petitions on the 5th and 6th December, 1904, and
at the conclusion of the hearing, it appearing to the Commission that the matters
in question were the proper subject for negotiation and settlement between the vari-
ous conflicting interests, upon its suggestion a joint committee was appointed by the
carriers and shippers represented at the said hearing to consider a suitable form of
bill of lading and report to the Commission.

This joint committee, after numerous conferences, agreed upon and on June 14,
1907, reported to the Commission a bill of lading form which the Commission was asked
to approve and prescribe.

The order of the 8th July, 1907, notified all common carriers by railroad subject
to the Act to Regulate Commerce that the matter would be heard at tho offices of
the Commission, in the city of Washington, on the 15th October, 1907, at which time
and place the carriers were required to show cause why the proposed form of bill of
lading should not be approved and prescribed by the Commission as a just and reason-
able regulation or practice to be observed by them on and after January 1, 1908.

The order also provided that a copy of the petition of the Illinois Manufacturing
Association, as well as the proposed form of bill of lading, be served forthwith ' upon
each and every railroad company subject to the Act to Regulate Commerce,' and the
companies called upon to file any objections they might have to the adoption of tho
proposed bill, in writing, with the Commission on or before September 16, 1907.

Annexed is a copy of the uniform bill of lading proposed. That the Board may
the more readily compare the provisions of this proposed bill with the draft sub-
mitted by the railway companies for its approval, I have prepared and attach
hereto a form showing on the one side the conditions recommended for the approval
of the Interstate Commerce Commission, and on the other corresponding provisions
contained in the draft submitted for the approval of the Board.

Boards of trade, chambers of commerce, commercial exchanges and other in-
dustrial associations, the American Bankers' Association, tho insurance companies-
in fact, I think I am safe in saying that all the interests in the United States that
would be affected by the adoption of the proposed bill of lading were represented at
the hearing, with the result that a great variety of views were expressed, not only in
the way of changes and amendments to the proposed form, but in respect of the

REPORT OF THE COMMISSIONERS 237

SESSIONAL PAPER No. 20c

adoption and use of different kinds of bills. For example, it was suggested that two
forms of bills of lading — one a plain, non-negotiable bill of lading and the other a
uniform ' order ' bill (copies of which are attached) — would meet the requirements
of the commercial interests. The recommendation was that these two forms be
printed on different coloured paper so as to make them distinctive; and that on the
uniform 'order' bill the carrier's official stamp be used in addition to the agent's
signature on the face of the bill. The reasons urged for the adoption of a separate
and distinctive bill of lading for use where ' order ' bills of lading are required were
that all bills of lading are evidence of title, and that, as the ' order ' bill is increasing
in use, it should be distinctive in its character and easily recognized. This would
eiiahle the bankers readily to tell by these distinctive characteristics whether or not
the property might be delivered without surrender of the bill of lading. Stress was
laid upon this growing importance of the ' order bill,' as distinguished from the
straight bill of lading, to the financial and business interests, and that the use of
the two bills as proposed would at the same time work no hardship upon the carrier.

Again, it was urged that there should be two forms of bills of lading — one for
perishable products and the other for non-perishable products — on the ground that the
two kinds of traffic were so different that it would be impossible, or at any rate im-
practicable and undesirable, to make the one bill of lading cover the two forms of
traffic.

Referring particularly to the objections raised and changes suggested to the form
of the bill of lading proposed, in so far as these objections appear applicable to the
form submitted to the Board :

First, exception was taken to the language — In issuing this hill of lading this
company, with respect to the portion of the route beyond its own line, acts only as
agent and agrees to transport only over its own line. (See at the end of clause 1
on the face of the bill) — in that it did not place upon the carrier an obligation to take
the property a longer distance than the end of its own rails or the end of its own route ;
that existing business conditions demanded that the property, when received by the
carrier, should be transported by it to destination, and that the carrier should assume
all the risks incidental to such transportation, in so far as such risks are not incon-
sistent with the duties and obligations of carriers and the present business arrange-
ment; that the conditions of the bill of lading should be assented to both by the
shipper and carrier, both for themselves and their assigns (to bind the owners of the
property) and connections (to bind the carriers) ; that the carrier should make actually
a through route for each shipment in the same way as it makes a through rate, and
having made a through rate and a through route, it should be bound by the duties,
obligations and liabilities incident to through carriage.

It was also proposed to strike out the second paragraph on the face of the bill,
which reads as follows: —

Nothing herein contained, however, shall he construed as exempting the initial
carrier from the liahility, if any, imposed upon it hy law for loss, damage or injury
not occurring on its own line or its portion of the through route, or occurring after
said property has heen delivered to the next carrier — as easting a doubt upon the con-
stitutionality of that portion of section 20 of the Rate Law of 1906, which imposes a
liability for loss and damage upon the initial carrier. This section 20 of the Rate
Law of 1906 is what is known as the ' Carmach amendment to the Hepburn Bill,'
and the particular provisions referred to are: —

That any common carrier, railroad or transportation company receiving pro-
perty for transportation from a point in one state to a point in another state shall
issue a receipt or hill of lading therefor and shall he liahle to the lawfid holder
the)'eof for miy Tom, damage or vnjkiiHf to such prop<eirty 6au4ed hy it or hy any com-
mon carrier, railroad or transportation company to which such property may he
delivered or over whose line or lines such property may pass; and no

238 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909.

contract, receipt, rule or regulation sJiall exempt such common carrier, railroad or
transportation company from the liahility hereby imposed: Provided, that nothing in
this section shall deprive any holder of such receipt or hill of lading of any remedy
or right of action which he has under existing law.

That the common carrier, railroad or transportation company issuing such
receipt or hill of lading shall he entitled to recover from the common carrier, railroad
or transportation company on whose line the loss, damage or injury shall have been
sustained, the amount of such loss, damage or injury as it may be required to pay to
the owners of such property, as may he evidenced by any receipt, judgment or trans-
cript thereof.

The words, ' or discrepancy in elevator weights,' in the second paragraph of the
first section of the conditions, objected to as affording the carrier an opportunity to
decline legitimate claims for loss in weights. It was contended that the facts in each
case should control; that the bill of lading should not contain such a limitation.
Another suggestion was that after the iwords ' elevator weights,' the following be
added: —

Except as to the amount of freight charges to he collected.

The reason given for this change was that the law i)ermitted the carrier only to
collect his freight upon the quantity of the property delivered at destination.

The entire elimination of section 2 of the conditions, for the reason that the
section casts a doubt upon the constitutionality and construction of that portion of
section 20 of the Rate Law of 1906 (the Carmach amendment) above cited, which
imposes liability for loss or damage to property upon the initial carrier.

Objection also taken to subclause 1 of section 3 of the conditions. It was argued
that the shipper or consignee should have the right to designate the route which is
within reason or can be open between the point of shipment and point of destination^
except in special circumstances and conditions or in cases of physical necessity to
forward the property by any route which will reach the point of destination.

Subclause 2 of section 3, as to the amount of loss or damage which the carrier
shall be liable for, objected to. The liability, it was suggested, should be the value
of the property and not ' computed on the basis ' of the value of the. property ; that
the invoice price at the time of shipment does not always represent the amount of loss
to the consignee; tha.t the projxjsed paragraph is contrary to the letter and spirit of
the Carmach amendment, the theory of which amendment is that the carrier cannot,
either by tariff or classification, fix a lower price for the article in settling claims than
the actual value of the goods or the actual amount of damage sustained in cases of
loss or damage.

Subclause 3 of section 3 : That the time within which claims for loss or damage
or delay be filed should be ninety days after the delivery; not sixty days, as provided.

The last paragraph of condition 3 was considered objectionable in that its effect
might be that the policy of insurance would prevent subrogation. This, it was sug-
gested, could be overcome by adding the words ' So far as consistent with the policy
of the insurance.' Another objectionable effect, it was stated, would be to relieve the
carrier from liability for the consequences of his own neglect.

Condition 5: The suggestion was that the first two paragraphs of this condition
should be omitted for the reason that there are demurrage conditions which cover
these provisions ; that, under these clauses, the property is made subject to demurrage
charges, as well as subject to the local regulation provided in the various localities;
that in clause 3 of this condition the term, ' other sidings,' is misleading and uncer-
tain and should be omitted. The word ' locomotives ' should be substituted for
' trains.' The reasoning with regard to this last change was that, in large com-
munities, cars were detached from the trains in the carrier's outer yards and switched
by locomotives to the private sidings of manufacturing establishments; that, under
paragraph 3 of the condition as it stands, the consignee would have no protection for

REPORT OF THE COMMISSIONERS 239

SESSIONAL PAPER No. 20c

his property, while still in possession of the carrier after it had been detached from
the trains in the outer yards; that cars, after being detached from trains, are often
held in the possession of the railroad companies a number of days and sometimes
weeks before being placed on the private sidings of the consignee. It was also ajgued
that it was a question whether, under the Carmach amendment, the concluding phrase
of this paragraph 3 could have any effect. In other words, whether the carrier could
limit his liability until the shipment was actually delivered on the private siding of
the consignee.

Condition 6 : Suggested that the words ' Unless a special agreement to do so and
a stipulated value of the articles are endorsed hereon ' be omitted. The reasoning
was that the bill of lading ought not to permit any special or unusual or specific
agreement as it opens the door to discrimination.

Condition 10. Here the suggestion was that the word 'whatsoever' be inserted
after" the word ' erasure,' in the first line of the section, upon the ground that it was

desirable that the matter of alteration in the bill of lading should

cover all kinds of alterations, whether made accidentally, carelessly or maliciously,
or whether made with or without fraud. This, it was argued, was as necessary and
important to the carrier as to the business and financial interests.

The position that counsel for the committee of the American Bankers' Associa-
tion represented at the hearing took was that they were prepared to endorse either
the proposed bill of lading or what is known as the simple or straight form, provided
certain suggested amendmenits, which I shall refer to particularly, were adopted. It
was pointed out by counsel that, as between the shipper and carrier, the terms upon
which the property was carried were entirely a matter of agreement and contract;
that the value of the bill of lading in the banker's hands depended upon its negoti-
ability; that, without negotiability, it was practically valueless as an instrument of
credit; and that, therefore, the attribute of negotiability was the particular feature
of the bill with which the banking community was concerned. It was, they stated,
well settled that, inherently, the bill was not a negotiable instrument.

The amendments proposed were: —

1. That the 'order' clause appearing on the face of the bill be amended to read
as followb: —

' If the word " order " is written in connection with the name of the party to
whose order the property is consigned, the property shall not be delivered until the
original bill of lading, properly endorsed, has been surrendered, or, in case of a partial
delivery, a statement thereof has been thereon endorsed.

' When the bill has been surrendered it shall be immediately cancelled. This pro-
vision shall apply, even though the bill is not marked negotiable. Inspection will not
be permitted on order bills of lading, unless permission is endorsed on the original
bill of lading, or given in writing by the holder thereof, whether for value or collec-
tion.'

2. That the words, ' So far as this does not avoid the policies or contracts of
insurance,' be added to the insurance clause (subsection 4 of condition 3) of the pro-
posed bill.

3. The following to be added at the end of section 5: —

* When property is so loaded on private sidings, or where there is no agent, notice
to that effect shall be stamped on the bill of lading.'

4. Section or condition 10 to be amended to read as follows : —

' Any alteration, addition, or erasure whatever Us nature in this bill of lading
whidb shall be made without an endorsement thereof hereon, signed by the agent of
the carrier issuing this bill of lading, shall be without effect, and this bill of lading
shall be enforceable according to its original tenure.'

Counsel on behalf of the Southern railroads objected to the proposed bill of lad-
ing. In the first place, they questioned the power of the Commission to prescribe a
uniform bill of lading. Next, they argued that the discussion which had taken place

240

RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A, 1909

before the Commission established the fact that the proposed bill was not acceptable
to the shippers as a uniform bill, and that the different interests which should neces-
sarily be included in a uniform bill were not covered by the one under discussion;
and referred particularly to live stock, perishable goods and transportation by water.
They pointed out that, in respect of the last named, the laws of the United States
gave certain rights to navigation companies not granted to railway carriers. Also
that the quarantine question was a very large one with the southern railways; that
they are subject to a great deal of fumigation ; that the conditions prevailing in the
south make regulations or conditions for fumigation necessary; and that if the bill
of lading is to be made uniform, it should include these conditions.

Counsel for the shippers' committee, referring to the objections raised, said that
most of them had been considered by the joint committee; that the proposed bill of
lading was the work of three years' hard and almost continuous labour by this con-
ference committee, consisting, as stated, of the committee of shippers and the com-
mittee of the railroads; that it was one thing to propose an absolutely clean bill of
lading in the teeth of many generations of practice to the contrary making the car-
rier an absolute insurer under the common law, and another thing to work this out
in practice; that the shippers' committee would have been glad to have worked it out
that way, but they felt that there must be some give and take with a view to an
adjustment or amicable arrangement, and the proposed bill, therefore, was a sort of
compromise. The shippers felt that they were not getting all that they could have
desired and would ha.ve liked, on the one hand, and the railroads felt that some of the
conditions were too onerous, on the other.

He pointed out that, primarily, the carrier was a common law insurer; that the
Supreme Court of the United States had held that in a suit against the railroad the
shipper was required to prove the loss. Under the proposed bill of lading the railway
company must show that it has not been guilty of negligence; and that the carrier
is liable as an insurer in every instance, except certain exceptions named in the bill.

Counsel for the committee representing the railway companies stated that the
proposed bill of lading was a compromise of different views, and if not satisfactory
to all, it at least had been accepted. It was not thought tha.t the proposed bill had
covered all shipments, and instanced live stock and cotton. Also the export bill of
lading which, he said, from the very naturr of things would be different than that
required for domestic traffic.

Tha.t the joint committee felt and he believed it was generally recognized that it
was of vastly more importance in the interests of all concerned that there should be
a uniform bill of lading, rather than that the accomplishment of this end should be
defeated by a too strict attention being paid to the terms of the bill.

At the conclusion of the hearing the chairman of the commission (which in this
matter was comprised of the Honourable Messrs. Knapp, Prouty and Cockrell)
announced that the commission was prepared to receive and give consideration to
written statements of arguments presented by or on behalf of any interests a.ffected
by the proposed bill, filed with it on or before, if my memory serves me, the 30th
November, 1907.

Respectfully submitted,

A. D. Cartwright, Esq.,

Secretary, — Building.

(Sgd.) A. GEORGE BLAIR,

Law Cleric.

REPORT OF THE COMMISSIONERS 241

SESSIONAL PAPER No. 20c

The Interstate Commerce Commission, by order dated the 27th day of June, 1908,
approved the following forms of bills of lading — one to be used for ' order consign-
ments,' and the other for ' straight consignments.' The conditions printed on the
back are the same in both cases. The ' order ' bill is negotiable ; the ' straight ' bill
non-negotiable.

A. G. B.

Law Cleric.
January, 1909.

Railroad Company.

ORDER BILL OF LADING — ORIGINAL.

Received, subject to classifications and tariffs in effect on the date of issue of

this original bill of lading, at 190. . . .,

from .- the property described below, in apparent

good order, except as noted (contents and condition of contents of packages unknown),
marked, consigned and destined as indicated below, which said company agrees to
carry to its usual place of delivery at said destination, if on its road, otherwise to
deliver to another carrier on the route to said destinaton. It is mutually agreed, as
to each carrier of all or any of said property over all or any portion of said route to
destination, and as to each party at any time interested in all or any of said property,
that eveiy service to be performed hereunder shall be subject to all the conditions,
whether printed or written, herein contained (including conditions on back hereof)
and which are agreed to by the shipper and accepted for himself and his assigns.

The surrender of this original order bill of lading properly indorsed shall bo
required before the delivery of the property. Inspection of property covered by this
bill of lading will not be permitted unless provided by law or unless permission is
indorsed on this original bill of lading or given in writing by the shipper.

Notes. — The foregoing will appear on the front or first page of the bill of lading.

In connection with the name of the party to whom the shipment is consigned the
words ' order of ' shall prominently appear in print, thus : —

' Consigned to order of. . '

The bill of lading is to be signed by the shipper and agent of the carrier issuing
same, and space shall be provided for this purpose.

The detail arrangement respecting other matters that customarily appear on
the face of the bill of lading, such as name of destination, car numbers, routing,
description of articles, weights, &c., wiU be prescribed by the uniform bill of lading
committee.

The size of the bill of lading shall be 8^ inches wide by 11 inches long.

Order bills of lading shall be printed on yellow paper for convenient distinction
from bills of lading covering other than ' order ' consignments.

Raihuad Company.

BILL OF LADING ORIGLXAL — NOT NEGOTIABLE.

Received subject to classification and tariffs in effect on the date of issue of this
Original Bill of Lading at , , 1907, from , , the

property described below, in apparent good order, except a.s noted (contents and con-
dition of contents of packages unknown), marked, consigned and destined as indi-
cated below, which said company agrees to carry to its usual place of delivery at said
destination, if on its road; otherwise to deliver to another carrier on the route of said
destination. It is mutually agreed, as to each carrier of all or any of said property
over all or any portion of the said route to destination and as to each party at any

20c— 16

2i2 h\±l/AVAY COMM/SSIOMJRS FOR C.WAItA

8-9 EDWARD Vll., A. 1909

time interested in all or any of said property, that every service to be performed
hereunder shall be subject to all the conditions, whether jirinted or written, herein
contained (including conditions on back hereof), and which are agreed to by the
shipper and accepted for himself and his assigns.

Notes. — The foregoing will appear on the front or first page of the bill of lading.

The bill of lading is to be signed by the shipper and agent of the carrier issuing
same, and space shall be provided for this purpose.

The detail arrangement respecting other matters that customarily appear on the
face of the bill of lading, siach as name of destination, car numbers, routing, descrip-
tion of articles, weights, &c., will be prescribed by the uniform bill of lading committee.

The size of the bill of lading shall be S^ inches wide by 11 inches long.

Bills of lading covering what may be termed ' straight consignments,' being those
other than ' order consigixments,' shall be printed on white paper.

Bills of lading other than those covering ' order consignments ' shall be stamped
' not negotiable.'

The following conditions A^'ill appear on the back of the bill of lading: —

CONDITIOKS.

Section 1. The carrier or party in possession of any of the property herein de-
scribed shall be liable for any loss thereof, or damage thereto, except as hereinafter
provided.

No carrier or party in possession of any of the property herein described shall be
liable for any loss thereof or damage thereto or delay caused by the act of God, the
public enemy, quarantine, the authority of law, or the act or default of the shipper
or owner, or for differences in the weights of grain, seed or other commodities caused
by natural shrinlvage, or discre])ancies in elevator weights. For loss, damage, or delay
caused by fire occurring after forty-eight hours (exclusive of legal holidays) after
notice of the arrival of the property at destination or at port of export (if intended
for export) has been duly sent or given, the carrier's liability shall be that of ware-
houseman only. Exfcept in case of negligence of the carrier or party in possession
(and the burden to prove freedom from such negligence shall be on the carrier or
party in possession) the carrier or party in possession shall not be liable for loss,
damage, or delay occurring while the property is stopi^ed and held in transit iipon
request of the shipper, owner, or party entitled to make such request; or resulting
from a defect or vice in the property or from riots or strikes. When in accordance with
general custom, on account of the nature of the property, or when at the request of
the shipper the property is transported in open cars, the carrier or party in possession
(except in case of loss or damage by fire, in whi'ch case the liability shall be the
same as though the property had been carried in closed cars) shall be liable only for
negligence, and the burden to prove freedom from such negligence shall be on the
■carrier or party in possession.

Sec. 2. In issuing this bill of lading this company agrees to transport only over its
own line, and except as otherwise provided by law acts as agent with respect to the
portion of the route beyond its own line.

No carrier shall be liable for loss, damage, or injury, not occurring on its own
road or its portion of the through route, nor after said property has been delivered to
the next carrier, except as such liability is or may be imposed by law, but nothing
contained in this bill of lading shall be deemed to exempt the initial carrier from any
such liability so imposed.

Sec. 3. No carrier is bound to transport said property by any particular train
or vessel, or in time for any particular market or otherwise than with reasonable
dispatch, unless by specific agreement indorsed hereon. Every carrier shall have the
right in case of physical necessity to forward said property by any railroad or route

1

REPORT OF THE COMMISSIONERS 243

SESSIONAL PAPER No. 20c

between the point of shipment mid the point of destination; but if such diversion
shall be from a rail to a water route the liability of the carrier shall be the same as
though the entire carriage were by rail.

The? amount of any loss or damage for which any carrier is liable shall be com-
puted on the basis of the value of the property (being the bona fide invoice price, if
any, to the consignee, including the freight charges, if prepaid) at the place and time
of shipment under this bill of lading, unless a lower value has been represented in
writing by the shipper or has been agreed upon or is determined by the classification
or taritfs upon which the rate is based, in either of which events such lower value shall
be the maximum amount to govern such computation, whether or not such loss or
damage occurs from negligence.

Claims for loss, damage or delay must be made in writing to the carrier at the
point of delivery or at the point of origin within four months after delivery of the pro-
perty, or, in case of failure to make delivery, then vvithin four months after a reasonable
time for delivery has elapsed. Cnless claims are so made the carrier shall not be
liable.

Any carrier or party liable on account of loss of or damage to any of said pro-
perty shall have the full benefit of any insurance that may have been effected upon or
on account of said property, so far as this shall not avoid the policies or contracts of
insurance.

Sec. 4. All property shall be subject to necessary cooperage and baling at
owners cost. Each carrier over whose route cotton is to be transported hereunder
shall have the privilege, at its own cost, of compressing the same for greater conveni-
ence in handling or forwarding, and shall not be held responsible for deviation or
unavoidable delays in procuring such compression. Grain in bulk consigned to a
point where there is a railroad, public or licensed elevator may (unless otherwise
expressly noted herein, and then if it is not promptly unloaded) be there delivered and
placed with other grain of same kind and grade without respect to ownership, and if
so delivered shall be subject to a lien for elevator charges in addition to all other
charges hereunder.

Sec. 5. Property not removed by the party entitled to receive it within forty-
eight hours (exclusive of legal holidays) after notice of its arrival has been duly
sent or given, may be kept in car, depot or place of delivery of the carrier, or ware-
house, subject to" a reasonable charge for storage and to carrier's responsibility as
warehouseman only; or may be, at the option of the carrier, removed to and stored
in a public or licensed warehouse at the cost of the owner, and there held at the
owner's risk and without liability on the part of the carrier, and subject to lien for
all freight and other lawful charges, including a reasonable charge for storage.

The carrier may make a refisonable charge for the detention of any vessel or car
or for the use of tracks after the car has been held forty-eight hours (exclusive of
legal holidays) for loading or unloading, and may add such charge to all other charges
hereunder, and hold such property subject to a lien therefor. Nothing in this section
shall be construed as lessening the time allowed by law, or as- setting aside any local
law or rule affecting car service or storage.

Property destined to or taken from a station, wharf or landing at which there is
no re^arly appointed agent shall be entirely at risk of owner after unloaded from
cars, vessels or until loaded into cars or vessels, and when received from or delivered
on private or other sidings, wharfs or landings, shall be at owner's risk until the cars
are attached to and after they are detached from trains.

Sec. 6. No carrier will carry or be Kable in any way for any documents
specie, or for any articles of extraordinary value not specifically rated at the published
classification or tariff, unless a special agreement to do so and a stipulated value of
the articles are indorsed hereon.

Sec. 7. Every party, whether principal or agent, shipping explosive or danger-
ous goods, without previous full written disclosure to the carrier of their nature.

244 RAILWAY COMMISSIONERS FOR CANADA

8-9 EDWARD VII., A. 1909

shall be liable for all loss or damage caused thereby, and such goods may be ware-
housed at owner's risk and expense or destroyed without compensation.

Sec. 8. The owner or consignee shall pay the freight and all other lawful charges
accruing on said property, and if required shall pay the same before delivery. If upon
inspection it is ascertained that the articles shipped are not those described in this
bill of lading the freight charges must be paid upon the articles actually shipped.

Sec. 9. Except in case of diversion from rail to water route, which is pro-
vided for in section 3 hereof, if all or any pa.rt of said property is carried by water
over any part of said route, such water carriage shall be performed subject to the lia-
bilities, limitations and exemptions provided by statute and to the conditions con-
tained in this bill of lading not inconsistent with such statutes or this section, and
subject also to the condition that no carrier or party in possession shall be liable for
any loss or damage resiulting from the perils of the lakes, sea or other waters; or
from explosion, bursting of boilers, breakage of shafts, or any latent defect in hull,
machinery or appurtenances; or from collision, stranding or other accidents of navi-
gation, or from prolongation of the voyage. And any vessel carrying any or all of
the property herein described shall have the liberty to call at intermediate ports, to
tow and be towed, and assist vessels in distress and to deviate for the purpose of saving
life or property.

The term ' water carriage ' in this section shall not be construed as including
lighterage across rivers or in lakes or other harbours, and the liability for such light-
erage shall be governed by the other sections of this instrument.

Sec. 10. Any alteration, addition, or erasure in this bill of lading which shall
bei miade without an indorsement thereof hereon, signed by the agent of the carrier
issuing this bill of lading, shall be without effect, and this bill of lading shall be
enforceable according to its original tenor.

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