/ P SESSIONAL PAPERS VOLUME 8 THIRD SESSION OF THE TENTH PARLIAMENT OF THE DOMINION OF CANADA SESSION 1906-7 !>&* VOLUME XLI ' 6 Edw. VII. Alphabetical Index to Sessional Papers. A. 1907 See also Numerical List Page 5. ALPHABETICAL INDEX TO THE SESSIONAL PAPERS TO THE PARLIAMENT OF CANADA THIRD SESSION, TENTH PARLIAMENT, 19 06-7. A Aberdeen, Steamship 186 Adulteration of Food 14 Agriculture, Annual Report 15 Alberta and Saskatchewan Lands 91a" Alberta Railway and Irrigation Co 67 Aluminum, Oxide of 109, 109a Annuities, Sale of 189 Archives, Canadian 18 Athabaska Fish Co : 207 Atkinson, Mr., Trial of . 192 Atlantic Shipments 104 Auditor General, Annual Report 1 Australia, Tariff with 127 Aylmer, F. W 117 B Banks, Chartered . . 6 Banks, Unpaid Balances in 7 Beauharnois Canal 113 Biology, Canadian 22a Bonds and Securities 51 Brandon Post Office 170 Bridges on Government Railways 114 British American Fish Corporation ... 207 British Canadian Loan and Investment Co. . 152 British Columbia : — County Court Judge 145 Fish Imports 122, 147 Peace River District 178 Timber Lands 167 Volunteers in South Africa 185 Brown, Bedingfield, et nl 91c Buckingham, Strike in 68 to 686 By-Elections, House of Commons .... 176 C Canada, New Districts in 64 Canada Year Book 38, 182 Canadian Biology 22a G067— 1 Canadian Northern Railway Co 166, 22,5 Canadian Pacific Railway: — Business with Interior Department 54 Lands sold by 86 Canal Statistics 20a Cannington Postmaster 141 Cascade Coal Basin 266 Census of Northwest Provinces 17a Census of Statistics 222 Central Experimental Farm 159 Charlottetown, Warburton Property in. ..193, 193a Chartered Banks 6 Cheese Curing 129 Civil Service : — Appointments and Promotions 139 Examiners 31 Insurance 42, 42a, 190 List 30 Morgan, Henry J 71 Superannuations 41 Coal Lands 221 Coal Miners' Strike 67 Colonial Conference, 1907 144 Commercial Agencies 55 Compton, Public Works in 214 Conference of Provincial Governments 29a Congdon, Fred. T. . 219 Contractors' Deposits 164 Criminal Statistics ■ 17 D Dividends Unpaid in Banks 7 Dominion Lands 58, 59, 94, 110, 138, 188 Dominion Police 75 Doukhobor Colonies 176, 212 Dredges and Steamers 205 Dredges, Government. 156 Dube, R. P 186 Duties Received 74 6 Edw. VII. Alphabetical Index to Sessional P°ners. A. 1907" E East Elgin Election 76 Elections, House of Commons 176 Elections in Ontario ... . 76 Elections in the Northwest 60 Electric Light, Inspection of ... 13 Estimates 3 to 5a Exchequer Court Rules 39 Exchequer Court, Suit in . . 187, 187a Experimental Farms 16 F Eire Insurance Companies 72 Fisheries, Annual Report 22 Fisheries, Sea and Inland 200 Fish Scrap Fertilizer 181 Fort Saskatchewan, Fencing Land in Ill Fruits, etc., Imported 73 G Gallena Oil Co 208 Gal way Horse and Cattle Co 916 Gas, Inspection of 13 Geographic Board 21a Geological Survey Report 26 Glace Bay Public Building ... 107, 223 Glanders, Horses Tested for 37 Government Money in Banks 210 Government Printing Bureau 140 Government Telegraph Lines 199 Governor General's Warrants 43 Grand Falls, Franchises near 211 Grand Forks Cattle Co 91 Grand Trunk Pacific Railway 62 to 62h, 124 H Halifax, Legal Services in 217 Halifax, Property in 105, 191 Hamilton, Strike in 686 Harbour Commissioners 23 Homestead Entry 96 Homesteads Unpatented 172 Hope Island 131 Horses Tested for Glanders 37 House of Commons : — Employees 146, 146a Furniture in .... 195 Internal Economy 46 Speaker's Apartments 97 Hydraulic Mining Leases 125 I Immigration Agents 70, 70a Imports of Fruits, etc 73 Indian Affairs, Annual Report ... 27 Indian Lands 128 Indian Schools 183 Inland Revenue, Annual Report 12 Insurance, Abstract 9 Insurance, Annual Report 8 Insurance Commission, Royal 123 to 123d' Intercolonial Railway : — Alleged Misconduct 83 Annuities for Employees 115 Branch Line . . 158 Deed of Land 162 Expenditures 153 Freight Tariff 85- Land Purchased ... 157 Locomotive and Car Shops 209- Oil Purchased 80 Passenger Tariff 82 Record Foundry Co 93 Supplies Furnished 81 Interior, Annual Report 25 International Waterways 19a, 49, 496- Judges Acting as Executors 175 Justice, Annual Report 34 K Kensington, Steamer 108 Kestril, Steamer 102 to 102a> Kingston, Jamaica 134 King, W. L. McKenzie, Mission of 177 Labour, Department of, Annual Report 36- La Canadienne, Steamship 186 Lachine Canal 84 Lake Manitoba, Lands near 126 Lake Winnipeg, Fishing on 206 Lands, Dominion 58, 59, 94, 110, 138, 188 Lead Bounties 168 Library of Parliament, Annual Report 33 Life Insurance Commission (1906) 66 Life-Saving Stations 142 List of Shipping 216- London Election 76 ' Lowrey's Claim ' Newspaper 204 Mackenzie District, Franchises in 211 Manitoba Boundaries 143 Marine, Annual Report 21 Measures, Inspection of 13 Metlakatla Indians 137 Militia Council, Annual Report 35 Militia, Indemity in 112, 133 Militia Regulations 47 Militia Regulations, Translation of 173 Milk River Cattle Co 91a Mineral Industries- 26a« Moncton, Car Shops at 209 6 Edw. VII. Alphabetical Index to Sessional Papers. A. 1907 Money in Banks, Government 210 Montcalm, Steamer 205a Montreal Turnpike Trust 163 Mounted Police 28 Muscoweguan Indians 88 Muskoka, Islands in 69 National Transcontinental Railway. .62 to 62h, 124 Neptune, Expedition of Steamer 44 New Brunswick Supreme Court 184 Nipissing Indian Reserve 148 North Atlantic Trading Co 92 to 92c North Bruce Election 76 Northwest Territories : — Elections 60 Irrigation Act 57 Mounted Police 28 Tables of Population 50 Nova Scotia Supreme Court 66, 151 O Ontario Sub-Target Co 136 Ordnance Stores Services 48 Ottawa Improvement Commission ". .61, 61a Ottawa, Property purchased in 63 Pacific Coast, Losses on 78, 79 Pacific Coast Navigation 77 Peace River District 178 Penitentiaries, Annual Report 34 Pensions by the State , 189 Peuchen & Co 165 Police, Dominion 75 Police, Northwest Mounted 28 Port Bruce Harbour. 155 PortBurwell 161 Port Daniel 160 Port Stanley Harbour 171 Postal Convention with U. S 201 Postmaster General, Annual Report 24 Power, Augustus, Report of 219 Preston, W. T. R 89 Prince Edward Island : — Branch Line 154 Experimental Branch Farm 149 Metlakatla Indians 137 Per Capita Allowance 226 Property in Charlottetown 193, 193a Relief of Vessels 130 Winter Communication 202, 202a Printing Bureau, Government. . 140 Provincial Boundaries 64a Provincial Governments, Conference of 29a Public Accounts, Annual Report 2 Public Printing and Stationery 32 Public Works, Annual Report 19 6067 — 1^ Quebec Custom House. Quebec Rifle Factory . . . . 227 98 to 98c It Railway Commissioners, Report of 20c Railways and Canals, Annual Report 20 Railway Statistics 206 Railway Subsidies 150 Red Head, Channel at 198 Registered Letters Lost 119 Revised Statutes of Canada 99 Richmond, Public Works in 214 Rifles, Differences in 196 Robins Irrigation Co 90 to 906 Ross Rifle Co 98 to 98e Royal Insurance Commission 123 to 123d Royal Northwest Mounted Police 28 Roy, Telesphore 135 Rougemont, Senator for 213 Rural Free Delivery 169 Saskatchewan Lands 87 Secretary of State, Annual Report 29 Senator for Rougemont ... 213 Senators' Indemnities 132 Shareholders in Chartered Banks 6 Sherbrooke, Public Works in. 214 Shipping, List of 216 Songhees Indians 95 Soulanges Canal 116a Southern Alberta Lands 90 to 906 ' Spirits in Bond 218 Standard Chemical Co 165 Steamers and Dredges ... 205 Subsidies to Railways 150 Sub-Target Co 136, 136a Supreme Court Appointment, N. S 66, 151 Supreme Court, N. B 184 Surveyor General, Report of 256 Swamp Lands 53, 53a Tariffs, Railway and Steamship 103 Telegraph Lines, Government 199 Thermograph Records 120 Timber Lands 167 to 1676, 180 Timber Licenses 179 Topographical Records 121 Toronto Harbour 224 Trade and Commerce, Annual Report 10 Trade and Navigation, Annual Report 11 Trade of Foreign Countries 10« Trade Union Act 52 Transatlantic Steamship Lines 65, 174 Treaties and Conventions ... 10a Trent Valley Canal 1166 to 116d 6 Edw. VII. Alphabetical Index to Sessional Papers. A. 1907 u Unclaimed Balances in Banks 7 Unforeseen Expenses 40 Uniforms for State Occasions 106 United States, Imports and Exports 100 V Vancouver Island 101 Vancouver Post Office 197 W Water Powers 116, 118 Weights, Measures, etc 13 Whaif at Northeast Harbour, N.S. Wiley, Louise F Winnipeg Immigration Buildings. . Winnipeg Post Office Winnipeg Public Works Wrecks on the Great Lakes Yukon :— Dominion Lands Ordinances Privy Council Reports. . Report of Commissioner. ... 216 . . . 219 194, 194« ... 215 ... 117 ... 203 56 45 220 25a 6 Edw. VII. List of Sessional Papers. A. 1907 See also Alphabetical Index, page 1. LIST OF SESSIONAL PAPERS Arranged in Numerical Order, with their titles at Jull length ; the dates when Ordered and when Presented to the Houses of Parliament ; the Name of the Senator or Member who moved for each Sessional Paper, and whether it is ordered to be Printed or Not Printed. CONTENTS OF VOLUME 1. (This volume is bound in two parts). 1. Report of the Auditor General, for the fiscal year ended 30th June, 1906. Partial report presented 9th January, 1907, by Hon. W. S. Fielding ; also 4th February ; 7th February ; 21st February ; 22nd February, 1st March.- Printed for both distribution ami sessional papers. . CONTENTS OF VOLUME 2. 2. Public Accounts of Canada, for the fiscal year ended 30th June, 1906. Presented 27th November, 1906, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 3. Estimates of the sums required for the services of Canada for the year ending 3lst March, 1908. Pre- sented 29th November, 1906, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 3a. Supplementary Estimates for the fiscal period of nine months ending 31st March, 1907. Presented 22nd January, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. ■I. Further Supplementary Estimates for the period of nine months ending on the 31st March, 1907. Pre- sented 2nd April, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. 5. Supplementary Estimates for the year ending 31st March, 1908. Presented 19th April, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. ha. Further Supplementary Estimates for the year ending 31st March, 1908. Presented 25th April, 1907, by Hon. W. S. Fielding Printed by both distribution and sessional papers. 6. List of Shareholders in the Chartered Banks of Canada, as on the 31st December, 1906. Presented 25th April, 1907, by Hon. W. S. Fielding P?-intcd 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, fur five years and upwards, prior to December 31, 1906. Printed for both distribution and sessional papers. H. Report of the Superintendent of Insurance for the year ended 31st December, 1906. Printed for both distribution and sessional papers 9. Abstract of Statements of Insurance Companies in Canada, for the year ended 31st December, 1906. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 4. 10. Report of the Department of Trade and Commerce, for the fiscal year ended 30th June, 1906. Part I.— Canadian Trade. Presented llth February, 1907, by Hon. W. Paterson. Printed for both distribution and sessional papers. 10a. Report of the Department of Trade and Commerce, for the year ended 3<>th June, 1906. Part II. — Trade of Foreign Countries and Treaties and Conventions. Printed for both distribution and sessional papers. 5 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 5. 11. Tables of the Trade and Navigation of Canada, for the fiscal year ended 30th June, 1906. Presented 27th November, 1906, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 12. Inland Revenues of Canada. Excise, &c. for the fiscal year ended 30th June, 1906. Presented 18th December, 1906, by Hon. W. Templeman Printed for both distribution and sessional papers. 13. Inspection of Weights, Measures Gas and Electric Light, for the fiscal year ended 30th June, 1906. Presented 27th November, 1906, by Hon. W. Templeman. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 6. 14. Report on Adulteration of Food, for the fiscal year ended 30th June, 1906. Presented 3rd April, 1907, by Hon. W. Templeman Printed for both distribution and sessional papers. 15. Report of the Minister of Agriculture, for five months ended 31st March, 1906. Presented 27th November, 1907, by Hon. S. A. Fisher Printed for both distribution and sessional papers- 16. Report of the Directors and Officers of the Experimental Farms, from 1st December, 1905, to 31st March, 1906. Presented 27th November, 1906, by Hon. S A. Fisher. Printed for both distribution and sessional papers. 1 7. Criminal Statistics for the year ended 30th September, 1906. Printed for both distribution and sessional papers. 1 la. Census of the Northwest Provinces, Manitoba, Saskatchewan and Alberta, 1906. Presented 7th February, 1907, by Hon. S. A. Fisher Printed for both distribution and sessional papers. It b. Return of By-elections for the House of Commons of Canada, held during the year 1906. Presented 15th April, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. CONTENTS OF VOLUME 7. 18. Report on Canadian Archives, 1906 Printed for both distribution and sessional papers. 19. Report of the Minister of Public Works, for the fiscal year ended 30th June, 1906. Presented 21st January, 1907, by Hon. S. A. Fisher Printed for both distribution and sessional papers. CONTENTS OF VOLUME 8. 19a. Reports of the International Waterways Commission, 1906. Printed for both distribution and sessional papers. 20. Annual Report of the Department of Railways and Canals, for the fiscal year ended 30th June, 1906. Presented 9th January, 1907, by Hon. H. R. Emmerson. Printed for both distribution and sessional papers. 20a. Canal Statistics for the season of navigation, 1905. . Printed for both distribution and sessional papers. 206. Railway Statistics of Canada for the year ended 30th June. 1906. Presented 21st February, 1907, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 20c. First Report of the Board of Railway Commissioners for Canada. February 1st, 1904, to March 31st, 1906. Presented 14th March, 1907, by Hon. H. R. Emmerson. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 9. 21. Report of the Department of Marine and Fisheries (Marine), for the year ended 30th June, 190 Presented 11th March, 1907, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 21a. (No issue for 1906). 216. 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, 1906. Printed for both distribution and sessional papers. 6 •6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 9— Concluded. 22. Report of the Department of Marine and Fisheries (Fisheries), for the fiscal year ended 30th June, 1906. Presented 27th November, 1906, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 22a. Further contributions to Canadian Biology, being studies from the Marine Biological Station of Can- ada, 1902-1906 Printed for both distribution and sessional papers. 23. Report of the Harbour Commissioners, &c, 1906. . .Printed for both distribution and sessional papers. CONTENTS OF VOLUME 10. 24. Report of the Postmaster General, for the year ended 30th June, 1906. Presented 27th November, 1906, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 25. Annual Report of the Department of the Interior, for the fiscal year ended 30th June, 1906. Presented 9th January, 1907, by Hon. F. Oliver. .Printed for both distribution and sessional papers. 25a. Interim Report of the Commissioner of the Yukon Territory, December, 1906. Printed for both distribution and sessional papers. 25b. Report of the Surveyor General of Dominion Lands, for the year ended 30th June, 1906. Printed for both distribution and sessional papers . CONTENTS OF VOLUME 11. 26. Summary Report of the Geological Survey Department, for the calendar year 1906. Presented 16th January, 1907, by Hon. S. A. Fisher Printed for both distribution and sessional papers. 26a. Annual Report of the Mineral Industries of Canada, 1905. Section of Mines. Printed for both distribution and scssioiial papers. 266. Report on the Cascade Coal Basin, Alberta Printed for both distribution and sessional papers. 27. Annual Report of the Department of Indian Affairs, for the fiscal year ended 30th June, 1906. Pre- sented 9th January, 1907, by Hon. F. Oliver Printed for both distribution and sessional papers. 28. Report of the the Royal Northwest Mounted Police, 1906. Presented 22nd February, 1907, by Sir Wilfrid Laurier Printed for both distribution and s ssional papers. CONTENTS OF VOLUME 12. 29. Report of the Secretary of State of Canada, for the year ended 31st December, 1906. Presented 25th April, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. 29a. Minutes of the proceedings in Conference between Members of the Governmenc and of the various Provincial Governments, assembled at Ottawa, October, 1906. Presented 9th January, 1907, by Sir Wilfrid Laurier Printed for both distribution and sessional papers. 30. Civil Service List of Canada, 1906. Presented 14th January, 1907, by Sir Wilfrid Laurier. Printed for both distribution and sessional papers, 31. Report of the Board of Civil Service Examiners, for the year ended 31st December, 1906. Presented 24th April, 1907, by Hon. W. S. Fielding Printed for both distribution and {sessional papers. 32. Annual Report of the Department of Public Printing and Stationery, for the year ended 30th June, 1906. Presented 15th April, 1907, by Hon. W. S. Fielding. Printed for both distribution and sessional papers. 33. Report of the Joint Librarians of Parliament. Session of 1906-7. Presented 22nd November, 1900, by the Hon. The Speaker Printed for sessional papers. 34. Report of the Minister of Justice as to Penitentiaries of Canada, for the year ended 30th June, 1900. Presented 11th January, 1907, by Hon. A. B. Aylesworth. Printed for both distribution and sessional papers. CONTENTS OF VOLUME 13. 35. Annual Report of the Militia Council of Canada, for the year ended 31st December, 1906. Presented 21st March, 1907, by Sir Frederick Borden Printed for both distribution and sessional papers. 36. Report of the Department of Labour, for the year ended 30th June, 1906. Presented 27th Novem- ber, 1906, by Sir Wilfrid Laurier Printed for both distribution and sessional papers 7 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME IS— Continued. 37. Return to an order of the House of Commons, dated 21st March, 1906, showing: How many horses were tested for glanders with malein in the provinces of Manitoba, Saskatchewan and Alberta, res- pectively, by officials of this government ; names of owners of horses ; name of official, and date of application in each case ; date when the horses were destroyed, in each case ; date the owners received compensation in each case ; amount received by the respective owners, and the valuation in each case ; the variations of temperature in each case, with the highest and lowest readings ; num- ber of cases quarantined, names of owners, and period of quarantine ; number of cases where retested, and the result ; number of cases slaughtered after being retested ; compensation paid> names of the owners, and the amount paid to each ; cases where horses were slaughtered after being tested, and the number of post-mortem investigations held, with the result in each case and the names of owners. Presented 27th November, 1907. —Mr. Staples Not Printed. 38. The Canada Year Book, 1905. Presented 27th November, 1906, by Hon. S. A. Fisher. Printed separately . 39. Exchequer Court Rules (amended), General Order of 8th October, 1903. Presented 27th November, 1906, by Sir Wilfrid Laurier Not printed. 40. Statement showing the expenditure on account of Unforeseen Expenses from the 1st July, 1906, to the 22nd November, 1906, in accordance with the Appropriation Act of 190'). Presented 28th November, 19C6, by Hon. W. S. Fielding Not printed. 41. Statement of Superannuations and Retiring Allowances in the Civil Service during the year ended 31st December, 1906, showing name, rank, salary, service, allowance and cause of retirement of each person superannuated or retired, and also whether vacancy filled by promotion or by new appointment, and salary of any new appointee. Presented 28th November, 1906, by Hon. W. S. Fielding Not printed. 42. Statement in pursuance of section 17 of the Civil Service Insurance Act, for the year ending 30th June, 1906. Presented 28th November, 1906, by Hon. W. S. Fielding Not printed. 42a. Return to an address of the Senate, dated 14th March, 1907, for : 1. Copies of all regulations made by the Governor in Council under section 14, chapter 13, of the Act intituled : "The Civil Service Insurance Act." 2. The number of policies issued under the said Act, giving the dates of issue. 3. The names of the policy-holders. 4. The premiums paid annually or otherwise on each policy. 5. The total amount of the excess of the deduction from the salaries of said policy-holders on account of superannuation, and the deduction which would have been made had they not effected insurance under the said Act. 6. The total amount paid as death claims and the date of each payment. 7. The difference between the premiums paid, with the deduction made in excess, as stated in paragraph 5, as compared with losses through death claims with interest added at the rate of 3 ]>e cent on the amount lost by the government under the operations of this Act up to the 1st of March instant. Presented 8th April, 1907.— Hon. Mr. Ferguson Not print, d. 43. Statement of Governor General's Warrants issued since the last session of parliament, on account of the fiscal year 1906-7. Presented 28th November, 1907, by Hon. W. S. Fielding Not printed. 44. Report of the Dominion Government Expedition to Hudson Bay and the Arctic Islands on board the D. G. steamer Neptune, 1903-1904. Presented 28th November, 1906, by Hon. L. P. Brodeur. Printed sepa ratcly. 45. Ordinances of the Yukon Territory, passed by the Yukon Council in the year 1906. Presented 28th N< iveniber, 1906, by Sir Wilfrid Laurier.. Not printed 46. Report of the Commissioners of Internal Economy of the House of Commons, from 21st July, 1905, to 1 lt'a July, 1906, pursuant to No. 9, Rules of the House. Presented 30th November, 1906, by the Hon. The Speaker Not printed. 47. The King's regulations and orders for the militia of Canada, 1906. Presented 3rd December, 1906, by Sir Frederick Borden Not printed. 48. Regulations for Ordnance Stores Services, 1905. Presented 3rd December, 1906, by Sir Frederick Borden Not printed. 8 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. 49. Report of the International Waterways Commission upon the application of the Minnesota Canal and Power Company of Duluth, Minnesota, for permission to divert certain waters in the state of Min- nesota from the boundary waters between the United States and Canada. Presented 3rd Decem- ber, 1906, by Hon. S. A. Fisher Not print< d. 49«. Joint Report of the International Waterways Commission, November 15th, 1906. Presented 3rd December, 1906, by Hon. S. A . Fisher Not printed. 49i. Report of the Canadian Section of the International Waterways Commission for the year 1906. Presented 23rd January, 1907, by Hon. S. A. Fisher Not printed. 50. Tables of the population of the Northwest Provinces in 1901 and 1906. Presented 3rd December, 1906, by Hon. S. A. Fisher Not printed. 51. A detailed statement of all. bonds and securities registered in the Department of the Secretary of State of Canada, since last return, 20th March, 1906, submitted to the parliament of Canada under section 23, chapter 19, of the Revised Statutes of Canada. Presented 5th December, 1906, by Sir Wilfrid Laurier Not printed. 52. Return under chapter 131 (R.S.C.), intituled: " An Act respecting Trade Unions/' and submitted to parliament in accordance with section 23 of the said Act. Presented 5th December, 1906, by Sir Wilfrid Laurier Not printed. 53. Return to an address of the House of Commons, dated 19th March, 1906, for copies of all orders in council and documents, between the first day of July, 1896, and the present time, relating to swamp lands ; and of all letters, telegrams and other documents and correspondence between the govern- ment of Canada and the government of Manitoba, during the same period, relating to such lands. Presented 5th December, 1906.— Mr. Staples Not printed. 53«. Supplementary return to No. 53. Presented 11th December, 19C6 Not printed. 54. Return (in so far as the Department of the luterior 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 5th December, 1906, by Hon. F. Oliver Not printed. 55. Return to an order of the House of Commons, dated 28th November, 1906, showing the number of commercial agencies for the Dominion in operation during the fiscal years 1905 and 1906, the names of the several agents, where located, their salaries, contingent expenses, the total cost of each agency, and the aggregate cost of all the agencies combined. Presented 6th December, 1906. — Mr. Wilson (Lennox and Addington) Not printed. 56. Return of orders in council passed under provisions of the Dominion Lands Act, affecting lands in the Yukon Territory ; and of orders or ordinances passed under the provisions of section 8 of the Yukon Territory Act, as that section was enacted by section 3 of chapter 34, 2 Edward VII. Presented 6th December, 1906, by Hon. F. Oliver Not printed. 57. Return of orders in council, under the provisions of section 52 of the Northwest Irrigation Act. Presented 6th December, 1906, by Hon. F. Oliver Not print, '/. 58. Return of orders in council which have been published in the Canada Gazette and in the British Columbia Gazette, between 20th January and 1st December, 1906, in accordance with provisions of subsection (d) of section 38 of the regulations for the survey, administration, disposal and man- agement of Dominion lands within the 40-mile railway belt in the province of British Columbia. Presented 6th December, 1906, by Hon. F. Oliver Not printed. 59. Return of orders in council which have been published in the Canada Gazette between 20th January and 1st December, 1906, in accordance with the provisions of clause 91 of the Dominion Lands Act, chapter 54, of the Revised Statutes of Canada, and its amendments. Presented 6th December, 1906, by Hon. F. Oliver No', printed. 60. Return to an order of the House of Commons, dated 29th November, 1906, for a copy of the procla- mations used in the elections of 1904, in the constituencies of Selkirk, Provencher, Macdonald, Lisgar, Maro,uette, Souris, Brandon and Portage la Prairie. Presented 10th December, 1906.— Mr. Roche (Marquette) Not printed. 61. Report of the Ottawa Improvement Commission for the fiscal year ended 30th June, 1906. Presented loth December, 1906, by Hon. W. S. Fielding Not print, . Return to an order of the House of Commons, dated 3rd December, 1906, for a copy of all documents relating to the application of, (a) J. T. Robins, for land in townships 10, 11 and 12, ranges 7, 8, 9, 10, 11, 12, west of the 4th ; and of (b) E. H. Cuthbertson, for land in townships 11, 12, 13, ranges 7, 8, 9. 10, 11 and 12, west of the 4th, for purposes of irrigation. Presented 10th January. 1907. — Mr. Ames Not printed . 91. Return to an address of the House of Commons, dated 3id December, 1906, for a copy of all orders in council, leases, agreements, valuations, reports, memoranda, letters, telegrams, correspondence, and other documents and papers, relating to, (a) the granting of grazing lease No. 2013, issued to J. D. McGregor, and of grazing lease No. 2014, issued to A. E. Hitchcock ; (b) the assignment of said lease privileges to, or the enjoyment of the same, by the Grand Forks Cattle Company ; (c) and further transfer or sale of said privileges by the Grand Forks Cattle Company ; (d) all transactions between the government and the assigns of the Grand Forks Cattle Company. Presented 9th January, 1907. — Mr. Ames Not printed . 91a. Return to an address of the House of Commons, dated 3rd December, 1906, for a copy of all orders in council, leases, agreements, valuations, reports, memoranda, letters, telegrams, correspondence, and other documents and papers, touching, relating to, or concerning, («) the granting of grazing lease No. 2009, issued to C. E. Hall ; (b) the enjoyment of said lease privileges by C. E. Hall ; (c) the assignment of the same to the Milk River Cattle Company ; (d) the enjoyment of the same by the Milk River Cattle Company ; together with a statement showing all amounts received by the govern- ment by way of rentals, bonuses, or otherwise, from each of the parties herein above-mentioned, with date, amount, and object of each such payment. Presented 9th January, 1907. — Mr. Ames. Not printed. 91b. Return to an address of the House of Commons, dated 3rd December, 1906, for a copy of all orders in council, leases, agreements, valuations, reports, memoranda, letters, telegrams, correspondence, and other documents and papers, touching, relating to, or concerning, (a) the granting of grazing lease No. 2059, issued to H. P. Brown, of Grand Fork*, Montana ; (/;) the assignment of said lease privi- leges to the Galway Horse and Cattle Company ; and the enjoyment thereof by said company ; (c) the further assignment of said lease privileges by the Galway Horse and Cattle Company to John Cowdry, of Macleod, and his enjoyment of the same, together with a statement showing all rentals or bonuses received by the government from any of the above parties, with date, amount, and pur- pose of each payment. Presented 9th January, 1907. — Mr. Ames Not printed. 14 € Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME IS— Continued. 91c. Return to an address of the House of Commons, dated 9th January, 1907, for a copy of all orders in council, agreements, valuations, reports, memoranda, letters, telegrams, correspondence and docu- ments of every description, relating to or treating of («) the granting of a closed grazing lease to Brown, Bedingfield, el al ; [b) the enjoyment of and the payment for the privileges granted under said lease. Presented 7th February, 1907. — Mr. Ames Not printed. 91d. Return to an order of the House of Commons, dated 23rd January, 1907, for a copy of all applica- tions for the lease of grazing lands within the provinces of Alberta and Saskatchewan, between the 1st day of February, 1905, and the 1st day of August, 1905. Presented 19th April, 1907.— Mr. Mc- Carthy (Calgary) - . . Not printed. 92. Return to an order of the House of Commons, dated 28th November, 1906, showing : 1. All sums of money paid to the North Atlantic Trading Company, or on their order, to 1st November, 1900, with dates, sums, and names of persons to whom paid. 2. All correspondence between the North Atlan- tic Trading Company and the government, or any member thereof, or any department, since 1st January, 1906. Presented 9th January, 1907. — Mr. Wilson (Lennox and Addington) . .Not printed. 92a. Return to an order of the House of Commons, dated 17th December, 1906, showing : 1. All claims made on the government by the North Atlantic Trading Company, since the 31st March, 1906. 2. All amounts paid to the said North Atlantic Trading Company by the government of Canada, (a) on account of bonuses ; (b) on account of disbursements, since the 31st March, 1906. 3. A copy of all correspondence had by the government with the said North Atlantic Trading Company since the 31st March, 1306, up to the 1st December, 1906, and of all letters and accounts received from the said company between the above dates. Presented 15th January, 1907. — Mr. Monk. . . Not printed. 92b. Report of C. H. Beddoe, accountant of the Department of the Interior, of an audit of the books and accounts of the North Atlantic Trading Company. Presented 1st March, 1907, by Hon. F. Oliver. Printed for both distribution and sessional papers. 92c. Extract from a Report of the Privy Council, approved by the Governor General on the 19th February, 1907, respecting continental immigration and certain commissions to steamship booking agents. Presented 14th March, 1907, by Hon. F. Oliver Not printed. 93. Return to an order of the House of Commons, dated 10th December, 1906, showing : All sums paid or credits given by the Record Foundry Company, of Moncton, in respect of purchases from the Inter- colonial Railway of scrap iron, copper, babbie metal, lead, sheet lead, and scrap metal of every des- cription, between 1st January, 1904, and 31st March, 1906 ; said statement to further show date and amount of every such transaction, character, quantity and price per pound, of material purchased and whether and in what instances the same has been offered in public competition or sale by tender. Presented 9th January, 1907. — Mr. Barker Not printed. 94. Return to an order of the House of Commons, dated 14th May, 1906, for a copy of all correspondence, reports, documents and papers relating to any dealings, transactions or negotiations between the government and any company, association, syndicate, or any person or persons on behalf of any company, association or syndicate, who have purchased or acquired, or arranged to purchase or acquire, public lands from the government since 1898 ; also a statement giving the names, head offices and addresses of the said respective companies, associations and syndicates, together with the amount of 'and purchased, acquired, or arranged to be purchased or acquired, and the price paid or agreed upon ; also a statement giving the names, addresses and occupations of any person or persons, other than companies, associations or syndicates, who have purchased or acquired, or arranged to purchase or acquire, public lands from the government since 1st January, 1898, in areas of more than 160 acres in each instance, and a statement of the area of such lands in each instance ; also a copy of all correspondence with such persons, and all documents and papers relating to the sale or disposal of such lands. Presented 10th January, 1907. — Mr. Borden (Carleton) Not printed. 95. Return to an address of the House of Commons, dated 18th December, 1906, for a copy of all orders in council, instructions, reports, letters, telegrams, correspondence and other papers of every kind relating to the negotiations for the Songhees Indian Reserve, and especially all such papers as aforesaid relating to the recent mission of Mr. Pedley, Deputy Superintendent General of Indian Affairs, to the province of British Columbia. Presented 11th January, 1907. — Mr. Borden (Carleton) Not printed. 96. Return to an order of the House of Commons, dated 10th December, 1906, showing the following data: (1) The name of the present homesteader on southeast quarter, section 12, township 30, range 2, west of 5th meridian ; (2) date of his entry ; (3) by whom it was made ; (4) where was it 15 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME IS— Continued. made ; (5) who was the first to make homestead entry therefor ; (6) by whom was the first entry cancelled ; (7) who was the next applicant, and what was the date of the application ; (8) the names of any other applicants, if any, for this homestead, and the dates of application ; all coriespondence in regard to this quarter-section. Presented 11th January, 1907. — Mr. Hughes, (Victoria). Not printed. 97. Return to an order of the House of Commons, dated 9th May, 1906, showing in detail for each year, from 1886 to 1906, inclusive ; 1. A statement of all goods supplied to Mr. Speaker's apartments, and to the various offices and apartments of the House of Commons, and the amounts paid therefore. 2. All Inventories of goods in Mr. Speaker's apartments, and in the various offices and apartments of the House of Commons, taken by the Sergea.nt-at-Arms, as keeper of the furniture and fittings of the House, or other officers of the House, and any report of the Clerk, Sergeant-at-Arms, or other officer of the House, with reference thereto, the good-! supplied, their condition, and the character and disposition of the same. 3. A copy of all correspondence had be '.ween Mr. Speaker and any member of the Internal Economy Commission, the Clerk of the House, the Sergeant-at-Arms, or any other officer of the House of Commons,' and the Auditor General, in reference to the purchase, payment, checking, distribution, replenishing, disposal, condition and character of the same. 4. A copy of all resolutions passed by the Commission of Internal Economy in reference to the above matters. Presented 11th January, 1907. — Mr. Belcourt Not printed. 98. Return to an address of the Senate, dated 5th June, 1906, for : 1. A copy of the petitions signed by the citizens of Quebec protesting against the choice of the place where Sir Charles Ross has built his rifle factory. 2. A. copy of the petitions sent by certain persons asking the government to increase the land placed at the disposition of Sir Charles Ross. 3. A copy of the plan of the land placed at the disposition of Sir Charles Ross. 3. A copy of the plan of the land leased by the govern- ment to Sir Charles Ross for the purpose of his rifle factory. Presented 6th December, 1906. — Hon. Mr. Landry Not printed. 98a. Return to an order of the House of Commons, dated 23rd January, 1907, for copies of all documents and all correspondence concerning the erection of the Ross rifle factory on the Plains of Abraham, Quebec. Presented 14th March, 1907.- Mr. Lavcrgne (Montnuigny) Not printed. 986. Return to an address of the House of Commons, dated 10th December, 1906, for a copy of all con- tracts between the Ross Rifle Company and the government, or Department of Militia, for the supply of rifles, ammunition or other articles, and all orders in council, correspondence, reports, documents and papers, relating to such contracts, or to the subject-matter thereof, and to the operations of the company and its dealings with the government, or any department thereof, including the Department of Customs. Presented 14th March, 1907. — Mr. Worthington. . Not printed. 98c. Return to an address of the Senate, dated 27th November, 1906, for a copy of all correspondence exchanged between the government and the Ross Rifle Company or any other association or military body or any person whomsoever, or between the various departments of the government on the subject of the Ross rifle, of the inspections which it has undergone, of the improvements which have been suggested, of the complaints which have been made, or of the reports which have been made. Presented 13th March, 1907. — Hon. Mr. Landry Not printed. 98a", Supplementary return to No. 986. Presented 3rd April, 1907 Not print"/. 98e. Supplementary return to No. 98c. Presented (Senate) 4th April, 1907 Not printed. 99. Revised Statutes of Canada, 1906, volumes 1, 2 arrd 3. Presented 14th January, 1907, by Hon. A. B. Ay les worth Printed separately. 100. Return to an order of the House of Commons, dated 9th January 1907, showing: The imports by provinces into Canada for home consumption, from the United States, and the exports of the same from Canada to the United States, and the duty on the same, giving the present Canadian duty and the United States duty, for the past twelve months, ending 1st October, 1906, on the following agricultural articles : Live pork, cattle, horses, beef and pork dressed, beans, corn, barley, buckwheat, peas, wheat, sugar, beets, eggs, hay, butter, cheese, apples, evaporated or otherwise, vegetables, green peas, tomatoes, peaches, plums, pears, including all canned vegetables, and lard, and tobacco, raw. Presented 15th January, 1907. — Mr Clements Not printed. 101. Return to an order of the House of Commons, dated 5th December, 1906, for a copy of all correspon- dence between the Marine Department and the provincial government of British Columbia, or any member thereof, concerning the building of a road or trail along the coast line of Vancouver Island, for the purpose of lending'assistance to distressed mariners. Presented 15th January, 1907. — Mr. Si/i ith (Nanaimo) Not printed. 16 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. 102. Return to an order of the House of Commons, dated 5th December, 1906, for a copy of all correspon- dence and papers in connection with the investigation into the provisioning of government steamer Kestrel, during the year 1905, and a copy of the report of the investigation. Presented 15th January, 1907. — Mr. Foster Not printed, 102«. Return to an order of the House of Commons, dated 14th January, 1907, for a copy of all letters, telegrams, reports, memoranda and other documents and papers, respecting supplies purchased or ordered for or in connection with the government steamer Kestrel, from January 1st, 1903, up to the present time, including all correspondence between any department, officer or agent of the govern- ment, and the captain of the said steamer. Presented 12th April, 1907. — Mr. Rcid (Grcnville). Not printed. 103. Return to an order of the House of Commons, dated 10th December, 1906, showing the local and general tariffs of each and every through transportation line, railway or steamship line, giving in detail the rates upon each class of commodity from station to station ; and also upon commodities passing through Canada, or from Canada to foreign countries, or to Great Britain and Ireland. Presented 17th January, 1907. — Mr. Hughes ( Victoria) . . . . Not prinU d 104. Return to an order of the House of Commons, dated 3rd December, 1906, showing f r five years past the annual shipments across the Atlantic of : butter, cheese, apples, pears, other ruits and other products, classifying them (a) in cold storage ; (b) in cool air compartments ; (c) inordinary storage. Presented 17th January, 1907. — Mr. Smith ( Wentworth) Not printed. 105. Return to an address of the House of Commons, dated 28th November, 1906, for a copy of all orders in council, reports, letters, telegrams, correspondence, memoranda and other documents and papers, relating to or in any way touching the purchase or acquisition of land in or near the city of Halifax, since 1st January, 1902, for the puipose of constructing thereon a round-house or machine shop. Presented 17th January, 1907. — Mr. Barker Not printed. 106. Return to an addressof the Senate, dated 19th June, 1906, for"copies of all correspondence between the Imperial authorities and the government of Canada relating to the uniform to be worn upon state occasions by privy councillors of the cabinet, privy councillors not of the cabinet, deputy heads of departments, and by any other of the government officials. Presented 16th January, 1907. — Hon. Mr. Landry Not printed 107. Return to an address of the Senate, dated 7th December, 1906, for copies of all correspondence res- pecting a site or sites for a public building in the town of Glace Bay, Nova Scotia, between any member of the government and all other parties ; the area of the sites, the price of each, the date of the purchase, the date of each payment, the name of the seller of each site, the report or reports of the government engineer, showing lots recommended and those not recommended by him, and all notes or memoranda referring to said sites. Presented 16th January, 1907. — Hon. Mr. McDonald (Cape Breton) Not printed 108. Return to an address of the Senate, dated 5th December, 1906, for a copy of all the correspondence exchanged between the department of marine and fisheries, or any person or any company what- soever on the subject of the stranding at Matane of the steamer Kensington, as well as of the inquiry which has been made into this subject and of the judgment rendered by the commissioner making the inquiry. Presented 16th January, 1907. — Hon. Mr. Landry Not printed. 109. Return to an address of the Senate, dated 28th November, 1906, of imports of oxide of aluminum for the years 1903, 1904, 1905 and to date, 1906, with values. Presented 16th January, 1907.— Hon. Mr. Domvillc Not printed. 109«. Return to an order of the Senate, dated 28th November, 1906, giving the amount of aluminum exported for the years 1903, 1904, 1905 and to date, 1906, with values. Presented 16th January, 1907. — Hon. Mr, Domvillc Not printed. 110. Supplementary return to an order of the House of Commons, dated 14th March, 1906, showing, in the case of every homestead against which, dming the years 1904 and 1905, a report of non-com- pliance with the law, or a demand for cancellation has been received by the Dominion land office or offices ; giving (a) the location of said quarter-section, range, township, and meridian ; {b) the name and address oi the party by whom the original entry was made; (r) the name an ] addressof the party or parties (if there have been several) who endeavoured to lodge cancellations ; (d) the reason alleged by coniplainaints why cancellation of entry should be allowed ; (e) whether warning of threatened cancellation was served upon the alleged delinquent ; (/) the action taken by the department in each case. Presented 21st January, 1907. — Mr. Ames Not printed. G067— 2 17 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME IS— Continued. 111. Return to an address of the House of Commons, dated 10th December, 1906, for a copy of all orders in council, agreements, contracts, reports, telegrams, letters, and other documents, relating to any agreement between the government, or any department of the government, and Mr. W. A. D. Lees, or any other person or persons, for fencing a part or tract of land near Fort Saskatchewan, in Alberta ; and all such documents and papers aforesaid, relating to the maintenance of such fence. Presented 21st January, 1907. — Mr. Roche (Marquette) Not printed. 112. Return to an order of the House of Commons, dated 17th December, 1906, for a copy of the ordin- ance or regulation of the Canadian militia by which young men following the three months' short course, day attendance, are stipulated a3 having no right to any indemnity for their services ; also a copy of the ordinance or regulation of the Canadian militia by which young men from the country are not entitled to any pay for provisionary course, night attendance. Presented 21st January, 1907.— Mr. Rohitaille Not printed. 113. Extract from a Report of the Committee of the Privy Council, approved by the Governor General on the 24th day of December, 1906, in relation to the leasing of the Beauharnois Canal, in order to its utilization for the development of electricity for lighting and industrial purposes. Presented 21st January, 1907, by Sir Wilfrid Laurier Not printed. 114. Return to an order of the House of Commons, dated 14th January, 1907, showing : 1. All amounts wh;ch have been since 1st July, 1904, expended, chargeable to capital account, upon the strengthen- ing of bridges along the line of the government railways. 2. The estimated cost of each work, which it is proposed to carry on during the fiscal year 1907-8. Presented 21st January, 1907. — Mr. Crocket Not printed. 115. Return to an order of the House of Commons, dated 14th January, 1907, for a copy of all corres- pondence, petitions and other papers, addressed to, or received by the department of railways and canals, from any persons, organizations, or associations, asking for the institution of a system of annuities for employees on the Intercolonial Railway. Presented 21st January, 1907.— Mr. Mac- donald Not printed. 116. Return to an order of the House of Commons, dated 26th March, 1906, for a statement containing the following information concerning the water-powers in the possession and under the control of the Dominion government. 1. The province and the locality within the province where the water-power is situated. 2. A summary of the report or reports made to the government on such water-power, if any report has been made, with date of the report and name of the party who has reported. 3. The power susceptible of being developed. 4. If under lease or alienated in any way, the name of lessee or purchaser, date, duration and condition of lease or purchase. 5. If under lease or alienated, whether public tenders were called for through the newspapers before lease or alienation took place. 6. If under lease or alienated, whether any report was sought and obtained by the government pre- vious to such alienation, and by what officer such report was made to the government, and the pur- port of such report, as well as its datf.. 7. If under lease or alienation in any way, the amount due the government for rent or price of sale and arrears. 8. If under lease or alienated, whether the conditions of alienation have been fulfilled. Presented 21st January, 1907. — Mr. Monk. Printed for both distribution and sessional papers. 1 16a. Return to an address of the House of Commons, dated 28th November, 1906, for : 1. A copy of the contract or agreement by which the government has leased or alienated the water-powers on the Soulanges canal ; of the tenders, if any were invited, before the disposal of said water-powers ; and of any and all correspondence concerning the said powers before the disposal of the same by the government. 2. A copy of the order in council disposing of said water-powers. 3. A copy of all transfers of said water-powers since the original alienation of the same ; of all correspondence relat- ing to said transfers ; and of oiders in council authorizing or ratifying said transfers. 4. A copy of all reports and estimates in the possession of the government in regard to the extent and value of water-powers on the Soulanges canal. Presented 14th February, 1907. — Mr. Monk . . . .Not printed. 1 166. Return to an order of the House of Commons, dated 10th December, 1906, showing : (1) The water- powers, and location of same, along the Trent Canal waterways, still in possession of the government of Canada ; (2) those along tributary waters under the same control ; (3) the water-powers that have been leased, or otherwise disposed of ; (4) the teams in each case ; (5) the nature of the title in each instance. Presented 14th February, 1907.— Mr. Huyhes (Victoria) Not printed. 1 1 6c. Return to an order of the House of Commons, dated 27th February, 1907, for copies of all reports and other papers in connection with the choice of the eastern outlet for the Trent Valley Canal. Presented 27th February, 1907.— Mr. Emmerson Not printed. 18 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. 116c/. Report of E. J. Walsh, C.E., Engineer in charge of the surveys on the Trent Valley Canal, from Lake Simcoe to Georgian Bay, accompanied by plans, profiles and estimates. Presented 15th March, 1907, by Hon. H. R. Emmerson Not printed . 117. Return to an order of the House of Commons, dated 5th December, 190(5, for a copy of all letters, telegrams or documents of any description, relating to, {a) the appointment of Mr. F. W. Aylmer to the position of resident engineer of the Dominion Public Works at Winnipeg ; and (b) his resigna- tion of said position, together with all letters, telegrams, &c, interchanged between Mr Aylmer and any official of the public works department, in this connection. Presented 21st January, 1907. — Mr, Ames Not printed. 118. Return to an address of the House of Commons, dated 28th November, 1906, for a copy of all cor- respondence, tenders, offers of lease or purchase or occupation, of water powers under the control ot the government of Canada, and of any deed of alienation of the same, whether by lease or other- wise, situate within one hundred miles of the city of Montreal. Presented 21st January, 1907.— Mr. Monk Not printed. 119. Return to an order of the House of Commons, dated 9th January, 1907, for a copy of all papers and correspondence in connection with registered letters lost between Bethany and Millbrook, and other points in the county of Durham ; more especially concerning a letter posted by one Joseph Hadden, of Bethany, to the Bank of Toronto, at Millbrook. Presented 24th January, 1907.— Mr. Ward. Not printed. 120. Return to an order of the House of Commons, dated 3rd December, 1906, for a copy of all thermo- graph records of temperature on ocean-going vessels taken during the past season ; stating names of vessel, and date of sailing, and port from whence sailing; also, stating if in cold storage chambers, cool air chambers, ventilated chambers, or unventilated chambers ; also, in case of ventilated cham- bers, stating the method of ventilation. Presented 24th January, 1907. — Mr. Smith {Wentworlh). Not printed. 121. Return to an address of the House of Commons, dated 17th December, 1906, for a copy of : 1. All reports made from time to time by the officers of the topographical surveys branch of the depart- ment of the interior, in reference to land in townships 10, 11, 12 and 13, ranges 7, 8, 9, 10, 11, 12 and 13, west of the 4th, and townships 7, 8 and 9, ranges 8, 9, 10 and 11, west of the 4th. 2. Orders in council dated the 13th December, 1886, and 21st December, 1897, setting apart certain lands, viz.: those portions of the south half of section 7, the northwest quarter of section 9, and section 21, lying south and east of the river, township 12, range 12 ; that part of section 35 lying south and east of the river, township 11, range 13, and those portions of sections 1 and 2, lying east of the river in township 12, range 13, all west of the 4th meridian, as reserved for watering of stock. 3. Report of inspection referred to in order in council of 21st December, 1903, showing that the land referred to in orders in council dated 13th December, 1886, and 21st December, 1897, were no longer required for the purpose for which they were reserved. 4. All other reports made from time to time to date by officers of the department of the interior regarding the character and fertility of the soil, climate, rainfall, water supply, or topographical features of the area, or any part of the area described in paragraph 1 of this resolution. Presented 28th January, 1907. — Mr. Ames .... ..... .Not printed. 122. Orders in Council authorizing the granting of permits to foreigners and foreign corporations to bring fresh fish in American bottoms to any port in British Columbia, to land such fresh fish at such port without payment of duties and tranship the same in bond to any part of the United States of Ame- rica, &c. Presented 28th January, 1907, by Sir Wilfrid Laurier Not printed. 123. Return to an order of the House of Commons, dated 28th November, 1906, for a copy of all corres- pondence between the government, or any member or official thereof, and any member of the Royal Insurance Commission, or Mr. Shepley, K.C., or Mr. Tilley, barrister, or any other person employed by or on behalf of the government, relating in any way to the work of the commission, to the sub- jects and methods of conducting the inquiry, to suggestions as to what witnesses be called, what information be sought, and from whom ; together with any reports received or transmitted in refer- ence to the above ; and also, for a copy of all instructions issued by the government, or any member thereof, to the commission, or any counsel employed thereat. Presented 29th January, 1907. — Mr. Borden ( (hirleton) Not printed. i23d. Report of the Royal Commission on Life Insurance. Presented 26th February, 1907, by Hon. W. S. Fielding Printed for both distribution and sessional papers. 6067— 2h 19 6 Edw. VII. List of Sessional Papers. A. 1007 CONTENTS OF VOLUME 13— Continued. 1236. Supplementary return to 123a. Memorandum of exhibits by companies. Presented 6th March, by Hon. W. S. Filding Printed for both distribution and sessional papers. 123c. Supplementary Report of the Royal Commission on Life Insurance See No. 123b. 123d. Return to an address of the Senate dated 14th March, 1907, for the papers referred to as Exhibits Nob. 682, 686, 688, 737, 738, 740, and 741, in Sessional Paper No. 1236, being a supplementary return laid on the table of this house during the present session of parliament. Presented 4th A'pril. — Hon. Mr. Ferguson See No. 123b. 124. Return to an address of the Senate, dated 16th January, 10< »7, showing : The tenders called for the supply of sleepers for any part whatsoever of the Transcontinental Railway by the Commissioners of the Transcontinental Railway. Who are the tenderers. What are the prices asked by each of them. Who obtained the contract. At what price and for what quantity. Has the contractor begun the execution of his contract. What quantity has he delivered up to this date. To whom, and at what place. What amount of money has he received in payment. Presented 24th January, 1907. — Hon. Mr. Landry Not printed. 125. Return to an order of the House of Commons, dated 18th December, 1906, for a copy of all corres- pondence between the five companies and the one individual whose hydraulic mining leases were cancelled during the past year, and the government, or any department thereof. Presented 29th January, 1907. — Mr. Roche (Marquette) , Not printed. 126. Return to an order of the House of Commons, dated 16th January, 1S07, for a copy of all papers and correspondence during the past year in connection with the leasing of any lands adjacent to Lake Manitoba for sporting or other purposes. Presented 29th January, 1907. — Mr. Sckaffncr..Not printed. 127. Return to an address of the House of Commons, dated 2Sth November, 1906, for a copy of all corres- pondence between the government of Canada and the government of Australia, or any officials thereof, with reference to tariff preferences between the two countries ; and all orders in council in reference thereto, for the years 1904, 1905, 1906. Presented 29th January, 1907. — Mr. Borden. (Carleton) . . Not print' th February, 1907.-— Mr. Taylor Not printed. 135. Return to an address of the Senate, dated 23rd February, 1907, asking for the production before the house of all papers, oiders, rules, charges, reports of inquiries, evidence, and judgment rendered, by any council of war or court-martial whatsoever, concerning a soldier of the ordnance corps by the name of Telesphore Roy, at Quebec, accused and found guilty of any offence whatsoever, and sentenced on that account to cells and hard labour ; together with all documents relating to this matter, before and after the charge and the judgment of the military coiut ; the names of the com- plainant, of the officers who sat on the court-martial, of the defender of the accused, of those who confirmed the judgment ; and a copy of the record upon which were based both the judgment of the court martial and the confirmation by superior authority of the judgment rendered. Presented 6th February, 1907. — Hon. Mr. Landry. Not printed. 136. Return to an address of the House of Commons, dated 10th December, 1906, for a copy of all orders in council, contracts, reports of experts or officials, and of all correspondence relating to the adoption and purchase of 250 subtarget guns, by the department of militia, and especially all letters passing between the Ontario Sub-Target Company (Limited), Mr. J. H. Jewell, Mr. Hartley Dewart, K.C., or any director or shareholder of the Sub-Target Company, and the Minister of Militia, or his private secretary, in reference to purchases or contracts, or agreements to purchase, either proposed or consummated, and payments made thereon or in pursuance thereof. Presented 7th February, 1907.— Mr. Foster Not printed. 136a. Supplementary return to No. 130. Presented 20th March, 1907 Not printed. 137. Return to an address of the House of Commons, dated 30th January, 1907, for a copy of documents relating to the Metlakatla Indian Reserve, that is to say, a certain agreement with the province of Prince Edward Island in or about the year 1876, and mentioned in an order in council bearing date 2nd April, 1906, the said order in council and all recent correspondence dealing with the reserve. Presented 7th February, 1907. — Mr. Borden (Carleton). Not printed. 138. Return to an address of the House of Commons, dated 28th November, 1900, for a copy of all orders in council, Agreements, valuations, reports, memoranda, letters, telegrams, correspondence, docu- ments and papers, in connection with the sale or grant by the government of Canada, or any depart- ment thereof, since 1st January, 1905, of any public lands or public domain, other than to actual settlers. Presented 7th February, 1907. — Mr. Borden (Carleton) Not printed. 139. Return of the names of all persons appointed to or promoted in the Civil Service of Canada, during the calendar year 1906. Presented 14th February, 1907, by Sir Wilfrid Laurier Not printed. 140. Return to an address of the House of Commons, dated 28th January, 1907, for a copy of all orders in council, rules or regulations governing the operation and management of the Government Printing Bureau. Presented 14th February, 1907. — Mr. Vcrville Not printed. 141. Return to an order of the House of Commons, dated 3rd December, 1906, for a copy of all correspon- dence concerning the retirement from office of Mr. Talbot, late postmaster at Cannington, Ontario. Presented 14th February, 1907. — Mr. Hughes ( Victoria) Not printed. 142. Return to an order of the House of Commons, dated 30th January, 1907, showing what life-saving stations are maintained on the sea coasts and inland waters of Canada, when the same were erected, respectively, and at what cost, respectively, and the cost of maintenance of each of same, during the last ten years. Presented 14th February, 1907. — Mr. Boyce Not printed. 21 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. 143. Return to an address of the House of Commons, dated 30th January, 1907, for a copy of all papers, memorials, memorandums, documents and correspondence between the provincial assembly and provincial government of Manitoba, and the Dominion Parliament and Dominion Government during the past ten years, in reference to the extension of the boundaries of Manitoba. Presented 18ch February, 1907. — Mr. Roche (Marquette) Not printed. 144. Despatches and orders in council relative to Colonial Conference, 190", fr;m 20th April, 1905, to 15th February, 1907. Presented 18th February, 1907. by Sir Wilfrid Laurier. Printed for both distribution and sessional papers. 145. Return to an address of the House of Commons, dated 28th January, 1907, for a copy of all orders in council, letters, papers, correspondence and documents relating to or connected with the resign- ation of Mr. Alexander Henderson as judge of the county court of British Columbia. Presented 18th February, 1907. — Mr. Borden (Carleton) Not printed. 146. Return to an order of the House of Commons, dated 6th Februaiy, 1907, showing the number of persons employed in the House of Commons, (a) as permanent employees, and in what capacity ; {b) as sessional employees, and in what capacity ; (th March, 1907. — Mr. Bergeron N:t printed 1 96. Return to an order of the House of Commons, dated 4th March, 1907, showing: 1. The chief differences in principle between the Ross rifle and the Snider-Enfield, the Martini-Henry and the Lee-Enfield. 2. The average annual number of each, the Ross rifle and the Lee-Enfield rifle, manufactured. 3. The various kinds of rifle "sights" for which adoption has been sought in recent years. 4. The number of accidents to men in Canada from each, the Lee- Enfield and the Ross rifle. 5. The break- ages or disabled rifles of each class recorded. Presented 25th March, 1907.— Mr. Hughes (Victoria). Not printed. 19?. Return to an addre-s of the House of Commons, dated 17th December, 1906, for a copy of all orders in council, advertisements for tenders, tenders, specifications, plans and drawings, reports, letters, telegrams, correspondence, contracts and other documents and papers of every kind, touching or relating to the construction of a post office building at Vancouver, British Columbia. Presented 27th March, 1907. — Mr. Borden ( Carleton) Not printed. 198. Return to an order of the House of Commons, dated llth February, 1907, for a copy of all letters, reports and other papers connected with the cutting of a channel into a lake at Red Head, Shelburne Co., X.S., for the purpose of connecting it with the sea. Presented 2nd April, 1907. — Mr. Gunn. Not printed. 199. Return to an order of the House of Commons, doted 14th January, 1907, showing : The number of miles of government telegraph lines, respectively, in each of the provinces and districts of Canada, the points between which they run, and the various stations on each line, and population of the same, the working expenses and receipts, respectively of each station and line for the ten years ending December 31st, 1906 ; the amount that has been spent yearly during the ten past years, (a) on con- struction of new lines or extensions ; (b) on repairs and maintenance of existing lines ; and the t < >t:; I expenditure for, (a) construction ; (b) repairs and maintenance of the present government telegraph lines, and the receipts and working expenses thereof by years. Presented 27th April, 1907. — Mr. Fosti /• Not print r J. 200. Return t' i an address of the House of Commons, dated 28th March, 1906, showing: 1. What pro- prietary rights, or rights of licensing, or control or other rights, if any, are vested in the government of Canada or the crown, in the right of Canada in respect to (a) sea fisheries ; (6) inland fisheries in each province. 2. What such rights are vested in each provincial government or the crown in the right of each provincial government, in respe:t of the matter aforesaid. 3. What rights, powers or jurisdiction to lease or otherwise regulate or control, manage or interfere with sea or inland fisheries, are ex'-rcised by the federal government or any department thereof. 4. What such rights, powers or jurisdiction, if any, are exercised by any provincial government or department thereof. 5. What jurisdiction to legislate is possessed or exercised by, (a) the parliament of Canada; (b) any provincial legislature with respect to : (c) sea fisheries, or id) inland fisheries in regard to : (e) proprietary rights ; {f) licensing; (g) other regulations ; (k) control or management. 6. Whether any differ- ences or disputes between any provincial government and the federal government now exist with respect to any of the matters above mentioned ; and, if so, a statement of the exact nature and form of such disputes or differences. Presented 10th April, 1907. — Mr. Borden (Carleton) . . . .Not printed. 201. Copy of amendment to the Postal Convention of January, 1888, between Canada and the United States. Pr.-ented llth April, 1907, by Hon. R. Lem eux Not printed. 202. Return to an order of the House of Commons, dated 18th February, 1907, for a copy of all corre- spondence, telegrams, reports, and all other information in the possession of the government, or any member or official thereof, in reference to winter communication, and the construction of a tunnel between Prince Edward Island and the mainland of Canada. Presented 12th April, 1907.— Mr. Martin {Queen'*) Not printed. 28 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. 202a. Supplementary return to 202. Presented 17th April, 1907 Not printed. 203. Return to an order of the House of Commons, dated 30th January, 1907, showing what wrecks have been reported to the Department of Marine and Fisheries of Canada, which have occurred on the 3reat Lakes, that is, Lakes Huron and Superior, since the first day of May, 18S2 ; showing what loss of life occurred as a consequence of each wreck, the reported or ascertained cause of the wreck, showing in each case whether there was an investigation into the cause of the wreck, the tonnage and approximate value of each vessel and cargo lost. Presented 12th April, 1907. — Mr. Boycc. Not p rintcd . 204. Return to an order of the House of Commons, dated 3rd December, 1906, for a copy of all corres- pondence between the postmaster general's department and any person or persons, relating to the forbidding the use of the mails to the newspaper known as Loivrcy's Claim, and copies of the articles complained of. Presented 15th April, 1907.— .Mr. Gallihcr Not printed . 205. Return to an order of the. House of Commons, dated 29th November, 1906, showing the names, places of residence, places or ports where shipped, and dates when shipped, of the officers and crews of the steamers Minto, Stanley and Princess ; and also of the dredges W. S. Field ing, St. Lawrence an 1 George MaiKcniie. Presented 12th April, 1937. — Mr. McLean (Queen's) Not printed. 205«. Return to an address of the Senate dated 27th February, 1907, asking for a statement showing : 1. How many men are now or have been employed on the government steamer Montcalm, giving the name of each, the date of his employment, the nature of his duties, the amount of his remuneration, and stating in each case whether the employment has been permanent or temporary. 2. What ser- vice or services has the said steamer been engaged in, since her construction. If there have been different services the statement to show definitely the time devoted to each service. 3. At what places in the St. Lawrence or elsewhere has the said steamer operated in ice-breaking, and to what extent has such operation resulted in opening passages for ordinary shipping. 4. What has been the total cost of maintenance of said steamer, including wages, fuel, repairs, board of crew, and other expenses, from the time she commenced service (the date to be stated) up to the 25th instant. 5. And showing the tonnage, horse-power, and original cost of said steamer. Presented 17th April, 1907. — Hon. Mr. Ferguson Not printed. 206. Return to an order of the House of Commons, dated 17th December, 1900, for a copy of all corres- pondence between the Winnipeg Board of Trade and any other body or individual and the govern- ment or any department thereof, relating to the restriction of fishing on Lake Winnipeg. Presented 12th April, 1907.— Mr. Roche (Marquette) Not printed . 207. Return to an order of the House of Commons, dated 17th December, 1906, for : 1. A copy of all leases and agreements between the government, represented by the Deparment of Marine and Fisheries, and (a) the Athabasca Fish Company (J. K. McKenzie, Selkirk, Manitoba), or their assigns, Messrs. Butterfield & Dee ; (6) A. McNee, Windsor, Ontario ; (c) the British American Fish Corporation of Montreal and Selkirk (F. H. Markey). 2. A copy of all reports, correspondence or documents, relating to or touching upon the application for securing of, transfer of, or enjoyment of any privileges under said leases. 3. A statement of all rentals, bonuses, or payments to the govern- ment in respect of such leases to date. 4. All information in the possession of or procurable by the government with reference to (a) the number of tugs, bo its and men employed ; (b) the quantity and value of nets used ; (c) the number and value of fish taken ; (d) the quantity of fish exported under each of said leases during the last period of twelve months, for which such figures are available. Presented 12th April, 1907. — Mr. Ames Not printed. 208. Return to an order of the House of Commons, dated 9th January, 1907, showing, in respect of all contracts since 1st January, 1901, between the government and the Gallena Oil Company, of Toronto, for supplies to any of the railways of the government : 1. The tenders upon which con" tracts were based, and all tenders made \>y other parties for such contracts. 2. All correspondence and communications of the department and officers thereof, with the several tenderers or contractors, relating to such contracts, or tenders or supplies ; also all correspondence and communications between such officers, relating to such tenders, contracts or supplies. 3. All advertisements, notices, statements, accounts, papers and vouchers, relating to such contracts or supplies, or payments thereof. Presented loth April, 1907.— Mr. Ames Not print* d. 209. Return to an order of the House of Commons, dated 9th January, 1907, for a copy of all reports, instructions, plans, agreements or documents, of every description, in the possession of the govern- ment, concerning, relating to, or touching upon the location, the erection, or the equipment of new .29 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME 13— Continued. locomotive and car shops at Moncton, or the purchase of new machinery for the same. Presented 15th April, 1907. — Mr. Ames Not printed. 210. Return to an order of the House of Commons, dated 11th of March, 1907, showing the total amount of money in banks, to the credit of the government, at the end of each month during the year 1906, and the name of each bank. Presented 15th April, 1907. — Mr. Armstrong Not printed. 211. Return to an order of the House of Commons, dated 20th February, 1907, showing all the mineral, coal and other lands, water-powers, and other franchises in the vicinity of Grand Falls, on the Hamilton River, and also in the District of Mackenzie ; and also in the Territory of Ungava, that have been applied for, leased, granted, disposed of, or otherwise dealt with, since the year 1896 ; together with the names and addresses of the applicants, lessees and purchasers, the prices paid, the quantity of land alienated, and the conditions, if any, attached to each of the grants or dispositions. Presented 17th April, 1907. —Mr. Boyce Not printed. 212. Return to an order of the House of Commons, dated 11th March, 1907, for a copy of all papers, reports and correspondence, in connection with the Doukhobor colonies in Saskatchewan, from October 1st, 1906, to date. Presented 17th April, 1907.— Mr. Cash Not printed. 213. Return to an address of the House of Commons, dated 8th April, 1907, for a copy of all memorials, petitions, resolutions, correspondence or documents of any description in the possession of the govern- ment, i elating to or referring to the recent appointment of a senator to represent the district of Rougemont. Presented 17th April, 1907. — Mr. Ames Not printed. 214. Return to an order of the House of Commons, dated 11th February, 1907, showing: 1. What works of a public nature have been undertaken in the counties of Compton, Richmond and Sherbrooke, respectively, by any department of this government since 1896 to date. 2. All sums of money, apart from the usual expenditure in connection with the maintenance of postal and customs department, that have been expended in these counties, respectively, since that date. 3. For what .purposes these sums were expended, and to whom paid. Presented 19th Apiil, 1907. — Mr. Worthinr/ton. Not printed. 215. Return to an address of the House of Commons, dated 18th December, 1906, for a copy of all orders in council, advertisements for tenders, tenders, specifications of every kind, plans, drawings, reports, letters, telegrams, correspondence, contracts, agreements and other documents and papers of every kind, touching or relating to the construction of a post ofhee in the city of Winnipeg, since the year 1900. Presented 19th April, 1907.— Mr. Borden (Carleton) Not printed. 216. Return to an order of the House of Commons, dated 11th February, 1907, for a copy of all letters, reports and other papers connected with the building of a wharf at North East Harbour, Shelburne County, N.S. Presented 19th April, 1907. — Mr. Perley Not printed. 217. Return (in part) to an order of the House of Commons, dated 6th February, 1907, for a copy of all letters, accounts, vouchers, cheques, correspondence and documents relating to any amount paid to Mr. R. T. Mcllreith, barrister, of Halifax, for legal services, by the government of Canada, during each of the fiscal years ending, respectively, 30th day of June, 1902, 1903, 1904, 1905 and 1906. Also relating to all amounts similarly paid to any legal agent or representative of the government at Halifax during each of the fiscal years ending, respectively, 30th June, 1891, 1892, 1893, 1894, 1895, 1896 and 1897. Presented 19th April, 1907. — Messrs. Crocket and Johnston Not printed. 218. Return to an order of the House of Commons, dated 10th December, 1906, for a copy of all papers and correspondence, relating to the adoption and the application of section 9 of the Act of 1885, amending the Consolidated Revenue Act of 1883, now subsection 4 of section 148, of chapter 34 of the Revised Statutes of Canada ; this Act treating of two-year maturing spirits in bond. Presented 19th April, 1907.— Mr. Robitaille Not printed. 219. Report of Mr. Augustus Power, K.C., Commissioner appointed to report on the matter of Louise F. Wiley vs. Fred. T. Congdon. Presented 19th April, 1907, by Hon. F. Oliver Not printed. 220. Extracts from a report of the Committee of the Privy Council, approved by the Governor General on 26th May, 1906, and 5th July, 1906, respecting certain ordinances passed by the council of the Yukon Territory. Presented 20th April, 1907, by Hon. F. Oliver Not printed. 221. Return to an order of the House of Commons, dated 4th March, 1907, showing: All coal lands leased, sold, or otherwise disposed of. from the 1st of January, 1906, to date, giving the area disposed of, the party to whom, the consideration therefor, the assignments made, if any, the date thereof, and the name of the assignee in each case. Presented 24th April, 1907. — Mr. Lake. Not printed. 30 6 Edw. VII. List of Sessional Papers. A. 1907 CONTENTS OF VOLUME IS— Concluded. 222. Census of Statistics. Bulletin 1, Wage-earners by Occupations. Presented 25th April, 1907, by Hon. S. A. Fisher , Not printed. 223. Return to an address of the Senate dated 7th December, 1906, for copies of all correspondence res- pecting a site or sites for a public building in the town of Glace Bay, N.S., between any member of the government and all other parties ; the area of the sites, the price of each, the date of the pur- chase, the date of each payment, the name of the seller of each site, the report or reports of the government engineer, showing lots recommended and those not recommended by him, and all notes or memoranda referring to said sites. Presented 15th April, 1907. — Hon. Mr. McDonald (Cape Breton) Not printed. 224. Return to an order of the House of Commons, dated 28th November, 1906, for a copy of all corres- pondence and other papers since the year 1896, between the city of Toronto, the Harbour Com- missioners of Toronto, or any other persons, and the Dominion government, relating to, (a) the dredging or deepening of Toronto Harbour and the approaches thereto at the eastern and western gaps, or the shoals outside of said entrances ; (6) the building of breakwaters, pieis or other works for or in connection with such entrances at the eastern and western gaps to said harbour. Presented 27th April, 1907. — Mr. Macdonnell Not printed. 225. Supplementary return to 166. Presented (Senate) 28th February, 1907 Not printed. 226. Return to an address of the Senate dated 20th March, 1907, asking for all correspondence between the government of Canada or any department thereof, and the government of Prince Edward Island, in 1901 or 1902, respecting the per capita allowance payable to that province, as provided for in the British North America Act, and how the said allowance should be computed on the popu- lation of the province, as ascertained by the census of 1901. Presented 5th April, 1907.— Hon. M r. Ferguson Not printed. 227. Return to an order of the Senate, dated 6th Febiuary, 1907, asking for a statement indicating in so many columns : 1. The names, christian names, age and nationality, of all persons who have been appointed to any position in the customs house at Quebec, since the 1st of July, 1906. 2. The names of the persons who were replaced by those new appointments, specifying at the same time whether the persons so replaced were replaced by reason of their death, their retirement, or their dismissal, and by whom they have been replaced. 3. The names of the persons who recommended each of these new appointments. Presented 27th April, 1907. — Hon. Mr. Landry Not printed. 31 6-7 EDWARD VII. SESSIONAL PAPER No. 19a A. 1907 CRISTA. D^l REPORT OF THE MINISTER OF PUBLIC WORKS REPORTS OP THE INTERNATIONAL WATERWAYS COMMISSION 1906 Submitted in Accordance with the Provisions of Chapter 86, Section 87, of the Revised Statutes of Canada. VOL. II PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 1907 [No. 19a— 1907.] 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 To His Excellency the Bight Honourable Sir Albert Henry George, Earl Grey, G.C.M.G., &c, &c, Governor General of Canada. My Lord, I have the honour to lay before Your Excellency the Second Volume of the Report of the Department of Public Works of Canada, for the Fiscal Year ended June 30, 1906, containing the compiled reports of the International Waterways Commission to January 4, 1907. I have the honour to be, My Lord, Your Excellency's most obedient servant, SYDNEY FISHER, Acting Minister of Public Works. Ottawa, January 28, 1907. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 R No. 19 CONTENTS VOLUME I. CONTAINS THE KEPOET OF THE MINISTEE OF PUBLIC WORKS ON THE WORKS UNDER HIS CONTROL FOR THE FISCAL YEAR ENDED JUNE 30, 1906. VOLUME II. CONTAINS ALL REPORTS ISSUED BY THE INTERNATIONAL WATERWAYS COMMISSION TO JANUARY 4, 1907. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 KEPOETS OF THE INTERNATIONAL WATERWAYS COMMISSION. 1. First progress report of the Canadian members of the International Waterways Commission. 2. Second interim report of the Canadian section. 3. Joint report of the Commission on conditions at Niagara Falls, with recommenda- tions. 4. Joint report of the Commission on conditions existing at Sault Ste. Marie, with rules for the control of the same. 5. Joint report on the application of the International Development Company for permission to construct regulating works on the Richelieu river. 6. Joint report of the Commission on the application of the Minnesota Canal and Power Company of Duluth, Minn., for permission to divert certain waters in the State of Minnesota from the boundary waters between the United States and Canada. 7. Third report of the Canadian section. 8. Joint report on the Chicago Drainage Canal. 9. Joint report of the Commission on the location of the boundary line between the United States and Canada through Lake Erie. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 1.* ALPHABETICAL INDEX TO VOLUME II., PUBLIC WORKS REPOET (INTERNATIONAL WATERWAYS COMMISSION) A Page. American section, first report 89 do do second report 235 B Buffalo, N.Y., waterworks 147 C Canadian-Niagara Power Co 270-288 Canadian Soo canal 69 Chandler-Dunbar Waterpower Co 52 Chicago drainage canal 81, 146, 172, 207, 236 do harbour 81 do sewage 186 Consolidated-Lake Superior Power Co 61 D Detroit river 83, 145, 240 Detroit River Tunnel Co 143 Division of water, Niagara Falls 101,103 Duluth, Minn •. 77 E Edison-Sau.lt Light and Power Co 53 Electrical Development Co : 268-284 F First report 1 Fishery officers, instructions to 161 Fort William, Ont 73 G Grand Falls Power Co . ." 293 I International aspect of questions 126 Irrigation 148 J Joint report 103 viii INDEX 7 EDWARD VII., A. 1907 K Page. Kakabeca Falls , 76 Keystone Fish Co., case 170 King, Dr. W. F., retirement 293 Koochiching Falls 80 Kutz, Capt. C. W., report on Niagara power 266 L Laflamme, Rev. J. C. K., report 30 Lake Champlain 115,239 Lake Erie 150,230,240,241 do controlling works 292 Lake Huron 45 Lake Michigan 82 Lake Superior 71 do Power Co 61 Limekiln Crossing 83 Long Sault rapids 241 M Mabee, J. P 15 Massena Water Power Co _. 145,241 Michigan-Lake Superior Power Co 29, 4"0, 47, 108 Minnesota Canal and Power Co , 79,118,146,237 N Niagara Falls 11,31,97,139,225,243 do Hydraulic P. and M. Co 253 Niagara, Lockport and Ontario Power Co 283 O Ontario-Minnesota Power Co 80 Ontario Power Co 279 Organization of Commission 3,225 P Pittsburg Reduction Co 292 Port Arthur, Ont 73 R Rainy river 13,133.293 Richelieu river, P.Q 115,147,159,239,293 River and Harbour Act, 1902. U.S 1 River St. Clair 41 do St. John, N.B 293 S St. Clair flats 43 St. Mary's river 40.45,71,103,144 Sault rapids 146 Sault Ste. Marie 7,93,105,236 do do canals • 69 Second report 97 Sewage filters 186.207.236 Stewart, W. J., appointment 293 T Toronto-Niagara Power Co 287 Treaty rights 126 W Wisner, Geo. Y 150 A 7 EDWARD VII. SESSIONAL PAPER No. 19 ' A. 1907 FIRST PROGRESS REPORT OF THE CANADIAN MEMBERS OF THE INTERNATIONAL WATERWAYS COMMISSION, 1905 International Waterways Commission, Office of Canadian Section, Ottawa, Decemoer 24, 1905. Sir, — The Canadian section of the International Waterways Commission has the honour to submit the following progress report. The River and Harbour Act, passed by the United States Congress and approved June 13, 1902, contained the following provision, viz. : — ' The President of the United States is hereby requested to invite the government of Great Britain to join in the formation of an international commission, to be com- posed of three members from the United States and three who shall represent the in- terests of the Dominion of Canada, whose duty it shall be to investigate and report upon the conditions and uses of the waters adjacent to the boundary lines between the United States and Canada, including all of the waters of the lakes and rivers whose natural outlet is by the River Saint Lawrence to the Atlantic ocean, also upon the maintenance and regulation of suitable levels, and also upon the effect upon the shores of these waters and the structures thereon, and upon the interests of navigation by reason of the diversion of these waters from or change in their natural flow; and, further, to report upon the necessary measures to regulate such diversion, and to make such recommendations for improvements and regulations as shall best subserve the interests of navigation in said waters. *The said Commissioners shall report upon the advisability of locating a dam at the outlet of Lake Erie, with a view to determining whether such dam will benefit navigation, and if such structure is deemed advisable, shall make recommendations to their respective governments looking to an agreement or treaty which shall provide for the construction of the same, and they shall make an estimate of the probable cost thereof. The President, in selecting the three members of said commission who shall represent the United States, is authorized to appoint one officer of the Corps of Engineers of the United States Army, one civil engineer well versed in the hydraulics of the Great Lakes, and one lawyer of experience in questions of international and riparian law, and said commission shall be authorized to employ such persons as it may deem needful in the performance of the duties hereby imposed; and for the purpose of paying the expenses and salaries of said commission, the Secretary of War is authorized to expend from the amounts heretofore appropriated for the Saint Marys river at the falls the sum of twenty thousand dollars, or so much thereof as may be necessary to pay that portion of the expenses of said commission chargeable to the United States.' 19— Vol. ii— 1 2 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 The invitation authorized by this section was duly communicated to the govern- ment of Great Britain by Honourable Jos. H. Choate, then American Ambassador in London, by a letter dated July 15, 1902 (copy appended, marked ' A'). On December 2, 1902, the invitation was transmitted by the Colonial Office in London to Lord Minto by a despatch dated December 2, 1902 (copy appended, marked 'B'), and by a subsequent letter dated December 3, 1902 (copy appended, marked and im- posed upon the company certain rules and regulations to govern the maintenance of the level of Lake Superior. In the legislation above quoted and in the agreement referred to, the principle was recognized that the use of the water of St. Marys river for power purposes was not granted in any fixed quantity nor for any fixed length of time. It was further recognized that the Secretary of War could enter upon the pro- perty and close the canal of the company, in whole or in part, at any time to the extent necessary to maintain the level of St. Marys river above the rapids. The Act further stated that the use of the water of St. Marys river should finally be regulated by an international commission. The rules and regulations imposed upon the Michigan Lake Superior Power Company by the Secretary of War on December 2, 1902, are still in force and will probably be used by the International Waterways Commission as a foundation in framing the regulations to be ultimately recommended to the govern- ment of Canada and to the government of the United States. The fundamental prin- ciples on which these rules and regulations are based are: — 1. Levels must be maintained. 2. Navigation must be protected. 10 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 3. The public must reserve the right to use any portion or all of the natural flow in the future. A public hearing, at which the parties interested in the condition of affairs at Sault Ste. Marie were given an opportunity to be heard, was held in Buffalo on Novem- ber 10. The Lake Carriers' Association appeared before the commission and made a strong plea in favour of reserving the land north of the Poe lock for the construction of an additional ship canal and locks. The commission, at its session of November 11, practically adopted certain rules and regulations to govern the use of the water at St. Marys river and the maintenance of the level of that river above the rapids, and it is hoped that said rules and regula- tions can be forwarded to the United States Secretary of War, and to the Minister of Public Works of Canada, for approval at an early date. The enforcement of these rules and regulations calls for executive action from time to time, and in this regard the America section of the commission, in its progress report to the Secretary of War, suggested that said executive action be vested in an international commission. Here follows the suggestion of the American section : — ' The enforcement of these rules and regulations calls for the executive action from time to time of an international commission. The enforcement of rules to be established hereafter at other places or upon other subjects will probably likewise require joint executive action. It is not clear from the language of the law creating this commission that congress intended to provide for a permanent international board. It is desirable that the status of the present commission as a permanent execu- tive board be defined, or a new board created.' The questions brought to the attention of the commission enumerated above cover a wide range of subjects. Some of them clearly come under the jurisdiction of the commission as constituted and as limited in its scope by the United States government. Some do not, if the opinion of the United States Attorney General is to prevail, come under the jurisdiction of the commission, whilst about others there is room for doubt. The American section, in the progress report made to the United States War Depart- ment (copy appended, marked 'A 1'), has suggested that the jurisdiction of the com- mission be more clearly defined. The United States Secretary of War, in his annual report to President Roosevelt, dated December 9, 1905, has approved the suggestions of the American section in this regard. Here is what he states at pages 51 and 52 of said report : — 1 The full commission has held numerous meetings and public hearings, in both the United States and Canada, and has collected a large amount of data bearing upon the various questions which have been brought to its attention. A progress report, showing the work that has been accomplished, is attached hereto marked Appendix F, and attention is invited to 'this report for a full and detailed statement of the labours of the commission. ' It has been hampered in its work by a lack of clear understanding as to its permanency and as to the eventual scope of i'ts duties. For example, in making regulations for the uses of the surplus waters at the Sault Ste. Marie for power pur- poses, it seems necessary to provide for joint continuous supervision. The enforce- ment of rules to be established hereafter at other places or upon other sub- jects will probably likewise require joint executive action. It is not clear from the language of the law creating the commission that Congress intended to provide for a permanent international board. It is desirable that the status of the present com- mission as a permanent executive board be defined or a new board created. ' The questions which have been brought to the notice of the commission by various persons or interests thus far cover a wide range of subjects. Some of these questions clearly come under the jurisdiction of the commission as constituted, while some clearly do not, and about others there is room for doubt. The Canadian mem- bers of the commission are ready and anxious to consider all of these questions and to extend the jurisdiction of the commission 'to all international waters between the INTERNATIONAL WATERWAYS COMMISSION 11 SESSIONAL PAPER No. 19 Atlantic and the Pacific oceans. It is desirable that the wishes of Congress in this matter be more defined.' Since the commission completed its organization, it has made good progress in the collection of data bearing upon some of the questions brought before them, par- ticularly upon those relating to the uses of the waters of the Niagara river for power purposes; the regulation of the level of Lake Erie by works near its outlet, and the proposed works of the Minnesota Canal and Power Company. NIAGARA PALLS. With reference to the uses of the waters at Niagara Falls, although the com- mission was not ready to report, it thought proper to pass, at its session of October 28, the following resolution, of which copies were sent to the Secretary of War of the United States and to the Minister of Public Works of Canada, viz. — ' Resolved, that this commission recommend to the government of the United States and Canada that such steps, as they may regard as necessary, be taken to prevent any corporate rights and franchises being granted or renewed by either federal, states or provincial authority for the uses of the waters of the Niagara river for power or other purposes until this commission is able to collect information necessary to enable it 'to report fully upon the " condition and uses " of those waters to the respective governments of the United States and Canada.' This resolution was transmitted by the Secretary of State for Canada to His Honour the Lieutenant-Governor of Ontario, and by the United States Secretary of War to the Governor of the State of New York. The Canadian section requested Monseignor J. C. K. Lenamme, the eminent professor of geology at Laval University, Quebec, to make a special report on the geological condition of the bed of the river in the vicinity of the falls. His report is appended, marked ' V.' The situation at Niagara in brief is this: — The following quantities of water are required for chartered developments in operation or in course of construction on both sides of the river: — On the Canadian Side — The Ontario Power Company 12,000 cubic feet per second. The Electrical Development Company. . 10,600 " " The Canadian Niagara Power Company 9,500 " Total 32,100 On the American Side — The American Niagara Palls Power Co. . 17,200 cubic feet per second. The Niagara Falls Hydraulic Power and Manufacturing Company 9,200 " " Total . .'. 26,400 Total on both sides, 58,500 cubic feet per second. It is estimated that the total flow over the two falls is 222,400 cubic feet per second. There remains to be determined to what extent the use of 58,500 cubic feet per second for power purposes by the present companies, on both sides of the river, will affect the American fall. A competent hydraulic engineer, at the request of Dr. Clarke, the geologist of the State of New York, has calculated that the subtraction of 40,000 cubic feet per second from the Niagara river above Goat island will draw, the water down to the rock bottom edge of the American fall, leaving a miserable little film dribbling over the sill; and that the subtraction of 40,000 cubic feet more, 12 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 or 80,000 cubic feet per second in all above Goat island, will dry up the American channel completely, while the Canadian channel will still be an object of interest. Does this necessarily mean tha't the 'using of more water on the Canadian side, as- suming that said water is taken below the crest of the rapids, will also affect the American fall? This is a point to be determined. According to the Niagara Falls Electrical hand book, the height of the Canadian fall, over which flows about seven-eighths of the entire volume of water, is 159 feet. The height of the American fall is 165 feet, or about six feet greater than tha't of the Horseshoe fall, the difference in the level being caused by the greater declivity in the bed of the river in the Canadian channel. The official geologist of the State of New York states that the height of the American fall is by ten feet greater than the Horseshoe fall. Other engineers and ex- perts have put the difference to from twelve to fourteen feet. This point should also be determined. The slope of the Niagara river towards the Horseshoe fall is such that the level in the vicinity of the intakes of the power plants on the American side is consider- ably higher than the Horseshoe fall, towards which the water flows down as in a steep recipient. The American fall is barred off on this channel by a reef near the head of Goat island. The form of the Niagara river is such, however, that it spills over the side of the draw leaving to the Horseshoe fall and branches the water which flows over the American fall. It is clear that the drawing of water from the American side must have a greater effect upon the lower end of the American fall than drawing it on the Canadian side, two of the Canadian intakes being below the crest of tho rapids. The data are lacking regarding the speed of this descent, hence it is not possible to estimate with any accuracy what are the relative amounts of water which can be drawn from the two sides of the river without affecting the American fall. En resume, we have no absolute data to govern us at the present time. Besides the chartered developments referred to above, there are in existence two charters granted by the New York Igislature to corporations organized to take un- limited water from Niagara river. The Dominion Parliament has also granted charters to three corporations which are still in force and organized for the purpose of diverting water from the Welland river or from the Niagara river by back flow, and from Grand river and Lake Erie. None of these companies on either side of the river have actually commenced the construction of their works. At Chicago, citizens of the United States have built a drainage canal, which, when fully 'completed, will use 10,000 cubic feet of water per second. This drainage canal will have the effect of lowering Lake Michigan by over six inches and Lake Erie by nearly four inches. It will, beyond a doubt, materially affect the flow 'of the Niagara river over the falls. On the Canadian side- there is also the Welland canal and the Hamilton Cataract Power Company, who take their water from the Welland canal, using the escarpment at De Cew's falls and representing a total diversion of 2,400 cubic feet per second. There is also the Niagara Falls Park River Railway Company, who are using 1,500 cubic feet of water per second. On the American side another diversion of 1,500 cubic feet per second is made by way of the Erie canal. Therefore the total diversions of water by works in operation or under actual con- struction on the American side ' represent 37.900 cubic feet per second, and on the Canadian side the total quantity of water which will be ultimately diverted by works actually in operation or in way of construction represent 36,000 cubic feet per second. President Roosevelt, in his message to congress on December 5, 1905, stated as follows : — 'In my judgment, the Grand Canyon of the Colorado should be made into a na- tional park. It is greatly to be wished that the state of New York should copy, as regards Niagara, what the state of California has done as regards the Yosemite. INTERNATIONAL WATERWAYS COMMISSION 13 SESSIONAL PAPER No. 19 Nothing should be allowed to interfere with the preservation of Niagara falls in all their beauty and majesty. If the state cannot see to this, then it is earnestly to be wished that she should be willing to turn it over to the National government, which should in such case (if possible, in conjunction with the Canadian government) as- sume the burden and responsibility of preserving unharmed Niagara falls; just as it should gladly assume a similar burden and responsibility for the Yosemite national park, and as it has already assumed them for the Yellowstone national park. Adequate provision should be made by congress for the proper care and supervision of all these national parks.' Your commission are desirous of obtaining the views of the government as to preserving the scenic beauty of Niagara falls. No doubt the government of the province of Ontario will be ready to co-operate with the Dominion government in this regard. An agreement will have to be arranged whereby the quantity of water diverted for power or other purposes shall be limited, and there will have to be an arrangement for equitable division of such waters. The demand for use of power for commercial purposes will increase every year, and it will require a very strong stand to prevent the despoiling of this one of nature's greatest wonders. The Federal government has, in the opinion of this commission, control of the deportation of power to the United States. Unfortunately, a very large portion of the power generated on our side' of the river at Niagara will, unless some more effectual restrictions are placed upon its removal, soon be permanently diverted to the building up of American factories and the running of American railways. Within a few years our own railways will be clamoring for this power. Vested rights already interefere with action in this regard, and the more power that is now allowed to be diverted the greater will be the evil and the harder to rectify. It is quite evident, in the view of the commission, that the jurisdiction to deal with international waters must be vested in the Federal government of each country. Changed conditions and the greatly increased demand for power, owing to electrical developments, have rendered it absolutely essential that there should be one authori- tive body controlling the diversion of such waters. The interests ' of navigation must be paramount, and the Federal government alone must ultimately decide what those interests are. The maintenance of Niagara is a national matter, and should be dealt with on national lines. The whole question of riparian rights in relation to navigable streams or interna- tional waters will most likely have to be adjusted by some treaty arrangement between the two countries, and instructions will have to be given to some commission to report upon some scheme of settlement upon broad lines. It is desirable to have settled by the highest authority as soon as possible, whether the water in navigable international streams is in any sense the property of the pro- vinces or states bounding on the same, or whether whatever property rights exist in such streams are vested in the Federal government. If it should be held that the pro- vincial and state, authorities have proprietary rights in such waters, then'your com- mission are of the opinion that some arrangements should be made with the provinces by which such rights should be acquired, so that the use of the same may be the sub- ject of a reasonable treaty of mutual benefit with our neighbours. RAINY RIVER. The proposed works of the Minnesota Canal and Power Company are of vast im- portance to the Rainy river district. They may be described as follows : — At the height of land in St. Louis and Lake counties in northern Minnesota, the waters from Birch lake and White Iron lake, and the streams running out thereof, and the immense watershed thereof, run northward and ultimately into Rainy lake, and from there into Rainy river, passing into the Lake of the Woods. The water from this 14 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 source forms by computation seven per cent of the water passing out of Rainy lake over Alberton falls at Koochiching. The water system of Rainy river and Lake of the Woods have long been established as a commercial highway. From the Canadian ports of Rat Portage and Fort Francis, two large and well equipped passenger and freight lines ply daily during the season of navigation, forming the means of water communi- action between the Canadian ports of Rat Portage, Rainy River town, Boucherville, Burwick, Emo, Big Forks, Little Forks, Isherwood, Fort Francis, Bears Pass, Seine River and Mine Centre, and forming along a considerable part of such route the only vehicle of passenger and freight communication. The most important section of the two hundred miles of navigation is the Rainy river, flowing through what is rapidly becoming a thickly populated and prosperous valley for some eighty odd miles, with towns rapidly building up at close intervals on its banks dependent almost wholly on the river route for their mercantile and manu- facturing interests. The fine class of steamboats plying on this water is already in certain portions of the summer hampered by low water on the rapids and shoals of the river, and the proprietors of the regular steamboat lines have been earnestly petition- ing for such improvement being made on the river as would remove such disability, a disability that compels the withdrawal for considerable intervals during each summer of some of the large and deeper draught steamboats. In view of the fact that naviga- tion is already suffering for lack of adequate water in portions of Rainy river and in portions of Rainy lake, the population of that district has learned with surprise and alarm that active steps had been taken by the Minnesota Canal and Power Company, of Duluth, Minn., to obtain the authorization of the Federal government of the United States, through the Commissioner of the General Land Office at Washington, to con- struct a dam or dams and a canal to divert all the waters of the Birch lake and White Iron lake watershed, hereinbefore referred to, into the Embarrass river, and by it into Lake Superior at Duluth, thus diverting from this long established international waterway of Rainy lake and Rainy river a large proportion of its tributary waters. It is claimed that, if permission be given by the Federal government of the United States to the project of the Minnesota Canal and Power Company, a disastrous injus- tice will be done to Canadian and American established navigation companies that are now using the water highway of Rainy lake and Rainy river, and to the manufactur- ing towns along the river, both on the Canadian and United States sides. It is claimed that the waters of Birch lake and Birch river and White Iron lake help to form the chain of lakes and rivers along the boundary which are referred to in the Webster- Ashburton treaty, and which, by the terms of the treaty, are a public highway, free to the citizens and subjects of both countries. The scheme of the Minnesota Canal and Power Company is to take 600 cubic feet per second out of a total estimated average flow of 985 cubic feet per second. The minimum flow is esti- mated at 210 cubic feet per second. The quantity to be taken, 600 cubic feet per second, would be more than the natural flow during the greater part of the year. The corporation of the town of Fort Francis, on March 17. 1904, sent to the Minister of Marine and Fisheries of Canada, a protest against the proposed under- taking of the Minnesota Canal and Power Company. This protest has been sent by the Canadian government to the United States government, through the British Embassy at Washington. On January 25, 1905, the Acting Secretary of State, F. B. Loomis, informed the Right Honourable Sir H. M. Durand, the British Ambassador in Washington (copy of his letter appended, marked ' W ') , that the United States Secretary of the Interior had directed the Commissioner of the General Land Office, before "whom the applica- tion of the Minnesota Canal and Power Company was pending, to suspend further action in the case until advised as to the results of the inquiry which was to be made by the International Water Boundary Commission. Later on the Attorney General of the United States, called upon to give his opinion on the construction to be put upon the Act of Congress authorizing the appointment of the commission, stated in reference to the case of the St. John river, New Brunswick, that the jurisdiction of the INTERNATIONAL WATERWAYS COMMISSION 15 SESSIONAL PAPER No. 19 commission was limited to the system of the Great Lakes and the St. Lawrence river. The members of the American section have since then felt reluctant in dealing with the question of the proposed works of the Minnesota Canal and Power Company, and they are awaiting further instructions from Congress in regard to this matter. Since the Minnesota Canal and Power Company made this application to the United States Secretary of the Interior, the Rainy River Development Company and the Ontario and Minnesota Power Company have constructed extensive works at Koo- chiching falls for the purpose of improving navigation in Rainy lake and Rainy river, with the expectation of using the power which will be developed for manufacturing purposes. The Ontario and Minnesota Power Company, under a contract with the Ontario government, has acquired the Canadian end of the Koochiching falls, and a number of acres of shore land adjacent. They have obtained, during the last session of parliament, an Act of Incorporation, being chapter 139 and entitled, ' An Act res- pecting the Ontario and Minnesota Power Company.' By an order in council, approved by the Governor General on September 19, 1905, the Minister of Public Works and the government of Canada have approved the plans of the Ontario and Minnesota Power Company (copy of the approval appended, marked 'X'). The engineers of the Department of Public Works stated that in so far as the construction of the dam at Koochiching falls is concerned, it will not in any way interfere with navigation above or below the falls at Port Francis, but will, in fact, be an improvement. The dangerous rapids, two miles above Port Francis, will be flooded, thereby improving materially the navigation. The freshet waters stored in Rainy lake could be let out during the season of low water, thereby also considerably improving navigation of the river between Fort Francis and the Lake of the Woods. The only objection that could be raised to the proposed elevation of the dam is provided for by a proposed revetment wall to be constructed by the company, and also by a clause in the Act of Incorporation of the company, which makes all damages to lands caused by their works a charge to be borne by them. The proposed works of the Minnesota Canal and Power Company would interfere with the works authorized by His Excellency the Governor-in-Council. It is expected that soon after the present session of congress, the International Waterways Commis- sion will take up this question. On November 21, 1905, the chairman of the Canadian section, Mr. J. P. Mabee, having been appointed one of the justices of the High Court of Ontario, resigned, and Mr. George C. Gibbons, K.C., of London, Ont., was appointed in his place chairman of the Canadian section (copy of order in council appended, marked 'Y'). Since Mr. Gibbons' appointment there have been two meetings of the Canadian section, one in Toronto and one in Ottawa, at which the work of the commission has been fully re- viewed and the various matters before the commission discussed. The Canadian section, in conclusion, desire to express their appreciation of the spirit of fairness shown by the members of the United States section in the discussion of all matters. (Signed) GEO. C. GIBBONS, Chairman of Canadian Section. (Signed) W. F. KING, (Signed) LOUIS COSTE. Members of Canadian Section. (Signed) THOMAS COTE, Secretary of Canadian Section. Honourable C. S. Hyman, Minister of Public Works, Ottawa, Ont. 16 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 APPENDIX 'A.' Mr. Choate to the Marquis of Lansdowne. American Embassy, London, July 15, 1902. My Lord, — LTnder instructions from my government, I have the honour to inclose herewith four copies of a print of the Act of Congress, approved June 13, 1902, making appropriations for the improvement of rivers and harbours, and at the same time to draw your Lordship's attention to section 4, page 47, of the same, which provides for the appointment of an international commission, to be composed of three members from the United States and three who shall represent the Dominion of Canada, whose duty it shall be to investigate in general the waters adjacent to the boundary line between the United States and Canada, the effect upon the shores produced by changes in the water levels, and the erection and location of a dam at the outlet of Lake Erie. In bringing the matter to the attention of your Lordship, I am instructed to invite) His Majesty's government to take part in the formation of the commission in question, and I should be much obliged if your Lordship would be so good as to causa me to be informed at the earliest moment which may be practicable, whether His Majesty's government would be disposed to accept the invitation of my government in this con- nection. I have, etc., JOSEPH H. CHOATE. APPENDIX ' B.' From Colonial Office to Lord Mikto. London, December 2, 1902. Section 4 of Act of Congress of United States of America, approved June 13 this year, for improvement of rivers and harbours, provides for appointment of interna- tional commission of six members, three from Canada, to investigate generally waters adjacent to international boundary, United States invite Hi^ Majesty's government to co-operate in formation of commission. What are views of your ministers? Tele- graph reply. Papers were sent to Prime Minister July 30. (Signed) Secretary of State for the Colonies. APPENDIX ' C3 Secretary of State for the Colonies to the Earl of Minto, Downing Street, December 3, 1902. My Lord, — I have the honour to transmit to your Excellency, to be laid before your ministers, the accompanying copy of a note from the American Ambassador at this court, respecting a proposed international commission to investigate the waters adjacent to the boundary line between the United States and Canada. I shall be glad to receive any observations which your ministers have to offer at an early date. A copy of this letter was communicated to Sir W. Laurier on July 30 last, but no answer has yet been received from him. I have, etc., (Signed) ONSLAW, For the Secretary of State. INTERNATIONAL WATERWAYS COMMISSION 17 SESSIONAL PAPER No. 19 APPENDIX as constructed and is at present operating. The equipment of the company also includes two ferries, the ' Algoma ' and the ' Fortune.' These are modern ferry boats and have sufficient capacity 'to easily handle the traffic. In the year 1901, the various companies were consolidated under the ownership of the Consolidated Lake Superior Company. The individual companies were made subsidiary to this company in that the Consolidated was a holding company and owned the stock of the various companies, the companies, however, preserving in every way their corpora'te existence. The subsidiary companies were reorganized in 19— Vol. ii— 5 6 , DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 the year 1904 under the title of the Lake Superior Corporation, which at present is the holding company. Before the advent of these companies the town of Sault Ste. Marie had a popula- tion of 2,000. There were no factories of any kind in the place, and the community did a very small business except a certain amount of trading. The construction of the large factories of the allied companies immediately gave a great impetus to the town. The population has steadily increased, until at the present time it is estimated that the population is 15,000. The works and properties of the allied companies cover an acreage of 1,600 and a total of about 4,000 men find employment. The town is in a prosperous condition, and is certain to become one of the great manu- facturing centres of the country. The following is a list of the various companies with the different plants oper- ated by each, together with the number of men employed : — Tagona Water and Light Company — Municipal system of electric lighting and water supply; employs twenty men; eighty-eight miles of electric wire; twenty miles of water main. Lake Superior Power Company — Owners of the Canadian Power Plant; nickel reduction works, Gertrude nickel mine and smelter; brick plant; large acreage real estate; Helen iron mine; two hundred and twenty-five men employed. Sault Ste. Marie Pulp and Paper Company — Ground wood mill, 110 tons daily capacity; sulphite pulp mill — 50 tons daily capacity; building paper and tar paper mill, 20 tons daily capacity; one hundred and seventy-five men employed. Algoma Iron Works — Large modern machine shop, blacksmith shop, tinsmith shop, pattern shop, brass, iron and copper foundry; employs one hundred and fifty men. Algoma Steel Company — Two blast furnaces, daily combined capacity 450 tons; steel plant, 600 tons steel rails daily capacity; charcoal retort plant, daily capacity 8,000 bushels charcoal, 1,600 gallons wood alcohol, 24,000 pounds gray acetate of lime; thirteen hundred men employed. Algoma Central and Hudson Bay Railway Company — • One hundred and twenty miles of standard railroad under operation, fully equipped with modern rolling stock; steamship line consists of four passenger and six freight boats, also operates four docks; three hundred and fifty men employed. Manitoulin and North Shore Railway Company — Thirteen miles of standerd railroad under operation, fully equipped with modern rolling stock, operated between Sudbury and Gertrude mine; thirty men employed. International Transit Company — Operates standard electric street car line in the town of Sault Ste. Marie, On- tario, providing eight minute service; also operates ferry service between two Soos, owns two ferries; fifty men employed. Algoma, Commercial Company — Operates saw mill, daily capacity 100,000 feet lumber; veneer mill, largest in Canada; car building plant, capacity eight flats or four box cars per day; large lumber operations, extensive mining property in districts around the Soo; employs eighteen hundred men. The site of the power canal of the company is on certain streams between the islands originally existing in the rapids, and the intake is below the crest of the rapids from a natural bay in the river. The canal from the head-gates to the power INTERNATIONAL WATERWAYS COMMISSION 67 SESSIONAL PAPER No. 19 house is 2,200 feet long, and the tail-race from the power house to the dredged chan- nel opposite the north and south docks of the Lake Superior Power Company, is about 1,000 feet long. The canal is trapesoidal in section, with an earth and rock bottom and earth banks, the canal sides of which are paved with riprap. It is about 220 feet wide at the water line and about 12£ feet deep at the head gates, changing gradually to a width of 85 feet and a depth of 15£ feet at the power house. The head gates, which are constructed of wood, are located about 70 feet west of the Canadian Pacific Railway where it crosses the power canal. The power is developed by 42-51 inch vertical turbines, and at mean head is about 15,000 horse-power at the turbine shafts. To develop additional power would require either the enlargement of the present canal or the construction of a new canal. The amount that could be de- veloped depends upon the division of the flow of the river for utilization in United States and Canadian territory. The total flow of water, when all water wheels are running to their full capacity, is about 8,800 cubic feet per second, but the average fiov; is auout 7,000 cubic feet per second. The compensating works erected by the Lake Superior Power Company at the request of the United States War Department for the waters diverted through the canal of the Michigan Lake Superior Power Company on the American side, are located about 150 feet west of the centre line of the International Bridge, opposite spans Nos. 9 and 10, which are those nearest to the Canadian shore. They consist, as at present constructed, of an earth and rock fill dam opposite span No. 10, and a series of four stone and steel sluice gates opposite span No. 9. These gates leave a clean waterway opening each between stone and concrete piers of 52 feet 2£ inches, and the elevation of the sill of the gates is 591, or about 10£ feet below mean water level. The gates are counter-weighted and operated by hand by means of suitable trains of gears. The cost to date is about $267,000. The result accomplished by the compensating works with the gates closed is to reduce the flow through the rapids section by about 10,000 cubic feet per second at mean water level of 601 '5 feet above mean tide water at New York city. As the gates have not been opened since con- struction, no data can be given as to the effect on flow under such a condition. The Lake Superior Power Company claims to have constructed these compensat- ing works under the authority given it by Acts of the legislature of the province of Ontario, and more particularly by section 4 of chapter 88, 52 Victoria, page 311 of the statutes of Ontario, which reads as follows : — ' After having acquired the land or property necessary for the carrying out of the works hereinafter mentioned, the company shall have the power to erect engines and employ hpdraulic power, and for such purposes to erect, construct and maintain a dam or dams across the inland channels or rapids of the St. Marys river, or of any branch thereof within the province of Ontario, and also to conduct water from the said river and the various branches thereof, and streams entering therein by canals or flumes to be made by the company at any place on the said rapids along the shores thereof for hydraulic purposes, and may also construct all necessary locks, piers, wharfs and other works on the canals, and may extend its work into, and take possession of the bed and beach of the said St. Marys river at the entrance of the canals or flumes, and for the foundation of the same and in their entire length, and at any point at which it may be found expedient to provide an outlet or outlets for the waters of the canals or flumes, or tail-races for water-powers taken from the said canals or flumes ; the company may, for the purpose of survey, enter upon all lands on the line of the rapids, and from time to time may purchase, acquire, hold and enjoy all lands necessary for all the above purposes, and such ditches as may be necessary along the banks of the said river and streams, or for a road or either or both sides of the river branches, canals and flumes; the company may make all bridges, intersection, crossings whether through, under, or upon public or private roads, or any aqueduct or canal, and may erect all necessary dams, piers, wharfs, raceways, flumes, canals, or other works to secure the necessary supply of water for the works, and may construct and maintain such buildings, mills, 19— Vol. ii— 5J 68 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 machinery, tramways, or railways and switches, wharfs and piers, dams, canals, race- ways, and other conduits and works as may be requisite or may be deemed advantage- ous for carrying on the business of the said company; provided that it shall be responsible for all damages arising from inundations, if any, which its dams may cause, and all damages which may be caused by the carrying out or maintenance of any of its works; provided that nothing herein contained shall be held to confer the right of expropriating any land or interest therein, or any water or other privilege, and the provisions of this section, so far as they affect or may affect the rights or in- terests of the Crown or any individual, shall be taken advantage of and exercised only with the consent of the Crown or such individual in that behalf first obtained.' The company claims, having been advised by its then solicitor and subsequently by the law officers of the government of Ontario, that the title to and jurisdiction over the lands under the water on the Canadian side of the river and all the riparian rights appartaining thereto, including those of water-power and hydraulic developments, were vested in the Crown, as represented by the province of Ontario, and in the legislature of the province of Ontario, respectively, and as the works were constructed at a point where it was believed the works did not interfere with navigation, counsel for the com- pany at the time advised that no consent or permission from the Dominion government was necessary. The solicitors of the company further stated that sometime after these works were constructed, and during a visit to Sault Ste. Marie of the Honourable Mr. Tarte, the then Minister of Public Works, and Mr. Coste, late Chief Engineer of the Public Works Department, and at the time employed by said department as supervising en- gineer of the works in course of construction at Port Colborne, Ont., the compensating works were inspected, and Mr. Coste suggested to Mr. F. H. Clergue, who was then president of the company, to apply to the Dominion government for approval of the works then constructed. The present directors of the Consolidated Lake Superior Power Company now understand from Mr. Clergue that, while not conceding that the action of the company at the time had not been regular and proper, he intended mak- ing the application suggested by Mr. Coste, his understanding being- that the Minister of Public Works and Mr. Coste were satisfied with the construction, and that it would only be necessary to present a formal application under the statute to obtain the approval of the government subject, of course, to such reasonable regulations respect- ing the operation of the compensating works as the Minister of Public Works might see fit to impose. Owing to Mr. Clergue's retirement from the management of the company and the subsequent financial difficulties which befell the company, the matter was overlooked, and it only came to the attention of the directors of the present Con- solidated Lake Superior Power Company when the sub-committee, in visiting the com- pensating works at the Soo, asked under what authority they had erected the same. The company has, through its solicitor, filed the formal plans and description of the site with the Public Works Department and with the registrar of deeds at Sault Ste. Marie. The company, while not conceding that its action has been in any way irregu- lar, is quite prepared to accept the approval of the Dominion government, subject to such reasonable regulations as may be imposed respecting the operation of the com- pensating works. The application should have been made from the start, in virtue of chapter 92 of the Revised Statutes of Canada, entitled ' An Act respecting certain works constructed in or over navigable waters.' The engineers of the company report that the mean flow of the St. Marys river, including that through the rapids, power canals and ship canals, has been for the last 24 years about 73,600 cubic feet per second. They further report that it appears probable from the data which they have that the amount of power which can be de- veloped from the flow of the rapids is, commercially speaking, governed not by the mean flow for a period of 24 years, but is that which can be developed from the mean flow from the rapids during years of low water. Under the best conditions that can be obtained with a very complete system of compensating works in the rapids, the flow INTERNATIONAL WATERWAYS COMMISSION 69 SESSIONAL PAPER No. 19 can probably be regulated so as to obtain a mean annual discbarge in the years of low water of about 60,000 cubic feet per second. 10. THE CANADIAN SHIP CANAL. The sub-committee, after having visited thoroughly all the plants and the works of the Consolidated Lake Superior Water-Power Company at Sault Ste. Marie, Ont., re-embarked on board the United States government steamship Alfred Noble, for a visit to the Canadian and American locks. Mr. J. C. Boyd, superintendent of the Canadian canal, accompanied the members of the sub-committee. The length of the Canadian lock between the extreme ends of the entrance piers was, at the end of the season of 1904, 6,767 feet. During the season of navigation of 1905, another 800 feet has been added, which, when completed, will make a total length between the extreme ends of the entrance piers of the Canadian canal of 7,567 feet. There is only one lock of 900 x 60 feet, and it is of solid masonry. The depth of water on sills at lowest known water level is 20 *3 inches. But the mean depth on the mitre sills is 22 feet. The total rise or lockage is 18 feet. The breadth of the canal at bottom is 141 -08 and the breadth at surface of the water is 150 feet. This canal has been constructed through St. Marys island, on the north side of the rapids of the River St. Mary. The approaches to the canal are channels dredged through boulder shoals. The superstructure of the entrance piers is concrete. The gates and culvert valves are operated by electricity. On October 13, 1904, the masts for day marks, from which fixed red lights were exhibited to mark the axis of the channel leading to the lower end of the Canadian canal, have been replaced by square, open skeleton, galvanized iron, unpainted towers with sloping sides, surmounted by square wooden lanterns, from which red lights are shown. Each light consists of a group of three incandescent electric lamps, which show strong beams in the line of range and over a small arc on each side thereof. On the channel side of each tower is a white, diamond-shaped day beacon of slatwork. The front tower is 62 feet high and stands on the shore of the bay north of the entrance to the canal ; its light is 63 feet above the water level below the canal and is visible 2 -3 miles. The back tower, 72 feet high, is 1,150 feet north of the front light ; its light is 78 feet above the river level and is visible 2 -3 miles. To enter the canal from below, the two lights are brought in range opposite the power-house, and kept thus until the axis of the canal is reached. A railway drawbridge crosses the canal with a drawspan of about 144 feet 5 inches- clear width between the canal walls, and 15 feet clear height above low water surface. The draw does not sound any whistle, and the closure of the draw is indicated by the waving of flags from the end of the bridge. Boats sound three whistles as a request for opening the draw if it be found closed. The bridge if closed at night, shows a red light. The Canadian canal was built between the years 1888 and 1895, and the cost with approaches was $4,000,000. The Department of Railways and Canals is making extensive improvements at the west or upper entrance of the canal. The eastern or lowest entrance has been deepened to 21-5 feet and to a width of 315 feet. The south pier was originally only 130 feet long. To this a concrete extension has been built 800 feet long, as above stated, making the total pier length 930 feet. This work was completed during the season of 1904. During the season of 1905 the west or upper entrance has been deepened to a depth of 21 -5 feet, and a width from 300 to 500 feet. The work has been in progress during all summer, under contract. The south pier at the west entrance was originally 1,265 feet in length. To this an extension 800 feet long is now being built, under contract. When this extension is completed the length of this pier will be 2,065 feet. The first lock which was ever built on the Canadian side of the river was erected by the Hudson Bay Fur Company, in 1798. It was 38 feet long, 8*9 feet wide, with a lift of 9 feet. A towpath was made along the shore for oxen to pull the vessels and 70 ' DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 canoes through the upper part of the rapids. This lock, excepting its timber floor and mitre sills, was destroyed in 1814 by United States troops from Mackinaw island, under command of Major Holmes. This lock has been restored and is to be seen near the general offices of the Consolidated Lake Superior Power Company. The Hudson Bay Fur Company also built a block house nearby to protect the locks from the attacks of Indians, and this structure has been restored, and is now one of the attractions of the Soo, for the double reason of its being what it is and because it was the first home of Francis H. Clergue in the Soo. 11. THE UNITED STATES SHIP CANAL. After this lock, the first of real consequence was the state lock built on the Ameri- can side by the state of Michigan, from 1853 to 1855. The canal was 1J miles long, 64 feet wide at the bottom, 100 feet wide at the water surface and 13 feet deep.. There were two tandem locks of masonry, each 350 x 70 feet, having 11J feet on the mitre sills and a lift of about 9 feet each. The locks were destroyed in 1888 by excavations for the present Poe lock. The Weitzel lock, 515 feet long, 80 feet wide in chamber, narrow- ing to 60 feet, at the gates, was built by the United States in the years 1870 to 1881. It was opened to navigation on September 1, 1881. The depth of water on mitre sills is 17 feet when the upper pool is 601 -9 and the lower pool 584 *4 feet above mean tide at New York. At the same time the depth of the canal was increased to 16 feet, the mean width to 160 feet, and the stone slope walls were replaced with timber piers, having a vertical face. The Poe lock, 800 feet long, 100 feet wide, and having 22 feet of water on the sills, was built by the United States in the years 1887 to 1896. Hydraulic power is used for operating the two American locks, a pressure of 115 pounds per square inch being used for the Weitzel lock machinery and a pressure of about 200 pounds for the Poe lock machinery. A railway drawbridge crosses the canal at a point about 3,000 feet above the head of the locks and about 300 feet above the movable dam. The clear width of draw open- ing between canal walls or piers is about 114 feet 5 inches, and the clear height of draw above the low water surface is about 15 feet. For passage of trains, the draw sounds one whistle, then closes, then sounds six whistles answered by two whistles from the waiting locomotive. After passage of train the draw is opened without further signal. Boats sound three whistles, as requested, for opening the draw if it be found closed. The bridge, if closed at night, shows a red light. This bridge is continued across the St. Marys river at the head of the rapids by ten fixed spans, each of approximately 232 feet clear width and 15 feet clear height above water surface. During the fiscal year ended June 30, 1904, 16,120 vessels passed through the Canadian and the two American locks. These vessels had a total registered tonnage of 24,364,138 tons, and they carried 31,546,106 tons of freight, and 37,695 passengers. From the opening of the season of navigation of 1905, to November 30, inclusive, the statistics of the traffic through Canadian and American locks are as follows : — Through the American locks, 15,614 vessel passages " Canadian " 5,495 " " " " American " 9,507 lockages " " Canadian " 3,910 " " " American " 30,360,448 registered tonnage " " Canadian " 5,403,906 " " " American " 37,641,105 tons of freight " " Canadian " 5,359,368 " " " " American " 28,315 passengers " " Canadian " 25,741 " These figures are from the opening of navigation to and including November 30, 1905. INTERNATIONAL WATERWAYS COMMISSION 71 SESSIONAL PAPER No. 19 The inspection of the ship canals ended the visit of the sub-committee to Sault Ste. Marie. Before separating a resolution was passed thanking the officers of the Corps of Engineers of the United States Army at Sault Ste. Marie, Michigan, and in particular Mr. L. P. Morrison, junior engineer in charge, for the great courtesy they had extended to the members of the sub-committee during their inspection of the conditions at the Soo. Mr. Clinton left to return to his home in Buffalo, and the Canadian section of the sub-oommittee proceeded to Duluth via Port Arthur and Port William, to make a preliminary investigation into the proposed works of the Minnesota Canal and Power Company. They left Friday, August 18, by the Canadian Pacific Railway Company's Steamship AthahasTca at 3 p.m., and arrived at Port Arthur the following day at 12 noon, covering the dis'tance between Sault Ste. Marie, Ontario, and Port Arthur in about twenty-two hours. The weather being exceptionally fine they had a splendid opportunity of examining thoroughly the conditions of the navigation on Lake Superior, and to obtain valuable information. 12. ST. MARYS RIVER WEST OF THE SHIP CANALS AND WHITEFISH BAY. Shortly after having left 'the western end of the Canadian ship canal, the vessel passed near the Vidal shoal, situated at about l£ miles above the rapids, between the United States and the Canadian channels. The removal of that shoal is of para- mount necessity, as it is a source of grea't danger to vessels, particularly in foggy weather. The route of the vessels off the Vidal shoal is in a direction southwest up to a point opposite Pointe au Chene, Ontario, where it turns in a direction northwest and follows i't in a straight line to He Royale. At that point the route makes a little turn to the north, as far as Pie island and Thunder cape, thence proceeding again northwest to Port Arthur. The ships enter Lake Superior properly at a point opposite Gros cap, Ontario, and Point Iroquois, Michigan. The distance between Sault Ste. Marie and Gros cap is abou't 30 miles. 13. LAKE SUPERIOR. Lake Superior is the largest of the great lakes and also the largest area of fresh water on the globe. It is characterized by deep water and by high and rocky shores along a large portion of its coast. Compared with the other great lakes, Its surface is more elevated above 'the sea; it is more irregular in outline, has deeper and colder water, more fog, more ice, a shorter season of navigation, less rain, about the same snowfall, and winds and seas not greatly different. The prevailing storms on Lake Superior are from the northeast and northwest. During the summer months the perils of navigation are mainly those of fogs and squall winds, 'the latter occurring almost invariably in connection with thunder storms. In the spring and the autumn the lake is stormy and dangerous. The length of the steamer track from Point Iroquois to the entrance of Duluth harbour is 383 miles; from Michipicotan harbour, Ontario, to Duluth, in a straight line, the distance is 350 miles. The breadth of the lake (longitude 86 degrees 45 minutes) is 160 miles. According to the report of the Deep Waterways Commis- sion, published in 1897, the area of the water surface of Lake Superior is 38,800 square miles, but according 'to the calculations of the Canadian Geological Bureau the total area of the water surface, as divided by the boundary line between Canada and the United States is, in the United States 20,870 square miles and in Canada 11,760 square miles, making a total of 32,630 square miles. The total area of 'the basin is 80,400 square miles, and the area drained is 48,600 square miles. The total land shore area is 49,370 square miles, divided as follows by the boundary line be- tween Canada and the United States : on the Canadian side 31,730 square miles, and on the United States side 17,640 square miles. The maximum depth recorded by the 72 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 United States Lake Survey officers is 1,012 feet. According to statistics furnished by the United States Weather Bureau, the average yearly rainfall on Lake Superior is 28 inches the mean surface of the lake above mean tide at New York city, during forty-five years, from 1860 to 1904, is 602.29 feet. The standard high water above mean tide at New York city is 605.32 feet; the standard low water adopted by the United States Lake Survey for the new charts, above mean tide at New York city, is 600-56 feet. The low water datum for harbour improvements above mean tide at New York city is 601-75 feet. The mean level of Lake Superior above the mean level of Lake Huron is 20.89 feet. The discharge of St. Marys river, as measured in 1902 by the United States Lake Survey officers, at the mean stage of Lake Superior (602-29 feet) is 75,000 cubic feet per second. The increase in discharge per foot rise of the lake is 15,500 cubic feet per second. The average date of the opening of navigation at the St. Mary's Falls Canadian canal is April 27, and the average date of the closing of navigation is December 2. During the year 1904 the monthly mean stages of the lake above mean tide at New York city were as follows : — Feet. January 602-51 February 602-32 March 602-14 April 603-19 May 602-51 June 602-81 July 602-91 August 602-99 September 603-08 • October 603-27 November 603 -21 December 602-82 The yearly mean stage in 1904 was, therefore, 602 -73 feet. During the season of navigation of 1905, from March to October, inclusive, the mean stages of Lake Superior have been as follows : — i Feet. March 602-05 April 602-24 May 602-48 June 602-76 July 603-08 August 603-21 September 603-41 October 603-42 The Canadian government has established storm warning stations at Fort Wil- liam, Port Arthur and Sault Ste. Marie. At Fort William it consists in a signal mast, a little to the east of the C.P.R. elevators. At Port Arthur a signal mast is to be seen on the inner end of the government wharf, and another signal mast exists on the government wharf at Sault Ste. Marie, Ontario. The United States govern- ment has established life-saving stations at the following places: — Crips, Michigan ; Duluth, Minnesota ; Grand Marais, Michigan ; Marquette, Michigan; Muskallonge Lake, Michigan, near the mouth of Sucker River, 15$' miles easterly of Grand Marais; also at Portage Lake ship canals. Two Hearted River and at Vermillion Point, Michigan. Compared with others of the Great Lakes, Lake Superior was fairly well pro- vided with natural harbours, and the works of improvement, on the Canadian side as well as on the United States side, have created additional harbours of refuge at INTERNATIONAL WATERWAYS COMMISSION 73 SESSIONAL PAPER No. 19 various points. One class of improved harbours consists of bays of generally deep water, having wide mouths, or openings towards the lake, which have been provided with breakwaters 'to partially close the natural openings and form the desired pro- tection. A second class of improved harbours consists of those whose entrances are formed by parallel piers or jetties extending from the shore out across a bar of gravel or sand to the desired depth of water, the primary object being either to confine the current to a fixed and narrow width in order to scour and maintain the channel to the depth needed, or to prevent an improved channel from being filled by drifting sand. Port Arthur affords an illustration of a dredged channel protected from wave3 and drifting material by a breakwater pier. In late years deeper channels have been required than could be obtained by the scouring action of the currents alone, and dredging has been resorted to. In the harbours at the mouths of rivers the en- largement of the channels by dredging has reduced the velocity of the outgoing cur- rents and changed their action from that of scouring to that of depositing silt or coarser material, so that further dredging from time to time has become necessary. Therefore the jetty piers now serve only to protect the improved channels from the filling up. which would result from the action of storm waves and of the so-called littoral currents. Among the natural and improved harbours on the Canadian side of Lake Su- perior, from Gros Cap, at the head of St. Mary's river to Port Arthur, there are Goulais bay, with an average depth of nine fathoms inside and which affords good anchorage and protection from all winds; Gargantus harbour, a ©mall harbour of refuge,- about 77 miles from the head of St. Mary's river, which affords anchorage and shelter; Michipicoten harbour, on the northerly shore of Michipicoten bay, and the easterly shore of Lake Superior, which is one of the lake terminals of the Algoma Central Railway; Peninsula harbour, Nipigon bay and Thunder bay, which is a fine sheet of water extending 35 miles in a northeast and southwest direc- tion, with a width of 15 miles northwest and southwest, narrowing at both ends. On its shores, cliffs rise from 1,000 to 1,350 feet out of the lake. The northwest coast of the bay, extending from Port Arthur to its head, may be approached within a mile. About 25 miles opposite Thunder Cape is Isle Royal. The north shore of this island can be approached with safety within three-quarters of a mile of the general direction of the coast. Right at the mouth of Thunder bay is Pie island, about 900 feet high, eight miles long east and west by four miles wide. Good anchorage from southerly winds is to be found off the north and northwest sides, and from the nor- therly winds off the south side. The passage between Pie island and Thunder cape, 5£ miles wide, is quite clean. Thunder cape is a very prominent headland, about 800 feet high, marking the coast entrance to Thunder bay. Upon its south end is a lighthouse tower 45 feet high, exhibiting a light revolving white every minute, visible at 14 miles. A steam fog-horn sounds blasts of five seconds every half minute. All parts of the cape may be approached to within 200 yards. On the northwestern side of Thunder bay is Port Arthur, the western terminus of the Canadian Northern Railroad. 14. PORT ARTHUR AND FORT WILLIAM. Port Arthur is rendered safe by breakwaters parallel to the shore, the entrance being through a gap marked by a fixed red light, 43 feet high, upon the northern por- tion of the breakwater. The channel is dredged, and 19 feet may be carried to the Cana- dian Northern Railway Company's elevator. The inner harbour at Port Arthur is therefore formed by two cribwork breakwaters extending in front of the wharfs on the water front of the town. The more northerly breakwater is 3,654 feet long, and has a general trend south of 25 degrees west from a point outside the elevator wharf at the north end of the town. The lighthouse is on this breakwater, and is 74 • DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 situated at 31 feet from its south end, showing, as above stated, a fixed red light 43 feet high. The breakwaters are sunk generally in 17 and 18 feet of water, and have a height of five feet six inches above low water. On 'the lake side the crib work is made vertical up to about low water line, and from there to the top it is finished with a slope one in one, strongly sheeted and the angles protected by boiler plates. The construction of this breakwater has converted what was formerly a dangerous and exposed roadstead into a safe and commodious harbour. The main entrance between the breakwater is 366 feet wide and is lighted as above noted. A red gas buoy showing a white acetylene gas light automatically oc- culted at short intervals, is moored in the prolongation of the dredged channel, 2,575 feet southeast by east of the breakwater light. Mariners find the best water by passing 50 to 100 feet southwest of the buoy and steering 'to pass the same dis- tance off the northern breakwater, when not less than nineteen feet wil be found. There are two other entrances : The western entrance, 1,800 feet in width and reported in 1899 as 12 to 18 feet deep, and the eastern entrance 250 feet wide and reported in 1899 as 17 feet deep. The depth of water in the basin was reported in 1899 as varying from 14 to 18 feet. The Pigeon River Lumber Company have at Port Arthur a large saw mill and, besides, several new industries are developing. Port Arthur is connected with Fort William by an electric railway, and both cities have a common telephone system. Fort William is situated five miles west of Port Arthur, on the west side of Thunder Bay and at a short distance up the Kaministiquia river, described as a broad stream with firm banks and good advantages for lake traffic. Fort William is the great shipping port of the Canadian northwes't. The Kaministiquia river rises in Dog lake, at an elevation of about 719 feet above Lake Superior, and flows southerly and then easterly to the lake, a distance of about 42 miles. Falls and rapids are found along its course down to a few miles above the lake. It bifurcates twice in the vicinity of Fort William and has three mouths, known as Fort William river, McKeller's river, and Mission river. Ex- tensive dredging operations by the Canadian government have deepened and widened the channel over the bar of the mouth, and up the river to Fort William, and provided basins for the use of vessels. The nature of the river is such that sand bars are formed at the mouth each season. The channel at Fort William is dredged and 19 feet of water may be carried into Fort William, and 16 feet may be found five miles up the river to the coal unloading plant of the Canadian Northern Railway Company. For the purpose of extending the period of navigation a powerful tug had been employed in the fall of the year of 1904 to prevent the formation of ice on the shoals at the mouth of the river, or to break it loose if formed, and thus keep the channel open for a longer time. The material brought down by the river is fine and appears to consist of clay and light sand. The shoals extending out from the mouth on either of the channels, to the vicinity of the Welcome island, are sandy and have a very gentle slope, so that sailboats may ground half a mile from shore within hailing dis- tance of vessels navigating the channel. From Mutton island, which is situated a short distance north of the mouth of Mission River, 'to the shore the water is so shallow that it is scarcely possible for even a row-boat to pass. This shoal appears to be the direct product of the action of the waves and the final result will probably be a bar connecting the island with the shore. Fort William harbour is well lighted. A cylindrical gas buoy, displaying a white acetylene gas light automatically oc- culted at short intervals, is moored at the outer end of the northern edge of the dredged channel. The axis of the channel is marked by two fixed red range lights. The front tower stands on the east end of the timber facing on the Canadian Pacific Railway coal INTERNATIONAL WATERWAYS COMMISSION 75 SESSIONAL PAPER No. 19 yard, which forms the north shore of the river at that point, and is close to the water's edge; the light is 42 feet above waterlevel. The rear tower stands behind the 'trestles and pockets of the coal plant, by which it is partially hidden from the water, and is 122 feet high and painted red. A day-mark, near top of lantern column, consists of a black square, six fee't on a side, with a white diamond in the middle. The light is incandescent electric, 128 feet above lake level, and is visible 12£ miles in the line of range. The towns of Fort William and Port Arthur afford a most striking example of western progress. The population has doubled in two years. Port Arthur has now 7,000 people, and Fort William 7,500. It is predicted that within five years there will be 50,000 people within the borders of the two cities. This remarkable growth is due to the advantageous situation of Port Arthur and Fort William, and their un- excelled railway and steamship facilities. They are the gateways to the great west, the spout of the hopper from which pours millions of bushels of grain grown on the western prairies and a large proportion of which is transhipped there, to be carried down the lake to Georgian Bay points or 'to Cleveland, Buffalo, Kingston and Mont- real. The facilities for handling this great crop at Port Arthur and Fort William are being increased from year to year. The elevator storage capacity at Fort William and Port Arthur, according to the latest figures, are as follows: — At Fort William — Bushels. Canadian Pacific Railway Elevators, A and C 2,750,000 " " B and E . . . . 2,500,000 " / " D 3,162,000 Total 8,412,000 The Empire Elevator Company, Ltd 1,700,000 The Ogilvie Flour Mills Company, Ltd 750,000 Total at Fort William 10,862,000 At Port Arthur — Canadian Northern Kailway, Elevators, A 3,500,000 " " B 3,000,000 Total 6,500,000 J. G. King & Co.'s elevators 800,000 Total at Port Arthur 7,300,000 The total amount of wheat shipped at the Canadian Pacific Railway elevators at Fort William for the year ended December 31, 1904, is 22,534,416 bushels. The total amount of wheat shipped out of the same elevators from January 1 to November 21, 1905, inclusive, is 17,511,011 bushels. On the other hand, the Canadian Northern Railway Company, in a statement furnished December 1, 1905, states that the total storage capacity of its two elevators at Port Arthur is 7,000,000 bushels. The two working houses have a total receiving capacity of 250 cars per 'ten hours, and a shipping capacity into the vessels of 225,- 000 bushels per hour. From the crop of 1904 the Canadian Northern Railway passed 7,024,550 bushels through its elevators, and from the crop of 1905, up to and including November 25, the company received into its elevators at Port Arthur 6,070,002 bushels. The elevators of the Empire Elevator Company, Limited, was constructed at Fort William in 1904 and completed December 1 of the same year. The wooden working house of the elevator has a capacity of 500,000 bushels, and there is besides a fire- 76 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 proof storage of a capacity of 1,250,000 bushels. The total amount of grain handled during 1904 is 5,000,000 bushels, and during 1905, up to November 30, 6,000,000 bushels. In 1904 and in 1905 a channel was dredged by the Department of Public Works along the face of the Empire Elevator Company's new dock. When completed this channel will be 140 feet in width, and will have a depth of 22 feet below zero of the new gauge adopted in January, 1904. The channel of the River Kaministiquia from the Mission river to the Canadian Northern Railway coal dock at West Fort William has been widened and deepened in places where shoals were found. During the season of 1904, the sum of $91,508.92 was spent in this work by the Department of Public Works, and a further sum of $195,000 was appropriated for the season of 1905. The Ogilvie Flour Mills Company, Limited, have started to erect at Fort Wil- liam one of the largest flour mills in Canada, and several eastern concerns are nego- tiating for locations to start branch factories. It is expected that within the next few. years there will be an industrial development at the head of the lakes, second to no other city in Canada. 15. THE WATER POWER AT KAKABECA FALLS. Another factor of the development at Fort William and Port Arthur will be the availability of electric power from Kakabeca falls, which the members of the Sub- committee took occasion to visit. Kakabeca falls proper are situated about 16 miles from Fort William. For up- wards of a mile above the actual falls, the river tumbles down a succession of rocky inclines, forming the Ecarte rapids, at the head of which a company composed of Montreal capitalists, has constructed the intake of its power canal. Skirting the valley of the river on its northern bank, the Canadian Northern Railway passes within a quarter of a mile of the falls. The Power Company has been engaged during the whole summer of 1905 in the harnessing of the river as follows: — From above the Ecarte Rapids a gigantic circular flume or aqueduct is being laid at an elevation which will add another forty feet to the hundred and twenty of the falls, while the lower rapids, below which the turbines are being placed, will add yet another twenty feet, giving a total head of no less than one hundred and eighty feet, higher than all but one of the heads of water at the power development at Nia- gara, and only falling short of that one by a short space that could be measured by inches. The aqueduct is a huge tube of concrete, ten feet in its inside diameter, the whole structure being strongly reinforced with hoops of steel and bars running in a longitudinal direction, forming a network of steel of six-inch mesh, imbedded in solid concrete. The construction of this acqueduct is unique in American engineer- ing, the only others of a somewhat similar kind being built in France, so that the successful completion of this work may prove to be an important epoch in the solu- tion of engineering problems relating to water-power development. From the point of intake to the outlet into the main reservoir which is on the brow of a steep ridge overlooking the site of the power house, 180 feet below, this pipe lies practically level for a distance of 7,000 feet, and after being discharged into the reservoir the water is divided and flows through two seven-foot penstocks, which run at a steep incline to the water wheels on the bank of the river. The construction of the flume will require approximately^ 35,000 yards of concrete, and the progress of the works has been facilitated in the most material manner by the fact that the ground through which the big pipe runs is largely made of beds of gravel of an excellent quality for the making of concrete, so that the excavation of the shal- low ditch in which it lies provides at the same time an important item in the material required for the building of the conduit. At its upper end it will traverse a rocky belt, and it is estimated that 35,000 cubic yards of rock will have to be removed here and the place where the power house is under construction. Across the Kaministiquia, just below the intake, a dam is being thrown, 20 feet INTERNATIONAL WATERWAYS COMMISSION 77 SESSIONAL PAPER No. 19 in height, there being already a depth of 14 feet in the river at this point. The design of this dam is such as to admit the passage of the maximum flow of water without materially affecting the levels of the upper reaches of 'the river when it is in flood, while retaining enough to keep the big flume filled to its capactiy even when the stream is at its lowest. The reservoir into which the flume discharges is a massive structure of concrete and steel, from which are fed the two steel penstocks leading direct to the turbine wheels, 180 feet below. Each of these wheels will be capable of developing 7,000 horse-power, the initial development which is now under way being thus 14,000 horse- power. The plans are, however, being prepared, and the work laid out so as to permit of this being doubled at any time by the building of a second flume and providing two additional penstocks, all the rest of the plarit being capable of working to the double capacity. In fact, the present operations are intended to be merely the com- mencement of a water power development which will be on a very large scale, and the ultimate development may greatly exceed that here outlined, for, if the demand for power at the head of the lakes should exceed the 28,000 horse-power thus pro- vided, there is ample reserve behind to duplicate it, and possibly to multiply this by two again. From the power house at its point of generation, the electric energy will be trans- mitted to Fort William along a copper wire, at a pressure of 25,000 volts to the sub- station now being erected in the western end of the town, and from this i't will be stepped down to any voltage that may be required by consumers. This sub-station is a plain but massive building of concrete and steel, with a floor area of 5,600 square feet and a height of 40 feet. Construction on the harnessing of the river is being pushed ahead with even greater rapidity than was anticipated, and with a force of about 700 constantly employed through the winter, the company will have the current transmitted to Fort William by June 1, 1906. A bargain has been struck with the town of Fort William, under the terms of which the town will get 600 horse-power at a flat rate of $25 per horse-power for a 20-hour service, and the Ogilvie mills will be ready to use power by the spring of next year, the elevator of the company being now operated by elec- trical power provided by the town plant and generated by steam. How great will be the effect of this power development upon the future of Fort William as a manufacturing centre for all industries that are seeking to enter the growing markets of the great West, can be readily appreciated. Raw material can be delivered on the docks of Fort William as cheaply as at any port on the lake sys- tem, while the railway haul from this point to the places of consumption is short as compared to the distance from the factories of the East, and the rapid settlement of Manitoba and the provinces of the West will, in the near future, make the West one of the most important markets for all kinds of manufactured articles in Canada. After their visit in the harbours of Port Arthur and Fort William and the sur- rounding country, the members of the sub-committee went across to Duluth, leaving Fort William on Sunday evening, August 20, on board the steamshfip Huronic, of the Northwestern Navigation Company. Arriving at Duluth the following morning, before noon, they visited the harbour of Duluth. 16. THE HARBOUR OF DULUTH. The harbour of Duluth and the harbour of Superior are practically the same, and they include all navigable waters lying inside of Minnesota Point and along the fronts of the cities of Duluth and Superior to the city limits of each, embracing the new Duluth canal, Superior entry, Superior bay, Allouez bay, St. Louis bay and St. Louis river as far westerly as the bounds of the city of Duluth. Before improvement, the bays were broad expanses of shallow water with a gen- eral depth of only eight or nine feet, except along the channels, which were deeper 8 ■ DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 but variable. Tbe natural entrance to Superior bay from Lake Superior, now called Superior entry (also known as the Wisconsin entrance), was a winding channel over a shifting sand bar, with an available depth of 9 to 11 feet, and difficult to follow. The United States commenced the work of improvement at Superior entry in 1867, under a plan providing for building two parallel jetties across the bar and dredging a channel between them, and began operations at Duluth in 1871, under a plan providing for the extension of the breakwater commenced by the Northern Pacific Railroad just outside of the northerly end of Minnesota point. The extension was completed for a distance of about 1,000 feet from shore, but the superstructure was destroyed by storms, leaving the cribs submerged. The Duluth canal was cut through Minnesota point by the city of Duluth in 1870 and 1871, and in 1873 its maintenance and improvement were undertaken by the United States to provide an inner harbour of easy access in place of the exterior harbour, for the formation of which the breakwater had been constructed. * The latest approved project provides for the widening and deepening of channels to a navigable depth of 20 feet, for a new channel in Allouez bay, a new channel in St. Louis bay extending northerly, and a new channel in St. Louis river; for exten- sive turning and anchorage basins at the junction of various channels; for widening tbe Duluth canal and rebuilding the piers, and for rebuilding the piers at Superior Entry. The work of widening the Duluth canal and rebuilding the piers was com- pleted in 1901. The extensive dredging contract, under which work was in progress for nearly six seasons, and which involved the removal of over 21,500,000 yards of materials, was completed November 14, 1902. The work of rebuilding the piers at Superior entry was begun in the spring of 1903. There will be two new pirs built of concrete, the south pier 2,960-5 feet, and the north pier 3,418.5 feet in length. The work in the seasons of 1903 and 1904 was upon the westerly half of the south pier, which is located about 70 feet south of and behind the old south pier, the old pier remaining in place while the new one is under construction. About 1,600 lineal feet of the new pier was completed a't the close of the season of 1904. The operations of 1905 have been on this line and have not inter- fered in any way with navigation. The new piers of the Duluth canal, completed in 1900-1, are of equal dimensions, and the clear width between them at the entrance and for a distance of about 1,250 feet from the outer end is 300 feet, after which they flare out at the harbour end to a width of about 540 feet. Each has a length of about 1,700 feet, and projects about 2,150 feet beyond the shore line. The foundation cribs extend 22 feet below low water datum and the concrete superstructure rises from 10 to 18 feet above that plane. Riprap has been placed along tke base of the piers to prevent undermining by currents. Along channel faces of north and south piers is 16 to 23 feet of water over the riprap, dropping off rapidly to greater depths except for the outer 450 feet of channel face of south pier, where there was formerly a rock embankment; this embankment has been partially removed, leaving a depth of 11 to 16 feet close to the pier, a least depth of 17 feet at 20 feet cut, and 23 feet at 33 feet out from pier. The clear width of channel with 23 feet least depth is about 240 feet ; depth along mid-channel is at least 25 feet. One of the principal attractions of the harbour of Duluth is the new Aerial ferry or suspended-car ferry over the Duluth canal. The truss which spans the chan- nel has a clear height of 138 feet above low water datum, 137 feet above ordinary high water, and about 135 feet above the highest recorded stage of water in the har- bour. Any vessel on the great lakes can freely pass under the bridge. The car, which is suspended from a trolley or truck running on the overhead track and reaching down to within about 12 feet of the water has been completed and inaugurated last summer. The car is 50 feet long and 31 feet wide, is propelled by an electric motor, which is placed under the floor of the car and turns a drum from which cables lead up to the overhead truck and then along the bridge to either tower. The car is large enough to carry at the same time street-car, teams and foot INTERNATIONAL WATERWAYS COMMISSION 79 SESSIONAL PAPER No. 19 passengers, the motor is in duplicate, and two independent sources of electric current are available, either of which can be turned on quickly in case the other fails. There is a controller at each end of the car, and the operator is stationed at the forward end of the car. The time required for crossing the channel is 1£ minutes. There is an additional and independent hand gear for propelling the car in case of failure of the electric motor. This moves the car much more slowly, and is used only for the pur- pose of getting the car away from the channel in case of a breakdown. The steel bridge is 393 feet long, and the bridge supports at the ground are 78 feet wide. This aerial bridge was completed in 1904, at an expense of $100,000. It is free to the public and it has a carrying capacity of 25,000 pounds. 17. THE PROPOSED WORKS OF THE MINNESOTA CANAL AND POWER COMPANY. During their visit to Duluth, the members of the sub-committee had several inter- views with persons and companies interested in the proposed works of the Minnesota Canal and Power Company at St. Paul and Minneapolis, parties also interested in the proposed undertaking of said company were interviewed informally and valuable in- formation was obtained. At 'the height of land in St. Louis and Lake counties!, in northern Minnesota, the waters from Birch lake and White Iron lake, and the streams running out thereof, and the immense watershed thereof, run northward and ultimately into Eainy lake, and from there into Rainy river, passing into the Lake of the Woods. The water from this source forms by computation seven per cent of the water passing out of Rainy lake over Alberton falls at Koochiching. The water system of Rainy river and Lake of the Woods have long been established as a commercial highway. From the Can- adian ports of Rat Portage and Fort Francis two large and well equipped passenger and freight lines ply daily during the season of navigation, forming the means of water communication between the Canadian ports of Rat Portage, Rainy River town, Boucherville, Barwick, Emo, Big Forks, Little Forks, Isherwood, Fort Francis, Bears Pass, Seine River and Mine Centre, and forming along a considerable part of such route the only vehicle of passenger and freight communication. The most important section of the 200 miles of navigation is the Rainy river, flowing through what is rapidly becoming a thickly populated and prosperous valley for some 80 odd miles, with towns rapidly building up at close intervals on its banks, dependent almost wholly on the river route for their mercantile and manufacturing interests. The fine class of steamboats plying on this water is already, in certain por- tions of the summer, hampered by low water on the rapids and shoals of the river, and the proprietors of the regular steamboat lines have been earnestly petitioning for such improvement being made on the river as would remove such disability, a disability that compels the withdrawal, for considerable intervals during each summer, of some of the large and deeper draught steamboats. In view of the fact that navigation is already suffering for lack of adequate water in portions of Rainy river and in portions of Rainy lake, the population of that district has learned with surprise and alarm that active steps had been taken by the Minnesota Canal and Power Company, of Duluth, Minnesota, to obtain the authorization of the Federal government of the United States, through the Commissioner of the General Land Office at Washington, to construct a dam or dams and canal to divert all the waters of Birch lake and White Iron lake water- shed, hereinbefore referred to, into the Embarrass river, and by it into Lake Superior at Duluth, thus diverting from this long-established international waterway of Rainy lake and Rainy river a large proportion mentioned of its tributary waters. It is claimed that, if permission be given by the Federal government of the United States to the project of the Minnesota Canal and Power Company, a disastrous injustice will be done to Canadian and American established navigation companies that are now us- ing the water highway of Rainy lake and Rainy river, and to the manufacturing towns along the river, both on the Canadian and United States sides. It is claimed that the waters of Birch lake and Birch river and White Iron lake 80 • DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 help to form the chain of lakes and rivers along the boundary which are referred to in the Webster-Ashburton treaty, and which, by the terms of that treaty, are a public highway, free to the citizens and subjects of both countries. The scheme of the Minnesota Canal and Power Company is to take 600 cubic feet per second out of a total estimated average flow of 985 cubic feet per second. The minimum flow is esti- mated at 210 cubic feet per second. The quantity to be taken, 600 cubic feet per second, would be more than the natural flow during the greater part of the year. The corporation of the town of Fort Francis on March 17, 1904, sent to the Minister of Marine and Fisheries of Canada a protest against the proposed undertaking of the Minnesota Canal and Power Company. This protest has been sent by the Canadian government to the United States government through the British Embassy at Wash- ington. On January 25, 1905, the Acting Secretary of State, F. B. Loomis, informed the Eight Honourable Sir H. M. Durand, G.C.M.G., the British Ambassador at Washing- ton, that the United States Secretary of the Interior had directed the Commissioner of the General Land Office, before whom the application of the Minnesota Canal and Power Company was pending, to suspend further action in the case until advised as to the result of the inquiry which was to be made by the International Water Boundary Commission. This clearly meant that? in the opinion of the United States govern- ment then, the case of the Minnesota Canal and Power Company was to be investigated and reported upon by the International Waterways Commission. Later on, somewhere in the month of March, 1905, the Attorney General of the United States, called upon to give his opinion on the construction to be put upon the Act of Congress authorizing the appointment of the commission, stated in reference to the case of the St. John river, New Brunswick, that the jurisdiction of said commission was limited to the system of the Great Lakes and the St. Lawrence river. Tbe members of the sub-committee informed the various parties they interviewed at Duluth, Minnesota, and at St. Paul and Minneapolis, that the Canadian section of the commission was willing to take up the case of the Minnesota Canal and Power Company, according to instructions received by them from the Canadian government, but that the American section had expressed doubts as to whether or not they had the power to deal with it. 18. WORKS OF THE ONTARIO AND MINNESOTA POWER COMPANY, KOOCHICHING FALLS. Since the Minnesota Canal and Power Company made this application to the United States Secretary of the Interior, the Rainy River Development Company and the Ontario and Minnesota Power Company have constructed extensive works at Koochiching falls for the purpose of improving navigation in Rainy lake and Rainy river, with the expectation of using the power which will be developed for manufactur- ing purposes. The Ontario and Minnesota Power Company, under a contract with the Ontario government, had acquired the Canadian end of the Koochiching falls, and a number of acres of shore land adjacent. They have obtained during the last session of parliament an Act of incorporation, being chapter 139, and entitled ' An Act respect- ing the Ontario and Minnesota Power Company.' By an Order in Council, approved by the Governor General on September 19, 1905, the Minister of Public Works and the Government of Canada have approved the plans of the Ontario and Minnesota Power Company. The engineers of the Depart- ment of Public Works stated that in so far as the construction of the dam at Koochi- ching Falls is concerned, it will in no way interfere with navigation above or below the fall at Fort Francis, but will, in fact, be an improvement. The dangerous rapids, two miles above Fort Francis, will be flooded, thereby improving materially the navi- gation. The freshet waters stored in Rainy lake could be let out, during the season oJ' low water, thereby also considerably improving navigation of the river between Fort Francis and the Lake of the Woods. The only objection that could be raised to the proposed elevation of the dam is provided for by a proposed revetment wall to INTERNATIONAL WATERWAYS COMMISSION 81 SESSIONAL PAPER No. 19 be constructed by the company, and also by a clause in the Act of incorporation of the company, which makes all damages to lands caused by their works a charge to be borne by them. The proposed works of the Minnesota Canal and Power Company would interfere with the works authorized by His Excellency the Governor General in Council. It is expected that soon after the present session of Congress, the International "Waterways Commission will take up this question. 19. THE HARBOUR OP CHICAGO, AND THE CHICAGO DRAINAGE CANAL. The members of the sub-committee left St. Paul on Wednesday evening, August 23, for Chicago, in view of making a visit to the Chicago Drainage Canal, and a preliminary investigation on a question presented to the Commission at its meetings of June 14 and 15 in Toronto, viz. : : The effect of the diversion by the Chicago Drain- age Canal of 10,000 cubic feet per second on the levels of Lakes Michigan, Huron, Erie and Ontario, and on the River St. Lawrence.' The first day of their visit to Chicago was spent in making an inspection of the harbour of Chicago and of the large improvement works constructed therein by the United States government. As stated in the reports of the engineers of the United States War Department, the harbour of Chicago originally could be used by none but the smallest craft, and then only when temporarily deepened by scour due to freshets. Before improvement by the government, Chicago river made a sharp turn to the southward upon approaching the lake shore, to which it ran parallel for a considerable distance before emptying into the lake, being separated from the latter by a long, narrow sand spit. The first improvement was undertaken by the government in 1833, and consisted ir». cutting through the sand spit at the point where the river made a sharp turn to the southward, in protecting the banks of this cut by pile pier revetments, which have been extended from time to time, and in aiding the natural scouring of the channel between the piers by dredging. In 1870, to provide a safe anchorage ground for vessr ; loaded for departure, but detained by gales, or for others seeking shelter at such times, also to provide facilities for relieving the overcrowded condition of the river, and to protect the wharfs and slips proposed to be constructed along the lake front between Randolph and Twelfth streets, the easterly breakwater was projected, and later the southerly breakwater. In 1878, to facilitate entrance to the harbour, and to provide a sheltered anchorage ground in deep water during severe northerly storms, the exterior breakwater was proposed. The works of improvement, include dredging harbour entrance and a portion of basin to a depth of from 21 \8 to 22 -.8 feet ; im- proving the piers at the mouth of the Chicago river, and extending the easterly, south- erly, and exterior breakwaters. The exterior breakwater is about a mile northeast of the entrance to the river ; it is 5,413 feet long, 30 feet wide, and was constructed between 1880 and 1889 in water varying from 18 to 32 feet in depth. It has proved a decided benefit to naviga- tion. The harbour of refuge between this breakwater and the entrance to the river has a depth of 18 to 32 feet. The easterly breakwater is about 4,037 feet long, with a shore return at the north end 300 feet long. The southerly breakwater begins about 750 feet south of the southerly end of the easterly breakwater, and is about 3,000 feet long. The easterly and southerly breakwaters, with the south pier to the north and the shore to the west, form the outer basin. The construction of the proposed wharfs and slips along the lake shore from Randolph street to Twelfth street, having been de- layed from year to year by the lake from litigation, and finally abandoned, and a bulkhead was built in 1S96 along the dock line established by the Secretary of War in August, 1871, and September, 1890; the area west of the bulkhead has been desi- gnated as a public park and is being gradually filled in, thereby reducing the area of the basin to 270 acres. Its length is about 7,300 feet, and its greatest width is about 2,000 feet. The basin for 1,150 fe?t width along easterly breakwater and 3,000 feet 19— Vol. ii— 6 82 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 19C7 length southward from south pier, has been dredged to 32-8 feet depth. The un- dredged portion of the basin is very irregular in depth, varying from 12 to 20 feet at low water. Chicago is divided into three sections by the Chicago river with its two branches. This river is a mile long and presents a busy appearance with vessels docked all along its banks. One of the interesting features of Chicago is the Drainage canal, which unites tbe Chicago river and the Mississippi river system, and saves the lake from being polluted by the drainage of Chicago's sewerage system. This canal cost $34,000,000 The following dimensions of the Drainage canal are furnished by the officer in charge : Distance from mouth of Chicago river to junction of main channel of canal, with the west fork of south branch of Chicago river at Robert street, about six miles. Length of main channel, Robey street to controlling work> at Lockport, 28 -05 miles. Dimensions : Robey street to Summit, 7 "8 miles, 110 feet wide at bottom, 198 +> wide at water line, with minimum depth of water, 22 feet ; Summit to Willow Springs, 5 -3 miles, 202 feet wide at bottom, 290 feet wide at water line, with 22 feet depth of water; at Willow Springs the channel narrows to the walled bottom, 162 rock cross-section, extending 14-95 miles to Lockport, 160 feet wide at bottom, 162 feet wide at top. This canal is not yet entirely completed. It was designed to take up eventually a volume of 10,000 cubic feet per second. This represents about five per cent of the flow over Niagara Falls, which is about 222,400 cubic feet per second. The Chicago Drainage canal, when completed, will, according to a calculaton furn- ished by the engineer of the Canadian section of the commission, lower the level of Lake Huron by six inches and the level of Lake Erie by four and a half inches. But the Chicago Drainage canal takes now less than half of the volume originally con- templated. The United States War Department, in its power of conserviency to protect the navigation in the Chicago river, has, December 5, 1901, limited the volume of water which can be taken throughh it into the Chicago Drainage canal, to 250,000 cubic feet per minute throughout the 24 hours of the day, which is about 4,166 cubic feet per second. If the original plans of the Chicago Drainage Canal are carried out, and it seems likely that this will be done, it will eventually take out, as above stated, 10,000 cubic feet per second. 20. LAKE MICHIGAN. The ci'ty of Chicago has a frontage of thirty miles along the shore of Lake Michigan, which is the only one out of the five great lakes having its entire shores in United States territory. The area of the water surface of Lake Michigan is 22,400 square miles: ita drained area is 45,700 square miles, and the total area of its basin is 68,100 square miles. The average annual rainfall on Lake Michigan is 33 inches. The maximum depth recorded by the United States Lake Survey officers is 870 feet, The steamer track on the lake from Chicago to the Strait of Mackinac, is 321 miles. The mean surface of the lake above mean tide at New York city during 45 years (1860-1904) is 581.35 feet. The standard high water (of 1858) above mean tide at New York city is 584.69 feet, and the standard low water above mean tide at New York city is 578.51. The mean surface of Lake Michigan below the mean surface of Lake Superior is 20.94 feet. The average date of opening of navigation at the Strait of Mackinac is the 17th of April, and the average date of closing of navigation at the same place is January 9. INTERNATIONAL WATERWAYS COMMISSION 83 SESSIONAL PAPER No. 19 The following list gives the monthly mean stages of the lake, above mean tide at New York city, during the year 1904: — January 579.90 feet. February 579.86 " March 580. 14 " April 580.59 " May • 580.95 " June 580.34 " July 581.38 " August 581.23 " September 581.19 " October 581.05 " November 580.75 " December 580.37 " The yearly mean stage in 1904 was 580.65 feet. During the season of navigation of 1905 the monthly mean stages of Lake Michigan have been as follows : — March 580.31 feet. April 580.60 " May 581.03 " June 581.36 " July 581.49 " August 581.46 " September 581.40 " October 580.94 " Lake Michigan is navigable in winter. This navigation is of importance and is increasing. At the present time there are the following regular winter lines of steamers: — Two lines from Milwaukee to Racine and Chicago. One line from Milwaukee to Sturgeon Bay canal and intermediate ports. One line from Milwaukee to Grand Haven. One line from Milwaukee to Ludington. One line from Manitowac to Ludington. One line from Manitowac and Kewaunee to Frankfort. One line from Frankfort to Manistique. One line from Northport to Manistique. Efforts have been made to maintain a regular winter line from Frankfort to Menominee via Sturgeon Bay canal or 'Death's Door,' but as yet they have not proved successful. 21. DETROIT RIVER AND LIMEKILN CROSSING. The members of 'the sub-committee left Chicago on Saturday, August 26, for Detroit, so as to make an inspection of the Detroit river, which unites Lake St. Clair to Lake Erie. After a visit to the office of the United States Lake Survey, in the Campau Building, where valuable information and important documents bearing on the work entrusted to the commission were obtained, a trip down the Detroit river was under- taken. First of all, it will not be out of place to give here a description of the river as furnished by the engineers o'f the United States War Department at Detroit, viz. : — ' The Detroit river has two characteristic sections, the upper or undivided portion and the lower or divided portion. The upper or undivided portion runs from Lake 19— Vol. ii— 6£ 84 , DEPARTUEXT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 St. Clair to the head of Fighting island, a distance, by steamer track, of 13 miles. At this point the river is divided by islands into several channels, which do not reunite at the mouth of the. river. The distance from the head of Fighting island to Bar Point Shoal lightship by steamer track is 15^ miles, making he total distance from Lake St. Clair to Lake Erie 28i miles.' The discharge through the upper or undivided portion of the river is 208,600 feet per second when Lake Erie is at a stage of 572.61 feet above mean tide at New York. The increase of the discharge per foot rise of the lake is approximately 21,000 cubic feet per second. Throughout the upper portion of the river the mean current velocity is about lh miles per hour; but at Limekiln crossing, near the mouth of the river, the mean velocity is about 2i miles per hour, with a maximum velocity of about five miles per hour. For the northerly 16 miles, the river bottom is of earth and the channel banks are usually quite steep, but at the southerly portion the river bottom consists mainly of bed rock and boulders, and the channel banks usually are more sloping. In the upper portion of the river there are two islands — Isle aux Peches and Belle Isle; there is deep watter on each side of islands. Originally the channel at Limekiln crossing could not be depended on for more than 13 feet of water, the ordinary depth being much affected by the direction of the wind. It was in 1874 that the United States government started work of improvement at this point, and they consisted of a curved channel of 300 feet wide, with a uni- form depth of 20 feet. In 1883 it was determined to modify the project so as to secure a straight channel, the leas'!: width of which should be 300 feet with a some- what greater width at either end. In 1886 this was further modified so as to increase the width to 400 feet by removing an additional 100 feet from the western side. In 1888 a further additional width of 40 feet on the western side was authorized. This 440 foot channel was completed during the fiscal year ended June 30, 1891. The estimated cost of a 400 foot channel was $1,374,500. The total amount expended up to June 30, 1891, was $702,122.04 for a channel of 440 feet. In 1899 the United States Congress made provisions in the River and Harbour Act for a channel of 21 feet deep from Detroit to Lake Erie. The distance from Detroit to deep water in Lake Erie is about 24 miles, but the section of the river which required any considerable improvement to secure a safe and convenient chan- nel 21 feet deep, was from near the upper end of Grosse Isle to the Detroit River light- house in Lake Erie. All improvements made up to 1900 have been confined to this section of the river. The improved channel passed east of Grosse island, Bois Blanc island and was in Canadian waters according to the international boundary line established by the treaty of August 9, 1842. That channel was not a convenient one for the enormous commerce coming through it. The United States War Department decided to make further improvements, and in the River and Harbour Act of June 13, 1902, the works now in way of construction were authorized. The plan was to con- tinue operations in the channel then under improvement, so as to complete it with a low water depth of 21 feet and a minimum width of 600 feet, the side line of ex- cavation being so located as to make the channel as straight as practicable, and es- pecially to eliminate the dangerous bends between the head of Limekiln crossing and Bois Blanc island. The width of the channel, when completed, will be 800 feet op- posite Bar point, and will be continued at that width out into Lake Erie. The cost of this excavation was at first estimated to be from $1,750,000 to $2,000,000, but the final estimate exceeds the original approximate estimate by nearly $2,000,000. During the season of navigation of 1905 the Ballards Reef channel had a clear depth of 21 feet and a width of 600 feet. At Limekiln crossing, the width of the channel available to navigation was 420 feet, with a least depth of 19 feet. In the Bois Blanc Range channel there was a clear depth of 20 feet and a width of 600 feet. The Amherstburg Beach channel has also a clear depth of 20 feet, but it is only 250 feet wide. The Hackett Range channel has a least depth of 19 feet, with a width of 500 feet for the greater part of its length. During the season of 1905 the west half INTERNATIONAL WATERWAYS COMMISSION 85 SESSIONAL PAPER No. 19 of the channel was partly obstructed by improvements in progress. The Bay Point shoal channel extends to the Detroit Eiver lighthouse and is 800 feet wide,- with a depth of 20 feet. The United States government has proceeded with the improvement of the Detroit river without reference to the international boundary line between the United States and Canada, and this since 1874 to the present time. In 1892 and 1893 there were negotiations between the government of Canada and the government of the United States in regard to the improvement made by the United States engineers at the Lime- kiln crossing. Mr. W. J. Thompson, C.E., made, under the direction of the Minister of Railways and Canals, a report on the subject, and pointed out that the maps of the Commissioners appointed under the treaty of Ghent (1814) place the improved channel at the Limekiln crossing exclusively in Canadian waters. This view, however, was not adopted by the Chief of Engineers of the United States Army, who, in a report dated November 14, 1888, had already stated that ' all the channels opened by the United States at the Limekiln crossing were in American waters, except the extreme- northeast and southeast corners of the cut.' By article VII. of the treaty of 1842, it was provided as follows : — . . ' It is further agreed that the channels in the River St. Lawrence on both sides of the Long Sault islands and of Barnhardt's island, the channel in the River Detroit on both sides of the island of Bois Blanc, and between that island and both the American and Canadian shores, and all the several channels and passages between the various islands lying near the junction of the River St. Clair, with the lake of that name, shall be equally free and open for the ships, vessels and boats of both parties.' This provi- sion, while disposing, by the concession of mutual rights in the channels, of the diffi- culties of boundary at the islands named, does not affect the boundary line south of those islands, nor does it affect the Limekiln crossing, which lies north of them. This is the view taken by the Canadian government in 1893, when the United States govern- ment made application to be allowed to proceed with the improvement of the Limekiln crossing in Canadian waters. The government of Canada in 1875 had itself assisted to the extent of $5,000 in the works of improving the navigation of Detroit river, and on August 8, 1893, the Governor General in council gave authority to the United States to proceed with the work of removing obstructions in the river, irrespective of the boundary line, such authority to be understood expressly as being given without pre- judice to the possessory rights of Canada as defined by the maps and declarations of the Commissioners under the treaty of Ghent. This makes of the Limekiln crossing a channel common to both countries. In concluding, it might be interesting to give a comparison between the freight traffic of the Detroit river, the Soo and Welland canals. In regard to the traffic of the Detroit river, it may be said it has been compara- tively measured, for the first time, during the past season of navigation. The com- pilation of the figures is founded on reports of masters of vessels, which are filed with the United States Department of Commerce and Labour through its Bureau of Statis- tics, and it covers the season of lake navigation of the calendar year 1905. The results are shown as follows : — South North Total Month. Net Tons. Net Tons. Net Tons. April 1,575,877 792,711 2,368,588 May 4,551,972 1,352,524 5,904,496 June 5,523,021 1,780,541 7,303,562 July 5,911,625 1,941,534 7,853,159 August 6,300,003 2,314,810 8,614,813 September 4,597,640 1,493,059 6,090,699 October 5,582,689 1,522,905 7,105,594 November 4,593,752 1,578,375 6,172,127 December 1,354,506 871,542 2,226,048 39,991,085 13,648,001 53,639,086 86 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 The south-bound movement is nearly three times as great as that in the opposite direction. This is largely due to the enormous east-bound tonnage of iron ore from upper lake ports to ports along the southern shore of Lake Erie, whence it is shipped by rail to the great iron and steel districts of southern Pennsylvania. The freight carried in a southerly direction through Detroit river during the past season of lake navigation is divided as follows: — Tons. Flour 3,176,928 Ore and minerals, exclusive of coal, of which there was no south-bound movement 32,900,685 Lumber 1,851,324 Unclassified freight 971,151 The north-bound movement is divided as follows : — Coal 11,928,158 Grain and flax seed 6,178 Ore and minerals 415,533 Lumber 11,940 Unclassified freight 1,286,192 The traffic through the Soo canals, which connect Lake Superior with the other great lakes, and through the Welland canal, which performs the same duty for Lake Ontario, has largely increased during the past season of navigation. Here follows a statement showing the traffic through the canals at Sault Ste. Marie, for the years 1896 to 1905, inclusive: — South North Total Season. Net Tons. Net Tons. Net Tons. 1896 16,239,061 1897 18,982,755 1898 21,234,664 1899 20,619,534 4,636,276 25,255,810 1900 20,532,493 5,110,580 25,643,075 1901 23,087,742 5,315,323 28,403,065 1902 30,275,989 5,685,157 35,961,146 1903 26,932,238 7,742,199 34,674,437 1904 24,213,902 7,332,204 31,546,106 1905 36,778,738 7,491,942 44,270,680 During the season of lake navigation of the calendar year 1905, the total freight movement through the United States canal amounted to 38,802,190 tons, while that through the Canadian canal totaled 5,468,490 tons. It will be seen that, during the lake season of 1905, the difference between the amount of freight carried, respectively, through the Detroit river and the two Soo canals is 9,368,406 tons in favour of the former. This may be said to represent, at least with a fair degree of accuracy, the traffic through the Straits of Mackinac, which consists largely of shipments of grain and flour from Chicago and iron ore from Escanaba, while the west bound cargoes consist largely of coal and package freight. INTERNATIONAL WATERWAYS COMMISSION 87 SESSIONAL PAPER No. 19 The following table represents the volume of traffic between Lake Erie and Lake Ontario by way of the Canadian Welland canal, which runs parallel with the Niagara river : — Season. Down tons. Up tons. Total tons. 1894 745,942 243,592 989,534 1S95 621,926 230,100 852,026 1896 957,928 . 285,667 1,243,595 1897 1,026,458 218,292 1,244,750 1898 902,590 218,211 1,120,730 1899 622,104 147,514 769,618 1900 579,312 109,245 688,557 1901 501,935 89,311 591,236 1902 567,286 78,811 646,097 1903 715,595 263,212 979,807 1904 620,078 182,402 802,480 1905. . . . _ 848,007 227,961 1,075,968 Respectfully submitted, (Signed) THOMAS COTE, Secretary. Ottawa, December 1, 1905. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 APPENDIX Al. INTERIM REPORT OF THE AMERICAN SECTION. International Waterways Commission (Office of American Section), 32S Federal Building, Buffalo, N.Y., December 1, 1905. Mr. Secretary, — 1. The American section of the International Waterways Com- mission has the honour to submit the following progress report : — 2. The Biver and Harbour Act, approved June 13, 1902, contained the following provision, viz. : — 1 Section 4. That the Fresident of the United States is hereby requested to invite the Government of Great Britain to join in the formation of an international com- mission, to be composed of three members from the United States and three who shall represent the interests of the Dominion of Canada, whose duty it shall be to investi- gate and report upon the conditions and uses of the waters adjacent to the boundary lines between the United States and Canada, including all of the waters of the lakes and rivers whose natural outlet is by the Biver St. Lawrence to the Atlantic ocean ; also upon the maintenance and regulation of suitable levels, and also upon the effect upon the shores of these waters and the structures thereon, and upon the interests of navigation by reason of the diversion of these waters from or change in their natural flow ; and, further, to report upon the necessary measures to regulate such diversion, and to make such recommendations for improvements and regulations as shall best subserve the interests of navigation in said waters. The said Commissioners shall report upon the advisability of locating a dam at the outlet of Lake Erie, with a view to determining whether such dam will benefit navigation, and if such structure is deemed advisable, shall make recommendations to their respective governments look- ing to an agreement or treaty which shall provide for the construction of the same, and they shall make an estimate of the probable cost thereof. The Fresident, in select- ing the three members of said Commission who shall represent the United States, is authorized to appoint one officer of the corps of engineers of the United States Army, one civil engineer well versed in the hydraulics of the great lakes, and one lawyer of experience in questions of international and riparian law, and said Commission shall be authorized to employ such persons as it may deem needful in the performance of the duties hereby imposed ; and for the purpose of paying the expenses and salaries of said Commission, the Secretary of \v ar is authorized to expend from the amounts heretofore appropriated for the St. Mary's river at the Falls the sum of twenty thou- sand dollars, or so much thereof as may be necessary to pay that portion of the ex- penses of said Commission chargeable to the United States.' 3. The invitation here authorized was duly communicated to the Government of Great Britain by the American Ambassador in London by letter dated July 15, 1902 ("copy appended, marked ' A/ page 16), and was accepted by letter from the British Foreign Office, dated June 2, 1903. The American members were appointed October 2, 1903 ; they were Colonel O. H. Ernst, Corps of Engineers, United States Army ; Mr. George Clinton, of Buffalo, N.Y., and Prof. Gardner S. Williams, of Ithaca, NY. The Canadian members were appointed on January 7, 1905; they were Mr. W. F. King, Chief Astronomer, of Ottawa ; Mr. J. P. Mabee, K.C., of Toronto, and Mr. Louis Coste, C.E., of Ottawa. 89 00 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 4. The American section held its first meeting in Washington, D.C., May 10, 1905, and organized by the election of Colonel Ernst as chairman. The scope of the investigations to be undertaken was defined in a letter from the Department of State, dated April 15, 1905 (copy appended, marked ' K,' page 19), from which the following is an extract, viz. : — ' The wording of the law will be seen by reference to the inclosed copy. The department's opinion is that the words " including all of the waters of the lakes and rivers whose natural outlet is by the River St. Lawrence to the Atlantic ocean," are intended as a limitation on what precedes them, and that the investigation and report should only cover such waters, omitting the lower St. Lawrence itself, as well as all other waters not discharging naturally through it. ' The broader interpretation given to the Act by the Canadian authorities should be rejected, if for no other reason, on account of the smallness of the appropriation for the support of the American section. Congress could hardly have intended to provide, with a sum of $20,000, for the expenses incident to an investigation extending to the Pacific coast, and possibly embracing the Alaskan boundary as well.' It was learned informally that the British government objected to this limited interpretation of the law and had requested a reconsideration of the question, and that the matter had been referred to the Attorney General. In a conference with the Honourable Secretary of War, it was decided that the work of the commission should be under the War Department. It was also decided to invite the Canadian members to join in the first full meeting of the commission in this city, to be held May 25, and an invitation was issued accordingly by the Department of State at the request of the Secretary of War. 5. On May 25 the full commission held its first meeting in this city, and organized by the election of Colonel Ernst as chairman of that meeting, it being agreed that at meetings of the full commission held on American territory the chairman of the American section should preside, and at meetings held on Canadian territory the chair- man of the Canadian section should preside. The commission remained in session during the 25th and the following day, discussing the organization, permanent place of meeting, and scope of their duties. It was decided that for the present the offices of the Canadian section should be established in Toronto, and those of the American section in Buffalo, and that full meetings should be held in one or the other city, as should be found most convenient. 6. The American section, having presented the instructions under which they were acting, quoted above, the Canadian section presented the following memorandum, viz. : — 1 The Canadian members of the International Waterways Commission had under- stood the scope of the commission to be wider than the American members regard it, and that any misunderstanding may be avoided desire briefly to state the position they have understood matters to be in. ' The invitation to His Majesty's government, through the American Ambassador in London, was " for the appointment of an international commission, to be com- posed of three members from the United States and three who shall represent the Dominion of Canada, whose duty it shall be to investigate in general the waters adjacent to the boundary line between the United States and Canada, the effect upon the shores produced by changes in the water levels, and the erection and location of a dam at the outlet of Lake Erie." ' In due course, by a report of the Committee of the Privy Council of Canada, approved by the Governor General of Canada, it was resolved " that His Majesty's government accept the invitation to co-operate in the formation of the commission." This report, after further reciting that as the subjects to be dealt with pertained to " the regulations of the waters adjacent to the international boundaiy, •' the matter, in so far as Canada was concerned, should be under the Department of the Interior and the Department of Public Works. ' Some regrettable but unavoidable delay in completing the Canadian section of INTERNATIONAL WATERWAYS COMMISSION 91 SESSIONAL PAPER No. 19 the commission arose by the long-continued illness of the Honourable the Minister of Public Works for Canada. ' In the despatch to the government of Great Britain naming the American Com- missioners, the invitation to His Majesty's government is again recited as being one to form an international commission to investigate and report upon the conditions and uses of the waters adjacent to the boundary lines between the United States and Canada. ' After the appointment of the Canadian Commissioners, the Prime Minister of Canada, Sir Wilfrid Laurier, in communicating the matter to the Canadian House of Commons, in January last, dealt with the subject-matter of the commission as cover- ing all waters adjacent to the boundaries of the two countries, and in the course of his speech made the following statements : " In sections of the country where the boundary is not water, but land, there are streams and large rivers which have their sources in one country and which flow into another. Complaint has been made by the United States that Canadians have constructed some works upon rivers which have their sources in Canada and which flow into the United States, and that these works affect the flow of the waters in their country. We also have made complaints to the United States that Americans have constructed upon some rivers, the St. John river, for instance, works which affect the flow of the waters in our country. It is, therefore, to the mutual interest and advantage of both countries to have this question properly investigated with a view of having concurrent legislation, if such should be found necessary. From olden times it has been a principle of Roman law, which has been adopted by most civilized nations, that the riparian owner of any stream has the right to use the water of that stream for his own benefit, provided he does not impair the flow of the water beyond the boundary of his property. This is a principle of law which dominates in almost every country; but it is not possible to have this principle followed and carried out when the works are in one country and the boundary of the property is in another country. For these reasons we have thought it advisable to respond to the invitation of the United States to have this question investigated. We have agreed to a commission to be composed of six members, three to represent the, government of the United States and three to represent the government of Canada." 1 If the inquiries of the commission are to be limited to the waters of the Great Lakes only, it would seem that the government of Canada has been under misappre- hension as to the desires and intentions of the government of the United States, and we regard it as our duty to report to our government the limitations expected to be placed upon the scope of the commission, and we respectfully suggest that further action should be delayed until we may be advised of the views of the government of Canada upon the premises.' 7. The chairman of the American section stated that he was informed that the British government had communicated with the American government, through dip- lomatic channels, requesting that the broader interpretation above described be given to the law of congress providing for the commission, and that the American govern- ment then had the matter under consideration, but that some days would probably elapse before a decision could be expected. It was then decided that further proceed- ings be deferred until further instructions be received from the two governments. It was agreed that the decision of the American government should be communicated to the chairman of the Canadian section as soon as received, and that if it be favourable to the Canadian interpretation of the law, or if it be unfavourable, and be accepted by the Canadian government, then a meeting of the commission should be called on Canadian territory by the chairman of the Canadian section at as early a date as the other duties of the members would permit. 8. The decision of our government was given in a letter dated May 31, 1905, from the Department of State to the British Ambassador at this capital (copy appended, marked 'E' page 17), and was in effect to leave the instructions to the American members unaltered. It was immediately communicated to the Canadian section by letter, dated June 2, 1905 (copy appended, marked ' R,' page 27), and was by them 92 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 laid before the Canadian government, which government, after due consideration, authorized the Canadian members to proceed with the work of the commission within the field prescribed to the American members. See letter from the chairman of the Canadian section, dated June 7, 1905 (copy appended, marked ' S,' page 27). 9. The American section then proceeded to complete its organization. Through the courtesy of the Honourable Secretary of the Treasury, excellent quarters in the Federal Building, in Buffalo, were assigned to its use, completely furnished and arranged with temporary partitions to suit its convenience in every respect. These rooms became available September 11. The section was fortunate enough to secure the services, as secretary, of Mr. L. C. Sabin, a hydraulic engineer of many years experience on the Great Lakes in the service of the government. He reported for duty August 1. Professor Williams, finding that business engagements, contracted since his appointment in October, 1903, would interfere with his performance of duty as a member of the commission, tendered his resignation, and was replaced by Mr. G. Y. Wisner, civil engineer, appointed June 8, 1905. 10. The full commission held its second meeting at Toronto, June 14 and 15, 1905. Among the questions brought to the attention of the commission at this meeting were the following, viz. : — (o) The uses of the waters at Sault Ste. Marie for power purposes, and the regula- tions necessary to insure an equitable division of the waters between the two countries and the protection of the navigation interests. (b) The uses of the waters in the Niagara river for power purposes, and the regula- tions necessary to insure an equitable division of the waters between the two countries, and the protection of Niagara falls as a scenic spectacle. (c) The alleged differences in the marine regulations of the two countries with respect to signal lights, and the advisability of adopting uniform signals for both countries. (d) The advisability of building controlling works at the outlet of Lake Erie, including the effect upon the levels of the lakes and upon their shores, and upon the River St. Lawrence. (e) The diversion southward by the Minnesota Canal and Power Company, of Duluth, of certain waters in the state of Minnesota that now flow north into the Rainy river and the Lake of the Woods. (f) The effect of the Chicago Drainage canal upon the levels of Lake Michigan, Huron, Erie and Ontario, and upon the River St. Lawrence. (g) Deliminating the international boundary on the international waterways and delineating the same on modern charts. 11. At subsequent meetings the following additional questions were brought to the attention of the commission, viz. : — (h) The suppression or abatement of illegal fishing on the Great Lakes. (i) The location and construction of common channels. 0) Regulations to govern navigation in narrow channels. (&) Protection of shores from damages due to deepening of channels and in- creased speed. 12. It was immediately evident that, in addition to collecting the data known to exist bearing upon these questions, it would be expedient for the commission to make its existence known to the persons most interested in the international waterways, to receive suggestions from them, and to visit in person some or all of the principal localities concerned, giving public hearings where such hearings were desired by the local business interests. 13. On July 7 the commission paid a visit of courtesy to the Canadian govern- ment, at Ottawa, and were the recipients of many graceful attentions from the authorities. Between July 9 and 13 the commission passed over the St. Lawrence river and canals from Quebec to Kingston, using the steamer Frontenac, kindly placed at their disposal by the Canadian government. During August, a majority of its members visited the Detroit, St. Clair and St. Marys rivers, and the Sault Ste. Marie. INTERNATIONAL WATERWAYS COMMISSION 93 SESSIONAL PAPER No. 19 Between September 11 and 14, the full commission made an inspection of the outlet of Lake Erie, including Buffalo harbour and Niagara river above the falls, and of the water-power development at Niagara falls. Public hearings were held at Montreal, July 11; at Kingston, July 13; at Niagara Falls, September 14; at Toronto, Sep- tember 15 ; at Hamilton, Ontario, September 16 ; and at Buffalo, November 10. 14. The meetings of the full commission were held at Buffalo, October 27 and 28, and November 10 and 11. To enable all persons to appear before the commission or to address it, who desire to do so, public notice of all meetings is given as long in advance as possible, through the press of the principal cities of the Great Lakes and St. Lawrence system. 15. Of all the questions brought to the attention of the commission, those most pressing for consideration were the questions relating to the uses of water at the Sault Ste. Marie. The situation there, in brief, is this : The volume of water flowing out of Lake Superior is, at normal low water elevation 601, about 64,000 cubic feet per second. Lower stages and a lower discharge have sometimes occurred. On either side of the rapids is a navigation canal, constructed by the United States and Canadian governments respectively. The traffic through these canals has reached enormous proportions, and is in- creasing. It is larger this year than ever before, and will greatly exceed 40,000,000 tons for the year. The quantity of water consumed in the operation of the canals during the eight months of navigation is about 1,200 cubic feet per second. The quantity required in the future will be greater. Not less than 4,000 cubic feet should be unconditionally reserved for canal uses, and in granting power privileges, the respective governments should not forfeit the right to increase the amount indefinitely. It may be remarked, in passing, that raft navigation over the rapids has so greatly diminished and it is now so small in amount that the quantities of water above men- tioned will suffice to provide for it. This leaves about 60,000 cubic feet which may be temporarily used for power purposes. 16. On the Canadian side the Lake Superior Power Company has a power canal in operation which has a capacity of about 9,000, and is using about 7,000 cubic feet per second. This company has designed an additional canal, not yet constructed, which will have a capacity of about 23,000 cubic feet per second. On the American side the Michigan Lake Superior Power Company has in operation a power canal, which has a capacity of about 31,000, and is using about 8,500 cubic feet per second. This canal takes the water from the St. Marys river above the rapids, conducts it through the city of Sault Ste. Marie, Michigan, and empties it about a mile below the rapids. On the American side also the Chandler-Dunbar Company, owning a portion of the shore line adjoining the rapids, have in operation power works using about 1,400 cubic feet per second. This company is engaged in altering and improving its works in the bed of the stream, under revocable permits from the War Department. Under permits thus far granted, the consumption of water will be increased to about 3,000 cubic feet per second, but in March, 1902, the company applied for a per- mit to build a dike downstream from the fourth pier, counting from the American side of the international bridge in a direction nearly parallel with the shore, to con- nect with a power-house extending out an equal distance into the stream. A rival company, the St. Marys Power Company, applied in March, 1903, for permission to construct a power canal by means of two parallel dikes extending downstream and a short distance upstream, from the third and fifth piers of the bridge, with correspond- ing power-house. Neither of these latter requests was granted, but they show what the intentions of the companies are, if they be permitted to carry them out. Evidently there is not water enough to carry out all of these schemes. An understanding must be reach"' d by which there shall be an equitaole division of the surplus water between the two sides of the boundary. The division between rival companies, fortunately foi the commission, may be left to the courts of law. 17. The applications to the War Department of the United States from the American companies for further privileges and an application from the Lake Superior 94 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Power Company to the Canadian government for additional authority, led the com- mission, at its session of October 28, to pass the following resolution, of which copies were sent to the Secretary of War of the United States and the Minister of Public Works of Canada, viz. : — 1 Resolved, That in the opinion of the commission, no further rights or privileges should be granted or conferred regarding the uses or diversions of the water flowing out of Lake Superior, by either the government of the United States or Canada, until all data and information are in the hands of the commission that may be necessary to enable it to make suggestions for regulating the excess of these waters, or that, if such rights or privileges be granted, they be subject to any regulations that may be adopted by both governments.' 18. The use of water for power purposes must be so regulated as not to affect in- juriously the level of Lake Superior. On the one hand, the level must never be allowed to fall so low as to injure navigation ; and on the other hand, it must never be raised so high as to submerge the shores. 19. TEe Act of congress, approved June 13, 1902, authorized the Michigan Lake Superior Power Companv to divert water from St. Mary's river above the rapids, with certain conditions, among which is the following, viz. : — ' And conditioned further, that said company shall establish, maintain, and oper- ate suitable and sufficient remedial and controlling works in the rapids of said river, to the approval of the Secretary of War and the Chief of Engineers ; and said com- pany shall maintain and operate said canal and works in accordance with any rules and regulations that may hereafter be recommended by any international commission and that shall become operative." A full copy of the proviso will be found at page 8. In this legislation the princi- ples were recognized that the use of the water was not granted in any fixed quantity nor for any fixed length of time, but that the Secretary of War could enter upon the property and close the canal in whole or in part at any time to the extent necessary to maintain water levels; also, that it should finally be regulated by an international commission. In granting permission to the company under this Act to divert water, the Secre- tary of War established, December 2, 1902, certain regulations (copy appended, marked ' T,' page 28), which are still in force and which will probably be used by this commission as a foundation in framing the regulations to be recommended. The fundamental principles on which they are based, and which this commission believes to be sound, are. (1) levels must be maintained; (2) navigation must be pro- tected ; (3) the public must reserve the right to use any portion or all of the natural flow in the future. 20. A public hearing at which the parties in interest were given an opportunity to be heard, was held in Buffalo, November 10, and at its session of November 11, 1905, the commission tentatively adopted certain rules and regulations, which it is hoped cjii \e forwarded for approval at an early day. 21. The enforcement of these rules and regulations calls for the executive action from time to time of an international commission. The enforcement of rules to be established hereafter at other places or upon other "subjects will probably likewise re- quire joint executive action. It is not clear from the language of the law creating this commission that congress intended to provide for a permanent international board. It is desirable that the status of the present commission as a permanent exe- cutive board be defined or a new board be created. 22. The questions which have been brought to the attention of this commission, enumerated above in paragraphs 10 and 11, cover a wide range of subjects. Some of them clearly come under the jurisdiction of the commission as constituted, while some do not, and about others there is room for doubt. The Canadian members of the commission are ready and anxious to consider all of these questions and to extend the jurisdiction of the commission to all international waters between the Atlantic and INTERNATIONAL WATERWAYS COMMISSION 95 SESSIONAL PAPER No. 19 Pacific oceans. It is desirable that the wishes of congress in this matter be more clearly defined. 23. Since it completed its organization in September, the commission has made good progress in the collection of data bearing upon some of these questions, particu- larly those relating to the use of water at Niagara Falls, and to the regulation of the level of Lake Erie by works near its outlet. With reference to the former, although not ready to report, it thought proper to pass, at its session of October 28, the follow- ing resolution, of which copies were sent to the Secretary of War of the United States, and the Minister of Public Works of Canada, viz. : — ' Resolved, That this commission recommends to the governments of the United States and Canada that such steps as they may regard as necessary be taken to pre- vent any corporate rights or franchises being granted or renewed by either Pederal, State or Provincial authority for the use of the waters of the Niagara river for power or other purposes, until this commission is able to collect the information necessary to enable it to report fully upon the ' conditions and uses ' of those waters to the re- spective governments of the United States and Canada.' 24. To enable it to continue its investigations, an additional appropriation will be required. Very respectfully, (Signed) O. H. ERNST, Chairman, American Section. (Signed) GEORGE CLINTON, (Signed) GEORGE Y. WISNER, Members, American Section. Hon. Wm. H. Taft, Secretary of War, Washington, D.C. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 SECOND INTERIM REPORT OF THE CANADIAN SECTION OF THE INTERNATIONAL WATERWAYS COMMISSION. Ottawa, Ontario, April 25, 1906. Honourable C. S. Hyman, Minister of Public Works, Ottawa, Ont. Sir, — The Canadian members of the International Waterways Commission have the honour to submit the following report: — At the last joint meeting of the International Waterways Commission, held in Toronto, on March 6 and 7, 1906, the chairman of the American section presented the following letter : Department of State, Washington, February 13, 1906. The Honourable Secretary of War, Sm, — Several months ago the State Department and the British Ambassador took up the subject of a possible treaty between the United States and Great Britain re- lating to the use of the waters of the Niagara river and the preservation of the falls. On November 13, the ambassador transmitted to the department a report of the Canadian Privy Council approved November 2, 1905, to the effect that a report from the Canadian section of the Waterways Commission stated that the commission was studying the subject, and expected to be able to make a joint report to the government of the United States and to the government of Canada before long, recommending the adoption of rules and regulations which would prevent, in the future, the destruction of Niagara falls by the use of its waters by manufacturers. In the report of the American section, made to the Secretary of War on Decem- ber 1, 1905, occurs the following statement : ' The commission have made good pro- giess in the collection of data bearing upon some of these questions, particularly those relating to the use of water at Niagara falls.' On October 20, 1905, the commission appears to have adopted the following resolution : ' Resolved, that this commission recommends to the governments of the United States and Canada that such steps as they may regard as necessary to be taken to prevent any corporate rights or franchises being granted or renewed by either federal, state or provincial authority, for the use of the waters of the Niagara river, for power or other purposes, until this commission is able to collect the information necessary to enable it to report fully upon the " conditions and uses " of those waters to the respective governments of the United States and Canada.' The negotiation relating to a treaty on this subject has been suspended awaiting the further report of the commission, in accordance with the statements to which I have referred. There are many indications of active public interest in this subject, and a joint resolution having in view the preservation of the falls, pending in the House of Representatives, has been favourably reported by the Committee on Rivers and Harbours. The indications are that if an agreement can presently be reached between the two countries as to the action necessary to accomplish the purpose, any legislation to give the agreement effect on the part of the American authorities would 19— Vol. ii— 7 97 98 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 receive favourable consideration at the present session of Congress and at the present session of the New York legislature. It seems desirable, therefore to press forward the negotiations for such an agree- ment without any avoidable delay. May I ask you to make such a report upon the subject as may furnish a basis upon which the State Department and the ambassador may take and proceed with the negotiation? I have the honour to be, sir, Your obedient servant, ELIHU ROOT. The American section then urged that the question of the preservation of Niagara falls be taken up, before all other subjects, as being more immediately pressing. The commission spent two days considering the details of a report upon the con- ditions at Niagara falls. When the commission had partly agreed upon the facts, a series of recommendations was suggested by the American section, to the effect that a treaty be concluded between the two countries, wherein it should be agreed to pre- serve for all time the scenic beauty of Niagara, by pledging each country to cancel all charters, other than those under which works had been actually constructed, and by agreeing to prohibit all other diversion of water which is naturally tributary to Niagara falls, except such as may be required for domestic use and for the service of locks in navigation canals. The Canadian section opposed any hasty action, and an adjournment was made until April 26, at Washington. Intimation was given at the meeting that unless the Joint Commission was pre- pared to report promptly, the American section might be called upon to give an in- dependent report, in compliance with the following resolution which had been sub- mitted to Congress: ' Resolved, by the Senate and House of Representatives of the United States of America, in Congress assembled, that the members representing the United States upon the International Commission, created by section four of the River and Harbour Act, of June 13, 1902, be requested to report to Congress at an early date what action is, in their judgment, necessary and desirable, to prevent the further depletion of water flowing over Niagara falls ; and the said members are also requested and directed to exert, in conjunction with the members of the said commission representing the Dominion of Canada, if practicable, all possible efforts for the preservation of the said Niagara falls in their natural condition,' and that in that case, it was likely that action would be taken looking to the negotiation of a treaty without further reference to our Joint Commission, and on March 19, the American section made a report to the Secretary of War, which has been transmitted to Congress by the President of the United States, by message, dated March 27 (copy of which is hereby appended, marked 'A')- In order that you may understand the situation, we desire to give you a short summary of the facts and conditions, as they now present themselves to us: The volume of water discharged at Niagara falls varies from 180,000 cubic feet per second at low stage of Lake Erie, to 280,000 cubic feet per second at high stage of the lake, the mean discharge being 222,400 cubic feet per second at mean level of Lake Erie (elevation 572-86). There are now five companies engaged in furnishing, or preparing to furnish, electricity, two located on the American side and three on the Canadian side of the river, above the falls. The American companies, when in full operation, will develop about 340,000 horse- power, and use about 26,400 cubic feet of water per second, while the companies on the Canadian side, will have a capacity in all, of about 415,000 horse-power, and use about 32,100 cubic feet of water per second; the result being that from 27 to 33 per INTERNATIONAL WATERWAYS COMMISSION 99 SESSIONAL PAPER No. 19 cent of the total volume of water which would otherwise go over the falls will he used for power purposes. It is conceded by the American section that as the diversions of water on the Canadian side are made at or below the crest of the rapids, they do not affect, in any degree, the flow over the American fall. The opinion of experts is that when these works are in full operation, while there will be a noticeable diminution of the water flowing over the falls, it will not have the effect of destroying or seriously impairing the scenic beauty of the falls; indeed, our own engineer is of the opinion that while the limit of development has been reached, even exceeded on the American side, a considerably larger use could be made for power development on the Canadian side, without injury to the falls. With this latter contention, the American engineer does not now agree. Both, however, are of the opinion that this latter question can be much more definitely and properly settled when the consequence of the present developments has become apparent. Both the companies whose works are on the American side of the river, viz. : The Niagara Falls Hydraulic Power and Manufacturing Company, and the Niagara Falls Power Company, will distribute all their power in the United States. Two of the com- panies on the Canadian side, viz.: The Canadian Niagara Power Company, and the Ontario Power Company, intend using a large part of their power on the American side. In fact, the former has laid a wire on the traffic bridge, immediately below the falls, and intends laying wires across the river between Fort Erie and the city of Buffalo. The latter company has laid wires across the river at a point above Lewiston^ known as the Devil's hole. Neither of these two companies has made any serious effort to distribute its power in Canada. The third company, the Electrical Development Company, are erecting transmission lines as far as Toronto, and intimate their in- tention to build other lines to supply the western section of the province as far as London. The Cataract Power Company, who take their water from the Welland canal and use the escarpment at DeCew's falls, is the only other company operating in the same section; they are at present developing about 14,000 horse power, and use 600 cubic feet per second. This company, together with the Electrical Development Company, can supply all the immediate Canadian demand. The only condition in the agreement between 'the Park Commissioners and the ihrte companies operating on the Canadian side at the falls, relating to exportation of power, is as follows: — ' (II.) The company, whenever required, shall, from the electricity or pneumatic power generated under this agreement, supply the same in Canada (to the extent of any quantity not, less than one-hali {he quantity generated), at prices not to exceed the prices charged to cities, towns and consumers in the United States, at similar dis- tances from the Falls of Niagara, for equal amounts of power and for similar uses, and shall whenever required by the Lieutenant Governor in Council, make a return of prices charged for such electricity or power, and if any question or dispute arises involving the non-supply or prices of electricity or power for consumption in Canada, the High Court of Justice of Ontario shall have jurisdiction to hear and determine the same and enforce the facilities to be given or the prices to be charged.' It will be seen that this provision, possibly, does not afford much protection; the companies themselves will no't be inclined to build transmission lines in Canada while they have a much better market across the river, and no one on this side is at present in a position to demand power. The provision, in our opinion, creates, however, a moral obligation which your government should put itself in a position to enforce. At present, necessarily, if these companies are to be made to pay dividends they must sell their power where there is a market for it ; so that to entirely refuse to allow them to export would be ruinous to them and not justified by the existing conditions. The Park Commission will receive a revenue of about $250,000 a year from the three com- 19_Vol. ii— 7i 100 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 panies operating under agreements with them. This sum represents a very small proportion indeed of the yearly value of their franchises. ' It is estimated that the saving in cost of power at the point of production in favour of falling water over any other method is at least $25 per h. p. This benefit should be apportioned in a reason- able degree between the producing companies and the general public. It will be a misfortune if the companies holding Canadian charters are not restricted in their exportation by regulations distinctly understood and accepted, which will compel them to carry out the spirit of their agreements by distributing power in Canada as demand is created, at reasonable prices. In the opinion of this commission adequate returns for their investment can thus be secured to the companies, while at the same time the Canadian public will obtain great advantage from the use of their natural advantage. If there was a market in our country for one-half the power that could be gen- erated at Niagara, its value put into millions per annum would be startling, but 'there is no such immediate demand and it seems to your commission that the present pur- pose of all concerned will be best served by preserving Niagara falls and at the same time making such provisions as are necessary to insure to our people the benefit of all the cheap power required. If we keep ourselves in a position to control the dis- tribution of the power generated on the Canadian side of the river it will enable us to supply the requirements of our people for years to come without any further de- velopment. The Dominion Parliament has granted charters to three corporations which are still in force, viz. : The Niagara Welland Power Company and the Jordan Light, Heat and Power Company, organized for the purpose of diverting water from the Welland river, which water would be taken from the Niagara river by back flow, and the Erie and Ontario Power Company, which would take its water from the Grand river and Lake Erie. These companies seem to be unlimited as regards the quantity of water that they may use or the power they may generate. Quite irrespective of the question of injury to Niagara Falls the charter granted to the Erie and Ontario Power Company, is subject to the further serious objection that its operation would have the effect of lowering the level of the water in Lake Erie. As we already have at Niagara and DeCew's falls a development three times the Canadian demand it would seem to be the sheerest folly to increase the development until our own market requires it. It is very little advantage indeed to this country to develop power which is to be transmitted to the United States. We are, therefore, of opinion that it would bd wise to enter into an arrangement with the United States, limiting the amount of water to be used on the Canadian side at Niagara river and elsewhere on the Niagara peninsula to 36,000 cubic feet per second. This will permit of the completion of the works now in operation on the Niagara river to their fullest capacity. It will also permit the Cataract Power Company to continue its operations and will give us a few thousand cubic feet per second for additional developments. At Chicago, the Americans havp built a drainage canal which, when in full opera- tion, will use about 10,000 cubic feet of water per second. The quantity of water required for the purposes of a ship canal is comparatively small, but the character of this drainage canal at Chicago is such as to involve a con- tinuous flow of water which will have the effect of lowering Lake Michigan by over six inches, and Lake Erie by four and one-half inches. The nature of this work may be judged when we state that the expenditure will be some forty million of dollars, and that power works are in cuuise of construction on the canal which will generate some 30,000 h. p. As the diversion from Lake Michigan to the Mississippi river is of a much more serious character than the temporary diversions from the Niagara river, it is felt that the amount of water to be taken on the American side of the Niagara river should be limited to 18,500 cubic feet per second. But, in the opinion of your commission, the preservation of Niagara falls is a minor matter an compared with the preservation of the interests of navigation on the Great Lakes. INTERNATIONAL WATERWAYS COMMISSION 101 SESSIONAL PAPER No. 19 Lake Erie, as you know, is a shallow lake and the navigation interests already- represented by capital investments of one thousand million of dollars are very much alarmed and are very insistent that the interests of navigation should be paramount and 'that there should be no further diversion whatever for power purposes which will interfere in any way with the mean level of the lakes. On the other hand, the demand for the use of power is growing every day and the time has come when it is absolutely essential that some dominant hand should intervene as between these conflicting in- terests and settle how and when, if at all, diversion is to be allowed of these boundary waters for power purposes. It is exceedingly important in the interests of navigation, both to ourselves and the people of the United States, that the diversion by way of the Chicago drainage canal should be limited. It is equally essential in the interests of both countries that no diversion or interference should be allowed in streams crossing the boundary which would interfere with the interests of navigation in either country. It is all important that while we are settling the policy as to Niagara falls we should at the same time establish certain principles which shall be applied in settlement of all classes of dis- pute which can arise between the two countries with regard to the use of boundary waters or of streams which cross the boundary from one country to the other. If our proposal is carried out the diversions will be about as follows: — DIVERSIONS ON THE AMERICAN SIDE. Per Second. Cubic Feet Niagara falls 18,500 Chicago drainage canal 10,000 Total 28,500 DIVERSIONS ON THE CANADIAN SIDE. Per Second. Cubic Feet Niagara falls and on the Niagara peninsula 36,000 It is quite apparent that no further diversions can be made on the Niagara river without injury to the scenic effect of the falls as a whole, and there should be no further diversion irom Lake Erie or any other of the waters of the Great Lakes system which will be injurious to navigation. Your commission is, therefore, of opinion that the time has come when it is desirable to make a treaty limiting these diversions, and we have prepared a series of resolutions which we intend to submit at the next meeting of the joint commission, as follows : Whereas, in the opinion of this commission it is desirable that the whole ques- tion of the uses and diversions of the waters adjacent to the boundary line between the United States and Canada, and the uses and diversions of all streams which cross the international boundary between the said countries should be settled by treaty, Therefore, this commission recommend that a treaty be had between the United States and Great Britain, in framing which it should be recognized, that: 1. In all navigable waters the use for navigation purposes is of primary and paramount right, and therefore diversions should not be permitted which interfere with such use. 2. The Great Lakes system, on the boundary between the United States and Canada, and finding its outlet by the St. Lawrence to the sea, should be maintained in its integrity, and no diversions of water tributary to such streams should be per- mitted by either country, except as hereinafter provided. 3. Permanent or complete diversions of such waters are wrong in principle and should hereafter be absolutely prohibited. The diversions by the Chicago drainage canal should be limited to the use of not more than 10,000 cubic feet per second. 102 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 4. Diversions of international waters elsewhere than at Niagara river or the Niagara peninsula should only be permitted, (a) For domestic purposes and for the service of locks in navigation canals. (fe) Temporary diversions, where the water taken is returned again, only on the recommendation of a joint commission; such diversions not to interfere in any way with the interests of navigation and to be allotted in equal proportions to each country and so that each may have a like benefit. 5. It should be declared to be a principle with relation to the use of all navigable rivers and streams crossing the international boundary that no obstruction or diversion should be permitted, either on such rivers or their tributary streams, which will in- terfere with navigation in either country. 6. As to the diversions from Niagara river and on the Niagara peninsula : (a) In the opinion of this commission it would be a sacrilege to destroy the scenic effect of Niagara falls unless and until the public needs are so imperative as to compel and justify the sacrifice. (&) It is possible to preserve its beauty and yet permit the development on the Canadian side of the Niagara river itself and elsewhere by diversions on the Niagara peninsula to Lake Ontario of water for power purposes to the extent of not more than 36,000 cubic feet per second, exclusive of water required for domestic uses, and for the service of locks in navigation canals. (c) It is likewise possible to allow the diversion of waters for power purposes on the American side to the extent of 18,500 cubic feet per second, exclusive of the amount required for domestic uses, and for locks in navigation canals, without serious injury to the scenic aspect of the falls. (d) Your commission are of opinion, therefore, that for the present the diversions should be limited to the quantities mentioned in subsections h and c. (e) This would give an apparent advantage to Canadian interests, but, as the diversion is not of serious injury to the falls and does not materially affect the in- terests of navigation, it is more than counterbalanced by the complete diversion of 10,000 cubic feet by way of the Chicago drainage canal to the Mississippi river. 7. Magnificent as are the scenic effects of the falls of Niagara, the commercial value of the power which its waters can produce is so very great, and the future need may be so pressing, that, in the opinion of your commission, it will be sufficient that a treaty with regard to the diversions there should be limited to the period of twenty-fiv or thirty years. 8. As to non-navigable streams flowing in either direction across the international boundary line,, diversion for irrigation or other than ' innocent ' uses, be allowed so that each country shall have an equal benefit from such diversions and that a joint commission shall have power to deal with and regulate such uses. Suggestions have been made that the mean level of Lake Erie can be raised by the erection of a dam at the mouth of the Niagara river, but to this course strong objec- tion i9 made by the parties in interest at Montreal and elsewhere who apprehend that the result would be to lower the level of Lake Ontario and the St. Lawrence river. It is admitted on all sides that if such will be the effect the work cannot go on. Your commission in due course will be able to report upon this important question. Eespectfully submitted, (Signed) GEO. C. GIBBONS, Chairman Can. Section. (Signed) LOUIS COSTE, (Signed) W. F. KING, Members Can. Section. (Signed) THOS. COTE, Secretary Can. Section. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 JOINT EEPOET OF THE COMMISSION ON THE CONDITIONS EX- ISTING AT NIAGAEA FALLS, WITH EECOMMENDATIONS. Buffalo, N.Y., May 3, 1906. The Honourable, the Minister of Public Works of Canada, and the Honourable, the Secretary of War of the United States : The International Waterways Commission has the honour to submit the following report upon the preservation of Niagara Falls: — The commission has made a thorough investigation of the conditions existing at Niagara falls, and the two sections have presented reports to their respective govern- ments setting forth these conditions, to which attention is invited. The following views and recommendations are based upon a careful study of the facts and conditions set forth in these reports : 1. In the opinion of the commission, it would be a sacrilege to destroy the scenic effect of Niagara falls. 2. While the commission are not fully agreed as to the effect of diversions of water from Niagara falls, all are of the opinion that more than 36,000 cubic feet per second on the Canadian side of the Niagara river or on the Niagara peninsula, and 18,500 cubic feet per second on the American side of the Niagara river, including diversions for power purposes on the Erie canal, cannot be diverted without injury to Niagara falls as a whole. 3. The commission, therefore, recommend that such diversions, exclusive of water required for domestic use or the service of locks in navigation canals, be limited on the Canadian side to 36,000 cubic feet per second, and on the United States side to 18,500 cubic feet per second (and in addition thereto, a diversion for sanitary pur- poses not to exceed 10,000 cubic feet per second, be authorized for the Chicago Drain- age canal), and that a treaty or legislation be had limiting these diversions 'to the quantities mentioned. The effect of the diversion of water by the Chicago Drainage canal upon the gen- eral navigation interests of the Great Lakes system will be considered in a separate report. The Canadian section, while assenting to the above conclusions, did so upon the understanding that in connection therewith should be expressed their view that any treaty or arrangement as to the preservation of Niagara falls should be limited to the term of twenty-five years and should also establish the principles applicable to all diversions or uses of waters adjacent to the international boundary, and of all streams which flow across the boundary. The following principles are suggested : 1. In all navigable waters the use for navigation purposes is of primary and para- mount right. The Great Lakes system on the boundary between the United States and Canada and finding its outlet by the St. Lawrence to the sea should be main- tained in its integrity. 2. Permanent or complete diversions of navigable waters or their tributary streams, should only be permitted for domestic purposes and for the use of locks in navigation canals. 3. Diversions can be permitted of a temporary character, where the water is taken and returned back, when such diversions do not interfere in any way with the 103 104 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 interests of navigation. In such cases each country is to have a right to diversion in equal quantities. 4. No obstruction or diversion shall be permitted in or upon any navigable 'water crossing the boundary or in or from streams tributary thereto, which would injuri- ously affect navigation in either country. 5. Each country shall have 'the right of diversion for irrigation or extraordinary purposes in equal quantities of the waters of non-navigable streams crossing the in- ternational boundary. 6. A permanent joint commission can deal much more satisfactorily with the set- tlement of all disputes arising as 'to the application of these principles, and should be appointed. The American members are of opinion that the enunciation of principles to govern the making of a general treaty is not within the scope of their functions; moreover the jurisdiction of the American members is restricted to the Great Lakes system. GEO. C. GIBBONS, O. H. ERNST, Chairman, Canadian Section. Colonel Corps of Engineers, U.S.A., Chairman, American Section. W. F. KING, GEORGE CLINTON, Commissioner. Commissioner. LOUIS COSTE, GEO. C. WISNER, Commissioner. Commissioner. THOS. COTE, L. C. SABIN, Secretary, Canadian Section. Secretary, American Section. 7 EDWARD VII. SESSIONAL PAPER No. 19 A. 1907 REPORT ON THE CONDITIONS EXISTING AT SAULT STE. MARIE, WITH RULES FOR THE CONTROL OF THE SAME, RECOM- MENDED BY THE INTERNATIONAL WATERWAYS COMMISSION. Buffalo, N.Y., May 3, 1906. The Honcmrable, the Minister of Public Works of Canada, and the Honourable, the Secretary of War of the United States: The International Waterways Commission has the honour to submit the following report upon the conditions existing at Sault Ste. Marie, with rules for the control of the same. Upon the organization of the International Waterways Commission, it found the most pressing matter coming within its jurisdiction was the regulation of the use by private corporations of the waters of St. Marys river in connection with the control of those waters for the protection of navigation at present, and in the future. The commission, therefore, proceeded to an investigation of the local conditions by special committee and the study of all data obtainable. After thorough consideration of all the information which could be obtained, and after hearing all parties interested in the use of the waters at Sault Ste. Marie, including navigation interests, the com- mission is satisfied that the rules recommended herein, governing the use, or inter- ference with the natural flow, of those waters, will do entire justice to private interests, and, at the same time, fully protect commerce and navigation. The extent of the commerce on the Great Lakes is well illustrated by the official statistics of the amount of freight which passed the locks at Sault Ste. Marie during the season of navigation in 1905, which amounted to more than forty-four million net tons. To this should be added the local tonnage, which is considerable, and the large traffic between ports on Lakes Michigan and Huron and the east, making a total lake traffic of between fifty and sixty million tons. The immense importance of transporta- tion by the Great Lakes, and the consequent necessity of protecting and facilitating it in the interest of the public, becomes apparent when we consider that the ability to transport by lake must have resulted, during the season of 1905, in saving many millions of dollars. The average rate for transportation of Lake Superior freights in 1905 was $'00085 per ton-mile, while from the best information obtainable the trans- portation rate by rail between Lake Superior point and the east is not less than $ *004 per ton-mile. The ton-mile saving over railroad transportation was, therefore, at least $•00315. The average haul of the freight mentioned was eight hundred thirty-three and three-tenths miles. The total number of tons of freight that passed the Sault locks in 1905 was 44,270,680, and it follows that in this year there was an aggregate saving through lake transportation on Lake Superior, through freight alone, of approximately $116,000,000. In other words, by transporting the Lake Superior freight on the Great Lakes, $116,000,000 were saved, in 1905, to the producers of raw materials, the manu- facturer and the consumer, and the saving to manufacturers has made it possible for thorn to supply the home markets and compete in those of foreign countries. The growth of commerce upon the Great Lakes in the past few years, and its prospective immense increase in the future, has convinced the commission that steps should be taken, not merely to preserve the lake levels, but to retain absolute control of all waters which go to maintain those levels, and of all lands which may be useful 105 106 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 or necessary, at present or in the future, to increase navigation facilities. The com- mission is, therefore, decidedly of the opinion that the governments of the United States and Canada should act in unison in controlling, absolutely, any and all diver- sions at Sault Ste. Marie, so that the waters of the river may be available at any time when needed for navigation. st. mart's river. Our investigation of conditions at Saul't Ste. Marie developed the following facts : The St. Mary's river forms the connecting channel between Lake Superior and Lake Huron. In its length of sixty-four miles the total fall has varied, in recent years, from 21 to 23 feet; of this total fall, from 18 to 20 feet is found in a distance of three-fourths of a mile at the Rapids at Sault Ste. Marie. The entire run-off of the Lake Superior drainage basin, having an area of 76,100 square miles, passes the St. Mary's river, giving an average discharge of about 70,000 cubic feet of water per second. As this river forms 'the only means of water communication between the im- portant industries of the Lake Superior regious and the eastern markets, the advisa- bility of its improvement for navigation purposes was early recognized. In 1855 the first canal and lock capable of passing lake vessels was completed, at a cost of about one million dollars. There were two tandem locks, each seven'ty feet wide, three hun- dred and fifty feet long, having a lift of. about nine feet each, with a depth of eleven and one-half feet of water on the mitre sills. The great increase in the number and size of boats passing through the St. Mary's river necessitated 'the construction, in 1870, of the Weitzel lock. This lock, completed in 1881, and still in service, is five hundred and fifteen feet long, eighty feet wide in the chamber, and has about fourteen feet of water over the mitre sills at ordinary low water level. The increase of lockage facilities did not accommodate the rapid increase in the size and number of vessels necessitated by the constant and great increase of the commerce which passed through the river, and as a result it became necessary to con- struct another lock on the American side. Accordingly what is konwn as the Poe lock, was built. It has a chamber eight hundred feet long, one hundred feet wide and a depth of about nineteen feet at ordinary low water. It was supposed the Poe lock would accommodate the commerce of Lake Superior for many years. But it, together with the Wei'tzel lock and the Canadian lock, herein- after described, has at times proved inadequate for proper despatch of the lake vessels passing the rapids, and it is quite evident that in the near future further lockage faci- lities must be furnished to meet the demands of commerce. On the Canadian side of the river a lock nine hundred feet long, sixty feet wide, and having about nineteen feet of water on the mitre sills at ordinary low water, has been constructed. It was completed before the Poe lock. There are several vessels now navigating the lakes, which this lock canno't accommodate, their beam being 60 feet or more. The improvement of the St. Mary's river below the locks has been almost con- tinuous, and consists of the clearing of channels, and the construction of the so-called ' Hay Lake Channel.' An available depth of from 17£ to 19 feet, depending on the stage of wa'ter, has been obtained. At present the United States government is en- gaged in deepening the channels to a depth of 21 feet at low water, and in construct- ing a new channel through the West Neebish, which will furnish an additional pas- sage connecting Hay lake with Mud lake. This channel will have a least width of 300 feet, and low water depth of 21 feet, or sufficient to accommodate all vessels now navigating the river. These improvements have cost the government of the United States about fourteen millions of dollars and the government of Canada about five millions. The increase in the size of vessels navigating the lakes, has been rapid. In 1890, lake vessels reached a length of 300 feet, in 1896 400 feet, in 1902 500 feet, and six vessels 600 feet in length will be put in service during 1906. In 1904, there were only INTERNATIONAL WATERWAYS COMMISSION 107 SESSIONAL PAPER No. 19 forty boats in the Lake Superior trade, with a capacity of 8,000 tons or more, while thirty-two additional vessels will be in commission during 1906, none of which will have a cargo capacity of less than 8,000 tons. The combined cargo capacity of these thirty-two new boats will be about 338,000 tons for a single trip, and they will consti- tute an addition of about twenty per cent to the carrying capacity of the fleet engaged in the transportation of ore from Lake Superior. Tihle quantity of freight passing to and from Lake Superior has doubled twice in the past thirteen years, it being 44,270,680 tons in 1905, about four times what it was in 1892. The value of the cargoes passing the Sault canals in 1905 was $416,- 965,484 ; iron, including ore and manufactured iron, constituting twenty-seven per cent of this value, and cereals twenty-eight per cent. It is estimated that the present lockage system is capable of giving what may be considered reasonably prompt service, if not required to pass more than fifty million tons during the season of navigation, but if called upon to pass more than sixty million tons, delays, which are not infrequent now, will become excessive, and cause great financial loss. In view of the past growth of this commerce, it is extremely hazardous to predict i'ts extent in the future, but a conservative estimate indicates that before another lock can be completed the limit of traffic for prompt service will have been passed. In this connection we would call atention to the fact that the largest classes of boats existing, and now being rapidly built, are already restricted in carrying capa- city on account of deficient available depth of water, and are subject to delays because not more than one of them can be passed through the largest lock at one time. In addition to this, many of 'the largest boats now navigating the lakes are limited to the use of the Poe, and the Canadian locks, on account of their size. The rate of increase in traffic and in the size of boats, in the future, judging from the experience of the past, and the predictions of those conversant with the subject, will make the present lockage system inadequate before lockage facilities can be increased. The loss, financially, which would result from not furnishing means of passage around the rapids adequate to the demands of commerce, or, in case of accident to any of the existing locks, from delay until repairs could be made, would be incalculable. The canal leading to the American locks from the upper river is 4,200 feet in length, and has an average cross section of about 5,000 square feet. Its width at the narrowest part is only 108 feet, it being crossed at that place by the swing span of the International Bridge. The sides of this canal are frequently lined with vessels await- ing down passage when vessels are leaving the locks to pass into Lake Superior. The manoeuvring of boats going in opposite directions in such a narrow passage is very difficult, and is accompanied by possibility of accident. The conditions are seriously aggravated by a "strong current, which occurs in the canal whenever the locks are filled. Plans have been made by the United States government for enlarging this canal, doubling it9 width at the narrowest place, and increasing the width at other points. This would relieve the situation at present, but it is quite apparent that pro- vision should be made for further widening, so that when a new lock shall have been constructed, two or more locks may be filled at the same time without creating a violent current. This will necessitate the acquisition of more land on the river side than is now owned by the United States. The Canadian canal is about 6,000 feet long, from 143 to 156 feet wide, and some- thing over 22 feet deep. The Canadian lock above mentioned is at the eastern ex- tremity of this canal. The same general considerations apply to this canal and lock that we have presented in connection with the American canal and locks. WATER POWER DEVELOPMENTS. The development of the power of the St. Mary's rapids has been projected and carried on by practically two interests: the Chandler-Dunbar and allied interests, and the Lake Superior Corporation with its subordinate companies, the Lake Superior Power Company and the Michigan Lake Superior Power Company. 108 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 In 1883 Wm. Chandler was granted letters patent for a strip of land about 3,000 feet in length, lying along the north side of the St. Mary's Falls canal, adjoining the rapids on the American side of the river. In 1887 the Edison Sault Light and Power Company was organized for the purpose of developing water power at this point, and the following year a canal, about 2,200 feet long, was dug through this property, the power developed being used locally, largely for electric lighting. In 1889 a permit was granted the above company by the government of the United States to extend its tail-race by connecting the lower end of the embankment with Islnad No. 3, and in 1893 a permit was given for joining Islands Nos. 3 and 4, which lay in front of the lands owned by the United States, thus providing for a trail-race to enable the com- pany to utilize a somewhat greater head than the fall naturally existing in front of the lands located by Mr. Chandler. In 1892 a permit was granted by the Secretary of War to the Edison Sault Elec- tric Company, the lessee of the Chandler-Dunbar Company, to build an embankment dam from the third pier of the international bridge, extending down stream. The completion of this dam or dyke provided a more commodious head race, and the water power developed has been increased since that time, as local needs demanded. In 1901 this permit was modified to provide for the building of a new power house in front of the lands located by Mr. Chandler, and the construction of a new tail-race outside of Island No. 3, belonging to the United States, on condition that the company should ' abandon the tail-race, now used on the inside of Island No. 3, and relinquish to the United States all rights of the company between said island and the shore.' In 1903 this permit was again modified so as to allow the company ' to build out into the rapids of St. Mary's river,' to remove the power-house and a portion of the embankment dam now in use, and to construct a larger power-house and longer wall to inclose a forebay, and to construct a wider tail-race. Work under this last permit was commenced in the spring of 1905, and is now in progress. The available head of water on the present works is about 9 feet. The power developed by the turbines is about 750 horse-power. The amount of water used in this development is about 1,400 cubic feet per second, including leakage. The natural fall in the rapids in front of the shore holdings of the company was found to be about 9 feet, when it was measured in the fall of 1903. The building, in 1892, of the dyke above mentioned, under permit of that year, obstructed the flow through the rapids under two spans of the international bridge, shutting off a water area about 1,915 square feet in cross section. Work is now progressing under the permits granted by the War Department o*f- the United States, and it is expected that a head of about 13 feet will be obtained, furnishing 4,700 mechanical horse-power by the consumption of 4,000 second feet. The interests constructing these works claim the right to do so, not only under the permits granted, but, so far as the occupation of the bed of the rapids opposite the Chandler lands is concerned, by virtue of asserted riparian rights appurtenant to the ownership of the adjacent shore. In a litigation now pending, brought by the United States against the Chandler-Dunbar Water-Power Company in the western district of Michigan, the District Court has decided that the ownership of the shore lands carries with it the title to the bed of the river, including Islands Nos. 1 and 2, and from this it follows that the right to erect structures in the river to utilize the waters of the river for power purposes as it flows past the riparian owners' land exists, subject merely to the restriction that the structures must not, directly or indirectly, injuriously affect navigation. The Lake Superior Corporation, through its subordinate companies, the Lake Superior Power Company, organized under the laws of the province of Ontario, and the Michigan Lake Superior Power Company, organized under the laws of the state of Michigan, has constructed canals on both sides of the river, with works for the development of power. On June 30, 1888, ' The Sault Ste. Marie Water, Gas and Light Company,' was INTERNATIONAL WATERWAYS COMMISSION 109 SESSIONAL PAPER No. 19 incorporated on the Canadian side, under the Revised Statutes of Ontario, chapter 164. By Act of 1889, the name of the company was changed to ' The Ontario Water, Light and Power Company,' and it was given power to build dams across the inland channels or rapids of St. Mary's river or any branch thereof within the province ot Ontario, and to construct such other works as might be necessary to supply them with the water needed for their operations, such rights to be exercised only with the consent of the Crown or the individual affected. After partially completing a water-power canal, this company became financially embarrassed, and was not able to continue the undertaking. In 1895, Francis H. Clergue and his associates took over the property of the old company, including franchises for supplying the town with electric lighting, water and street railway privileges. At the same time the name of the company was changed to ' The Lake Superior Power Company,' and in 1896 a portion of St. Mary's island opposite the rapids was granted to the company, in exchange for certain other lands in the town of Sault Ste. Marie, Ont. The Lake Superior Power Company also acquired other lands in the vicinity north of the Canadian ship canal, and at once began the development of water-power. ' The Consolidated Lake Superior Company ' was formed in 1901 to consolidate and control the interests of this company, the Michigan Lake Superior Power Company, and many others, and in 1904, it was re- organized under the name of ' The Lake Superior Corporation.' The canal of the Lake Superior Power Company is about 220 feet wide at the water line, and 12J feet deep at the head gates, changing gradually to a prism 86 feet wide and 15£ feet deep at the power-house. The present plant is developing about 11,000 horse-power at the turbine shafts. The average amount of water used has been estimated at about 7,000 cubic feet per second, with a maximum of 8,000 cubic feet per second when all wheels are running at full capacity. In building its works this company occupied the bed of a small stream, running between the islands on the north side of the river, having a water cross section esti- mated at 1,603 square feet. This company, with its allied company, the Michigan Lake Superior Power Company, to be described below, has also erected remedial works on the Canadian side of the river above the 9th and 10th spans of the international bridge, being the two spans nearest to the Canadian shore, making it possible to nearly stop the flow of water under those spans. The same company has projected a second canal of much larger capacity, work upon which has not been begun. About 1SS7, the St. Mary's Falls Water Power Company began excavation for a canal through the town of Sault Ste. Marie, Michigan, from a point above the ship canal, to connect with the river below the locks. The company failed, and its right of way was purchased by the Michigan Lake Superior Power Company, incorporated under the laws of Michigan, one of the allied companies subsequently forming the Con- solidated Lake Superior Company. The Michigan Lake Superior Power Company has constructed a canal over two miles in length with a cross sectional area of about 4,300 square feet, extending from above the upper end of the St. Mary's Falls ship canal to a point about a mile below the locks, where it debouches into the lower river. Pursuant to the provisions of the River and Harbour Act, approved June 13, 1902, the Secretary of War of the United States, under date of December 12, 1902, granted the Michigan Lake Superior Power Company a permit for the diversion of the waters of the St. Mary's river through its canal, subject to prescribed regulations, based upon the maintenance of proper water levels, including the erection of remedial works. The remedial works have been partially constructed, but owing to the fact that they have not been completed, and to the fact that repairs to the company's power-house and forebay are needed, the full capacity of the canal, 31,200 second-feet, is not used, 8,500 second-feet being the estimated amount actually utilized at present. The reme- dial works, so far as completed, are those above mentioned, partially covering the spans nine and ten of the international bridge on the Canadian side. 110 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 HYDRAULIC CONDITIONS. The head of the canal at St. Mary's rapids is situated about fourteen miles below Point Iroquois, which may be considered the head of St. Mary's river. In this four- teen miles there is a fall of only about 0 :4 foot. As this slope is so slight it is prac- tically constant for all stages of water level, and the mean level of Lake Superior is directly affected by any changes in level that may occur in St. Mary's river above the rapids. The lowest monthly mean level of St. Mary's river above the locks, within the past thirty-three years, was in March, 1879, the level being 600 :38 feet above mean tide at New York. Since that year it has never been below 601:0 feet during the months of the navigation season, May to November. Since 1893, there has been but one month during the navigation season when the mean level fell below 601 :7 feet. Since 1876, the mean level has never been above 603 :2 feet. Previous to the building of the international bridge in 1887, the channel of St. Mary's river at the rapids consisted of the main channel and four small streams run- ning between the islands near the Canadian side. At a water level of 601 :7 feet, the cross sectional area of these streams previous to obstruction is estimated to have been about 13,452 square feet for the main channel, and 2,064 square feet for the small streams, giving a total area of section of 15,516 square feet. This cross section has been obstructed from time to time by the following works : — In 1887 the international bridge was built across the rapids near the head. The piers in the rapids cut off an area of section of about 1,133 square feet. During the building of the bridge and subsequently, fills have been made near the ends of the bridge, causing a further obstruction estimated at about 1,139 square feet, including three of the small streams above mentioned, and making a total estimated area of sec- tion obstructed by the bridge of about 2,272 square feet. The building, in 1889, of the canal subsequently purchased by the Lake Superior Power Company on the Canadian side, obstructed the fourth of the small streams men- tioned above, estimated to have had an area of 1,603 square feet. Subsequently, this company, in connection with the Michigan Lake Superior Power Company, con- structed remedial works across spans 9 and 10 of the bridge, span 10 being completely closed and span 9 being closed by stoney gates, which may be opened if necessary. The cross sectional area of span 10 so obstructed was about 724 square feet, and of span 9, 1,649 square feet, giving a total cross section of obstruction of 2,373 square feet for remedial works, or 3,976 square feet, if we include the small stream mentioned above. The dyke built by the Chandler-Dunbar Water Power Company in 1892 closed the area under the first two spans of the bridge with a total water cross section of about 1,915 square feet. The total area thus obstructed by all works amounts to 8,163 square feet, or more than one-half of the original cross section. The total area of cross section obstructed previous to the construction of the remedial works was 5,790 square feet. The first effect of these various obstructions was to reduce the discharge of the river, although the flow through the channels not obstructed was somewhat increased. If no diversion were made, the discharge over the rapids being diminished, the mean water level would eventually rise to such a height as to give a discharge through the restricted cross section equal to that which would have taken place through the original cross section at the lower level. The elevation of the water surface would then fluctuate about this new higher mean level much the same as it did before about the lower mean level. The decrease in discharge, due to the obstructions mentioned above other than the remedial works, may be roughly estimated as follows for stage 601 '7 feet:— INTERNATIONAL WATERWAYS COMMISSION 111 SESSIONAL PAPER No. 19 Sec. Ft. Flow intercepted by international bridge piers and fills. . . . 7,000 Chandler-Dunbar Company 7,500 Works of Lake Superior Power Company 4,500 Total 19,000 Since to determine the discbarge of the river by observations from the inter- national bridge, the section upon which most of the observations for discharge have been made, involves estimating the amount of water used by the locks and the several power companies, in order to arrive at the total discharge, the results of the discharge measurements are not always accordant. These observations for discharge have not extended over as wide a range of level as could be desired to give a good determination of the rate of change in discharge for change in stage. From a consideration of the published results, however, it appears that previous to the placing of the remedial works at spans 9 and 10 of the bridge, that portion of the discharge of the river passing the rapids alone was 66,500 second feet, at elevation 601 -7 feet, and 80,400 second feet, at elevation 602 -7 feet. If these discharges are correct, a rise in the water surface of one foot corresponds to an increase discharge of 13,900 second feet and the effect of placing obstructions cutting off 19,000 second feet would therefore be to eventually raise the mean lake level approximately 1 '4 feet. Only a portion, perhaps not more than half, of this obstruction, has actually been effective for the reason that it takes place slowly, and that the obstruction has not been complete since the channels have been replaced by the power canals, through which the water is allowed to pass. As the result of observations of discharge made in 1899 and 1902 by the officers of the United States' Lake Survey, equations were determined representing the flow in the rapids, first: in spans 3 to 10, inclusive, or previous to the construction of the remedial works, above spans 9 and 10 on the Canadian side of the river, and second: in spans 3 to 8, inclusive, or after the remedial works were in place. From these equations, it appears that previous to the placing of the remedial works, the discharge at 601:7 feet was 66,485 cubic feet per second, and that with the remedial works in place, the discharge at this stage is 56,880 cubic feet per second, giving a diminished discharge, due to the placing of the remedial works of 9,605 cubic feet per second at this stage. The total flow stopped by the obstructions placed by the various companies may then be summarized as follows for stage 601:7 feet : — Sec. Ft. Bridge 7,000 Chandler-Dunbar Water-Power Company 7,500 Lake Superior and Michigan Lake Superior Company 14,100 Total 28,600 The present uses of water are estimated to be as follows : — Sec. Ft. Government canals 600 Chandler-Dunbar Water-Power Company 1,400 Lake Superior and Michigan Lake Superior Power Company. . 15,500 Total 17,500 Previous to the placing of the remedial works of the Lake Superior Power Com- panies, above spans 9 and 10 of the international bridge, the discharge of the river at elevation 601:2 was probably about 61,000 second feet. Although the discharge may have fallen below this figure for a few months in years of low water, it may be taken as the ordinary low water discharge. Of this amount not less than 4,000 second feet 112 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 should be reserved for the use of locks and the passage of logs. The Michigan Lake Superior Power Company has a canal designed to take a maximum of 31,200 second feet, the Chandler-Dunbar Water-Power Company has works under construction de- signed to use 4,000 second feet, and contemplates still further development. The Lake Superior Power Company's present works are sufficient to use at least 9,000 second feet, and further development is contemplated, presumably to the extent of using one-half the surplus waters of the river. It is apparent, therefore, that the actual present use of water for power purposes is nearly equal to the amount of flow obstructed by the works of all the power develop- ment companies considered as a unit, and it is clear that the amount of water re- quired for the proposed additions to present power developments is so great as to call for complete control of such extensions by an international commission At present the duty of maintaining the water level above the rapids rests upon the Michigan Lake Superior Power Company ; the Act of Congress approved June 13, 1902, authorizing this company to divert water from St. Mary's river, with the consent of the Secretary of War, and the Chief Engineer, specifically provides that the level of Lake Superior shall be maintained at the expense, if need be, of the works of this company. With the knowledge that plans for enlarging the works of the power companies were projected, Congress, in the same Act, provided for an investiga- tion of the conditions with a view to an agreement looking to international control and regulation. The commission has used the rules and regulations under which the Michigan Lake Superior Power Company was permitted by the Secretary of War, of the United States, to divert the waters of the St. Mary's river, as a basis for the new rules now recommended, adapting them to the wider application now necessary. RECOMMENDATIONS. The commission would respectfully recommend : 1. That no permits shall be granted for the use of the waters of the St. Mary's, river, or for the erection of structures in, under or over, or the occupation in any n anner of the said waters until plans have been submitted to the commission for its investigation and recommendation ; and the use of the waters under such permits sball Let be allowed except upon compliance with the rules hereinafter recommended. 2. The commission further recommends that no grants, permits or concessions should be made, which directly or by operation of law, may, in any manner, affect the right of the United States or of Canada, to control the bed of the St. Mary's river, below high water mark, and especially that none should be made which, legally or equitably, may be the means of adding to the expense of acquiring lands or rights for the purpose of making improvements in aid of navigation, or which may give an equitable right to compensation in case of the removal of structures in said river. 3. That steps shall be taken to increase the lockage facilities at Sault Ste. Marie without \mnecessary delay. 4. That the governments of the United States and Canada reserve all water neces- sary for navigation purposes, at present or in the future, and the surplus shall be divided equally between the two countries for power purposes. 5. As the commission regards the interests of the United States and Canada in the preservation of the lake levels, and in the improvement of the channels and the conservation of the water supply for purposes of navigation as identical and as in- capable of efficient protection without joint and harmonious action on the part of the two governments, it recommends that the rules hereinafter set forth be adopted, and that a joint commission be created to supervise their enforcement, or that such powers be vested in the existing International Waterways Commission, subject to such re- strictions and reservations as may be deemed advisable. The commission has adopted unanimously the following resolution : — Resolved, That this commission recommends to the Secretary of War of the United States, and the Minister of Public Works of Canada, the following rules to govern the use of water at the Sault Ste. Marie : INTERNATIONAL WATERWAYS COMMISSION 113 SESSIONAL PAPER No. 19 1. No person shall place any structure in, over or under the St. Mary's river, no\ shall any person place any obstruction in said river, or make any excavation in the bed thereof, or divert water therefrom, until plans for the work shall have been sub- mitted to an International Waterways Commission nor until consent shall have been given by the Secretary of War of the United States, and the Minister of Public Works of Canada. All work must be done in accordance with plans appproved by such com- mission, and subject to its supervision and inspection; and no water shall be used or diverted until the completed work shall have been approved by the commission. 2. lersons now using or diverting the waters of St. Mary's river for power pur- poses shall forthwith submit complete plans of all their works existing and proposed, and until such plans have been approved by the commission, they shall not use or divert the waters of said river in excess of the amount now actually used or diverted by them. 3. Plans for work contemplating the use or diversion of water, must include such remedial and controlling works as may be necessary to maintain levels. Such works must provide for (1), compensation equal to the amount of water to be used or di- verted, (2), complete stoppage of flow through canals and works, (3), passage of the amount of water naturally flowing through the section occupied by the remedial works, (4), passage of logs over the rapids. 4. The level of St. Mary's river above the rapids, shall be maintained between the elevations 601 -7 and 603 *2 feet above mean tide at New York, according to the system of levels established by the United States government in 1903, and defined by a bench mark on the coping of the Weitzel lock at Sault Ste. Marie, Michigan, the elevation of which is 606,069. The approval of plans of works by the commission, and the con- sent of the Secretary of War and Minister of Public Works to construct works or to use or divert water, shall in no way relieve the owners and persons operating such works from the duty of maintaining said level. 5. Nothing herein contained shall be held to affect any existing riparian or other rights, or the existing remedies therefor, or any action at law or in equity now pend- ing. All remedies herein provided shall be cumulative and shall be without prejudice to any other remedies for failure of persons operating under permits to maintain the levels for navigation purposes. Nothing herein contained shall be held to affect the ex- ercise of the right of any executive officer of either the United States or Canada, act- ing under the laws of his respective country, to prevent the placing, or to cause the removal of any obstructions in St. Mary's river, or to otherwise preserve or restore the navigability of any part thereof. 6. Persons using or diverting the waters of St. Mary's river shall operate under the following regulations : — (a) The general superintendent of St. Mary's Pall canal, under the orders of the engineer officer in charge on the American side, and a resident officer appointed by the Canadian government on the Canadian side, shall form a board whose duty it shall be to see that these regulations, and any others that may hereafter be made by proper authority, are duly obeyed. The officers of this board and their deputies shall have access to all the power works at any time, and all said power works, which terms in- cludes canals, escape valves at the power houses, head gates and remedial works, shall be operated in accordance with the orders of the said board, and said board shall have power to assume entire control of said works, or any of them, whenever it considers such action necessary in the interests of navigation. (b) Should the monthly mean level fall below 601:7 feet for any calendar month, the flow through the power works shall be reduced to such an extent as to restore the monthly mean level to 601 *7. Should the monthly mean level remain below 601 *7 feet for six consecutive months, all flow through the power works shall be stopped until the monthly mean level shall again be above 601 *7 feet. Should the monthly mean level fall below 601*2 feet, all flow shall likewise be stopped until the monthly mean level shall again be above 601-2 feet. 19— Vol. ii— 8 114 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 (c) Should the monthly mean level rise above 603-2 feet, the flow through the power canals and remedial works shall be increased to their maximum capacity, and shall so continue until the monthly mean level shall be less than 603:2 feet. (d) Should the power canals, remedial or controlling works be found not to be of the capacity to produce the regulation required, the persons using the water shall alter their works at their own expense as soon as possible, so as to allow more to flow, in a manner approved by an international commisison. (e) Should currents detrimental to navigation be developed by the operation of any power works, the persons operating such works shall alter them or construct such other works as an international commission may consider necessary to remedy the evil, all in a manner to be approved by said commission. (f) The board mentioned in regulation (a), shall have power to determine whether the conditions mentioned in any of these regulations have arisen to call for the applica- tion of said regulations, and its determination shall be final ; and said board shall have power to apply to any power works such special regulations as they may deem necessary in the interests of navigation. (g) If remedial works can be used for the passage of logs or rafts, the gates must be operated at the expense of the persons owning or operating the works whenever needed. 7. Wherever powers of officers are mentioned in these rules, it is understood that the governments of the United States and Canada reserve the right to vest such powers in, and confer others upon, other officers or the international commission. 8. It is further understood that the governments of the United States and Canada reserve the right to amend, add to, or abolish these rules or any of them by joint action and that they may vest the power so to do in the international commission. 9. In the event of any person subject to these regulations refusing or neglecting to obey, abide by, or conform to any ruling, direction or order of the commission, or of the board mentioned in regulatin (a), such commission or board may, through their officers, servants, or agents, at once shut off the supply of water to such person, or to take such steps to compel compliance with such ruling, direction or order as the com- mission or said board may deem proper. 10. Persons owning or operating power canals or works shall not be entitled to damage or compensation from the government of the United States or Canada in any case whatsoever, for any act or acts done by them or either of them, or by their officers or agents at any time, in executing or enforcing these rules, or in exercising the right to control or suspend the flow of water through canals or remedial works, or both, or in revoking or annuling any permits of grants which may have been or shall hereafter be issued or made to such persons. 11. For the purpose of construing these rules, the word ' person ' or ' persons,' shall be taken as including natural persons, corporations, associations and partner- ships, whenever they are used, but shall not include the government of the United States or that of Canada, (Sgd.) GEORGE C. GIBBONS, (Sgd.) 0. H. ERNST, Chairman, Can. Sec. .Chairman, Amer. Sec. (Sgd.) W. E. KING, (Sgd.) GEORGE CLINTON, Commissioner. Commissioner. (Sgd.) LOUIS COSTE, (Sgd.) GEO. Y. WISNER, Commissioner. Commissioner. (Sgd.) THOMAS COTE, (Sgd.) L. C. SABIN, Secretary, Can. Sec. Secretary, Amer. Sec. INTERNATIONAL WATERWAYS COMMISSION 115 SESSIONAL PAPER No. 19 JOINT REPORT ON THE APPLICATION OF THE INTERNATIONAL DE- VELOPMENT COMPANY FOR PERMISSION TO CONSTRUCT REGULATING WORKS ON THE RICHELIEU RIVER. Buffalo, N.Y., November 15, 1906. To the Honourable the Minister of Public Works of Canada, and to the Honourable the Secretary of War of the United States. The International Waterways Commission has the honour to submit the following report on the application of the International Development Company for permission to construct regulating works in the Richelieu river, referred to it by endorsement of the Honourable Secretary of War of the United States, dated November 6, 1906. The applicants are the assignees of a charter granted by Special Act of Par- liament of the Dominion or Canada to the Lake Champlain and St. Lawrence Ship Canal Company (Statutes of Canada, 1898, chapter 107), which has been extended by two enactments, the last of which, in the year 1905 ("Statutes of Canada, chapter 116), extends the time for commencing the works of the company to the year 1908. No plans of the proposed works have been submitted, and it is understood that none have been made. The works are to be located in Canadian territory, and can be built only with the authority and approval of the Canadian government. It is sup- posed that proper plans will in due season be submitted to that government. The works will, however, affect the levels of Lake Champlain, and may thus seriously affect the navigation or property interests of American citizens on that lake. The company submits a preliminary statement showing in general what is proposed to be accom- xdished, and the supposed effect upon Lake Champlain, with a view to ascertain what the attitude of the United States government will be towards the enterprise, and it is that which has been referred to us. It is ascertained from this statement that for navigation and power purposes a continuous flow of not less than 9,000 cubic feet per second is desired in the Richelieu river. The average annual flow is greater than thifi, being about 12,700 cubic feet per second. The low water discharge is about 3,800 cubic feet per second, and there are periods, sometimes extending over six or eight months, when the discharge is con- tinuously less than 9,000. It is proposed to store up in Lake Champlain during the high water season enough of the surplus water to sapply the deficiency during the low water season. For this purpose regulating works are to be constructed in the Riche- lieu river by which the level of Lake Champlain will be maintained at a minimum of 97 feet above tide at New York; and it is stated that these works will not under any circumstances raise the high water level of Lake Champlain above ' the present high water mark,' given as 101*5. Thus it is proposed to give the lake a range of 4-5 feet. On page 324 of the report of the Board of Engineers upon deep waterways be- tween the Great Lakes and the Atlantic tide waters is a tabular statement of the monthly mean discharge of Lake Champlain for the years 1875 to 1898, inclusive. An examination of this table shows that the period which gave the lowest discharge ex- tended from September, 1882. to March, 1883; that which gave the next lowest extend- ed from September, 187(5 to March, 1877: that which gave the third lowest extended from September, 1883, to February, 1884; and that which gave the fourth lowest ex- tended from August, 1894, to March, 1895. During these periods the amount flowing 19— Vol. ii— 8£ 116 DEPARTMENT OF PUBLIC ^YORKS 7 EDWARD VII., A. 1907 was less than 9,000 cubic feet per second, and in order to maintain that flow it would have been necessary to draw, from water previously stored for the purpose, the differ- ence between 9,000 cubic feet and the amount which actually flowed. Cubic feet. The deficiencies for the first period were 58,803,840,000 Those for the second period were 55,572,480,000 Those for the third period were 51,278,400,000 Those for the fourth period were 46,759,680,000 The area of Lake Champlain is 436 '1 square miles, or 12,174,497,280 square feet. The depth required to store the deficiency during the first of the above periods is 4 -81 feet; that for the second period is 4-56 feet; for the third period it is 4 -21 feet; and for the icurth period it is 3*84 feet. Adding 1-25 for evaporation in eight months, those depths become 6 -06, 5 -81, 5 -46 and 5 -09 respectively. The range proposed, 4 -5 feet, will therefore not be sufficient to provide 9,000 cubic feet per second throughout the low water season in very dry years. A range much greater connot be admitted without inflicting damage either upon the riparian owners or the navigation interests of Lake Champlain. In determining what is a proper high water and what a proper low water stage in this connection, it is not fair to take the extremes which the lake may have reached at long intervals in its history. A high water stage reached once in twenty years, for example, might inflict damage to property without destroying it, while if reached every year it might cause complete destruction ; likewise the obstruction_to navigation caused by an ex- treme low water stage would be greatly multiplied if repeated every year. The table on page 323 of the Keport on Deep Waterways quoted above, gives the monthly mean stages of Lake Champlain from 1875 to 1898. The highest stage there recorded is 100-13 for the month of April, 1896. Upon only two other occasions did the stage reach 100. To rise the level above 100 regularly every year would be to in- flict an injury upon the riparian proprietors. The mean elevation of the lake for the entire period was 96 •10. The lowest stage reached was 93 -65. During seven years it did not fall below 95. To allow the lake to be drained below 95 every year would be to inflict injury upon the navigation interests. The limits between which the lake should be regulated are, therefore, 100 as a maximum and 95 as a minimum, notwithstanding that the reserve of water will not in very dry years be sufficient to supply 9,000 cubic feet per second. As Lake Champlain is wholly within the territory of the United States, and the proposed works are wholly within Canadian territory, the international questions raised are of some moment. It is, in our opinion, not desirable that either nation should obstruct the natural flow of streams crossing the international boundary to the injury of public or private rights in the other. It is manifest, therefore, that the applicants should furnish conclusive evidence that private rights in the States of New York and Vermont adjoining Lake Champlain will not be injuriously affected by the alteration of the lake level as proposed, and that as the Secretary of War of the United States has control of the interests of navigation on Lake Champlain, the said work should not be undertaken without his permission and should be operated under such regulations as he may direct with a view to the maintenance of the level of the said lake as the interests of navigation thereon may require. It would be possible to plan works adapted to the conditions, and in our opinion such works should be permitted, provided they do not interfere with private interests in the United States and meet with the approval of the Secretary of War as suggested. We respectfully submit that in any treaty to be had between the two nations in rela- tion to the use of international waters, the principles above suggested should have consideration. We would further suggest that the applicants' Canadian Act of incor- poration should be amended so as to provide that the maintenance of the works sought to be erected shall be conditional at all times upon compliance with all regulations im- INTERNATIONAL WATERWAYS COMMISSION 117 SESSIONAL PAPER No. 19 posed by the Secretary of War of the United States of America, from time to time for the preservation of the levels of Lake Champlain. All of which is respectfully submitted. GEO. C. GIBBONS, Chairman, Canadian Section. W. F. KING, Commissioner. LOUIS COSTE, Commissioner. Attest, THOMAS COTE, Secretary, Canadian Section. O. H. ERNST, Brig.-General, U.S.A., Retired. Chairman, American Section. GEORGE CLINTON, Commissioner. E. E. HASKELL, Commissioner. Attest, W. EDWARD WILSON, Secretary, American Section. 118 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 JOINT REPOKT ON THE APPLICATION OF THE MINNESOTA CANAL AND POWER COMPANY, OF DULUTH, MINNESOTA, FOR PERMIS- SION TO DIVERT CERTAIN WATERS IN THE STATE OF MINNESOTA FROM THE BOUNDARY WATERS BETWEEN THE UNITED STATES AND CANADA, 1906. Buffalo, N.Y., November 15, 1906. To the Honourable the Minister of Public Works of Canada, and to the Honourable the Secretary of War of the Uuited States. The International Waterways Commission would respectfully report that it has investigated as fully as existing data would permit the matters involved in the appli- cations of the Minnesota Canal and Power Company, of Duluth, Minnesota, for the approval of its plans and structures to divert water from the Birch lake drainage basin in St. Louis and Lake counties, Minnesota, and for the use of certain public lands of the United States in said counties, and that it has heard the parties interested in said applications and those opposed. The physical data, outside of those furnished by the applicant, are few and not sufficient to show all the conditions existing. The appli- cant, however, has furnished maps and data which are not seriously contested by those opposing the applications, and they are considered sufficient to warrant the conclusions at which the commission has arrived, as set forth in this report. The application of the Secretary of War of the United States is for the approval of certain plans for structures which will impound the waters of the Birch lake drainage basin, and divert them from that basin to Lake Superior, and for authoriza- tion to erect such structures and divert the waters. The application to the Department of the Interior is for permission to use certain public lands, by flowage and otherwise, for the purpose of creating electrical power at Duluth, on Lake Superior. The Minnesota Canal and Power Company propose to divert water from the Birch lake drainage basin, which is naturally tributary to the Rainy river, Lake of the Woods, Winnipeg river and lake, and finally to Hudson bay. The quantity of water to be so diverted is mentioned in some of the documents before the commission as 600 cubic feet per second, but the company does not propose to limit itself to that amount if it be found, after the completion of its works as now planned, that a greater quantity can be obtained without injury to navigation interests. With 600 cubic feet per second about 30,000 electrical horse-power can be generated for use in Duluth and the mining regions of Minnesota. The subject matter under consideration was called to the attention of the Cana- dian section of this commission by the Honourable the Secretary of State for Canada, in a letter dated January 6, 1905, in which, among other things, in stating the subjects that might come before the commission for its consideration, he mentions ' the pro- posed diversion southward by the Minnesota Canal and Power Company, of Duluth, of certain waters in the state of Minnesota, that now flow north into the Rainy river and the Lake of the Woods.' The same matter was called to the attention of the American section by a letter from the Minnesota Canal and Power Company, dated March 10, 1905, addressed to the chairman, in which the company referred to the ap- plication of the Power Company pending in the Interior Department, stating that it was advised that one of the subjects which would come before the commission for con- sideration is the proposed diversion southward of certain waters in the state of Minne- INTERNATIONAL WATERWAYS COMMISSION 119 SESSIONAL PAPER No. 19 sota that now flow north into the Rainy river and the Lake of the Woods, and request- ing that the matter be brought before the commission at the earliest practicable moment. At a meeting 'of the commission, held June 15, 1905, this matter was laid over, for the reason that other and more pressing matters required the attention of the commis- sion, and for the further reason that the jurisdiction of the commission over any waters except those in, or tributary to, the Great Lakes and the St. Lawrence river had been placed in doubt by the construction given by the government of the United States to the Act of Congress under which the commission was organized. The subject-matter having now been referred to the commission by the Honourable, the Secretary of War of the United States, and the Honourable, the Secretary of State for Canada, we regard our jurisdiction as fully established. The Minnesota Canal and Power Company is a corporation organized under the laws of the state of Minnesota, with power to erect the works for the construction of which authorization is sought from the War Department of the United States, and with certain powers of eminent domain. It has heretofore brought proceedings in the District Courts of Minnesota for the purpose of putting into exercise the right of eminent domain and of condemning property and rights of persons who may be affected by the carrying out of its plans. The result of these proceedings has been an appeal to the Supreme Court of Minnesota, which has decided that the waters which would be affected by the carrying out of the Power Company's plans are public navigable waters, and that the statutes under which the company is organized do not, as an incident to the construction of a canal and the creating of a water-power, authorize a corporation to withdraw and divert waters from public navigable lakes and streams to such an extent as to interfere with present or future navigation, and by means of canals carry it over a divide and discharge it into a different drainage area, thus permanently with- drawing it from its natural course. This decision resulted in holding that the pro- ceedings taken by the company to condemn property and rights of individuals must be dismissed. The court says that 'In view of the presumption in favour of the rights of the individual, the state and federal prohibition against the obstruction of navigable waters, the rule that the rights of the state in such waters are sovereign and not proprietary, that they are held by the public as highways and cannot be alienable, the possible effect upon the rights of riparian proprietors in the province of Ontario, the fact that the doctrine of the appropriation of waters, adopted in some of the western states, does not prevail in Minnesota, and is not recognized by the conventional law of nations, the treaty relations between thp United States and Great Britain with reference to the boundary waters between the United States and Canada, and that the taking of the waters would interfere with streams and lakes which are already devoted to public uses, which can only be done under express statutory authority,' it is constrained to hold that the appellant is not authorized to condemn the interests sought to be con- demned. The applicant, assuming that the decision of the Supreme Court, adverse to it would be adhered to only upon the ground that its petition included private as well as public uses, has filed another petition making the purposes for which condemnation will be sought wholly public and has begun new condemnation proceedings. Objections and protests have been filed with the commission on behalf of various interests opposed to the granting of the Canal and Power Company's application. These objections may be divided into two classes: first: objections made by parties claiming that they have interests and property rights in the state of Minnesota which will be affected by the carrying out of the Canal and Power Company's plans; and second: objections made by parties having interests in the boundary waters in the state of Minnesota and in Canada, which it is claimed will be affected by the proposed diversion of the waters of the Birch lake drainage area. The first class of objectors includes Frederick B. Spelman, who claims to be the owner in fee of valuable water rights on Birch river; the Northeastern Minnesota Power Company, a corporation organized under the laws of the state of Minnesota for 120 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 the purpose of generating electricity by water power, and distributing and selling the same, which claims that it is the owner of certain real estate in Lake County, Min- nesota, bordering on Kawishiwi falls; the St. Croix Lumber Company, and the Fall Lake Boom Company, corporations organized under the laws of the state of Minnesota, which, acting together, are engaged in the manufacture of lumber in the state of Minnesota, and using, for the purpose of bringing logs to the mills of the lumber company, waters which would be affected by the diversion contemplated by the Canal and Power Company, and which companies also have certain property interests in Minnesota; and Lazarus Silverman, representing the Enterprise Iron and Land Com- pany, which has valuable land and water interests in Minnesota. It is understood that the interests of the last named company are owned or controlled by the Northeastern Minnesota Power Company. Others having interests in the United States are the Hope Land Company, the Higgins Land Company and the Higgins Wild Cat Company, who object on the ground that the reservoir proposed will flood their lands, and the Duluth and Iron Range Railroad Company, which protests against the projected work as being ' an improper and unwarranted use of the international waters.' The property, rights and interests of all these parties will be injuriously affected, to a greater or less extent, in case the Minnesota Canal and Power Company is per- mitted to impound the waters of the Birch lake drainage basin and divert them 'to Lake Superior from the streams flowing into the boundary waters. The commission, however, is of the opinion that the rights and interests of these parties can be pro- perly protected under the laws of the state of Minnesota. We, therefore, conclude that their objections do not present any international questions, and such questions alone the commission considers as having been referred to it. The second class of objectors include the corporation of the town of Fort Frances, in the province of Ontario, which claims to have valuable navigation advantages upon Rainy river, long recognized as an international waterway; the Koochiching Com- pany, a corporation organized under the laws of the state of Iowa, the owner in fee simple of a section of land bordering on Rainy river at Koochiching falls, opposite Fort Frances ; the Rainy River Improvement Company, a corporation organized under the laws of the state of Minnesota, for the purpose of improving the navigation of the boundary waters by means of dams and canals to "be constructed at Koochiching falls and elsewhere, for the development of water power at the Koochiching dam, and for the transportation of logs; and Edward W. Backus, of Minneapolis, who has entered into a contract with the government of Ontario, by which he has agreed to construct a dam across the Rainy river and develop power at the Koochiching falls, which agree- ment is now understood to be assigned to the Ontario and Minnesota Power Company, a corporation organized under the laws of Canada. It is understood that the Koochi- ching Company, the Rainy River Improvement Company, Edward W. Backus and the Ontario and Minnesota Power Company are associated and are acting in concert. The Rainy River Navigation Company and the city of Winnipeg also object to the pro- posed diversion. These interests strenuously object to the carrying out of the plans of the Minne- sota Canal and Power Company, claiming that diminution of water by reason of the proposed diversion in the streams which they propose to utilize will greatly injure their navigation interests and their ability to produce electric power. In addition to these objections of individuals, the Canadian government, acting upon a memorial of the municipal corporation of Fort Frances, addressed to the Cana- dian Minister of Marine and Fisheries, brought the proposed diversion to the attention oJ the British Ambassador at Washington for his information and such action as might be possible in the premises. A copy of this memorial is hereto attached, marked ' A.' Upon receipt of the communication from the Canadian government, the British Embassador presented the matter to the Secretary of State of the United States, on January 3, 1905, requesting that the proposed diversion be not carried out pending the meeting of this commission. At a hearing before the commission, held at Buffalo on June 26, 1906, Col. Ander- son, chief engineer of the Department of Marine and Fisheries of Canada, and Mr. INTERNATIONAL WATERWAYS COMMISSION 121 SESSIONAL PAPER No. 19 J. G. Sing, engineer in charge of the Rainy River district of the Department of Public Works of Canada, appeared and opposed the proposed diversion on the ground that it would be detrimental to Canadian interests and especially to navigation upon fhe boundary waters. At a meeting of the commission, held in Toronto on July 24, 1906, written objections were presented as follows, viz.: A resolution of the munici- pal council of the town of Ivenora, Canada, a copy of which is hereto annexed, marked ' B,' a letter from Mr. George A. Graham, manager of the Rainy River Navigation Company, a copy of which is hereto annexed, marked ' C,' a resolution of the Kenora Board of Trade, a copy of which is hereto annexed, marked ' D,' and a written state- ment by Mr. Sing, hereto annexed, marked ' E.' At a meeting of the commission, held at the city of Chicago, Illinois, on the 17th day of October, 1906, H. N. Ruttan, city engineer of the city of Winnipeg, Canada, appeared before the commission in opposition to the application of the Minnesota Canal and Power Company. After stating that the probable head available for power purposes between Rainy lake and Lake Winnipeg, on the Winnipeg river, approxi- mates three hundred feet, that the discharge of Winnipeg river at Point du Bois falls, in the province of Manitoba, was nineteen thousand cubic feet per second in March, 1906, and that the discharge at extreme low water might reach a manimum of seven- teen thousand cubic feet per second, that works had been completed and were in course of construction between Rainy lake and Lake Winnipeg, aggregating approximately one hundred and fifty thousand horse-power, involving an expenditure of between fifteen and twenty millions of dollars, and that many additional powers are projected, some of which will no doubt be constructed, that the city of Winnipeg has a popula- tion of one hundred thousand, which is rapidly increasing, and has voted to construct a water power at Point du Bois, at a cost estimated at three and one-quarter millions of dollars for preliminary development, Mr. Ruttan, on behalf of the city of Winnipeg, objected to the diversion of water which naturally belongs to the Winnipeg watershed. The action of the British Ambassador, at the request of the Canadian government, together with the fact that the rights and interests of Canadian citizens will be affected by the carrying out of the plans of the Minnesota Canal and Power Company, and the fact that navigation of boundary waters will be to some extent injured if such plans are put in operation, presents international questions, which, in the opinion of this commission, will be involved in many other instances of boundary streams be- tween the two countries and require the most careful consideration. In order that there may be no question as to the exact intent of the commission in giving its con- clusions, it is deemed best to. state with as much exactitude as possible the existing conditions which give rise to the questions to be disposed of. The commission finds the physical conditions of the locality to be as follows : 'I he Birch Lake Drainage Basin is situated in the counties of St. Louis and Lake, in :be State of Minnesota, the border of the basin being only about fourteen miles from Lake Superior. This drainage basin contains a chain of small lakes, the largest of tucse known as Birch lake, liyng near the western border of the basin. A portion of the diainage of this basin flows westerly through the North Kawishiwi river and Farm lake to Garden lake, witn a fall of about fifty-six feet in the distance of nine miles ; another portion flows southwesterly through the south Kawishiwi into Birch lake, and thence northerly through Birch fiver and White Iron lake to Garden lake, the distance traversed by the waters along this route being about twenty-four miles. Passing Kawishiwi falls, the waters, continually increasing in volume, flow through Fall lake over the Pipestone falls to Basswood lake, lying on the international boundary be- tween the United States and Canada ; the waters thence flow in a general northwester- ly direction through Crooked and Iron lakes, Lac la Croix, Namakan river and lake, to the Rainy lake, and thence through Rainy river to the Lake of the Woods. Prom Basswood lake to the Lake of the Woods the waters flow along the international boundary line with the exception of about twenty miles, where they traverse the Nama- kan river, entirely in Canadian territory. Within two miles of the western end of Birch lake, and separated from it by a low divide, rises the Embarrass river, its waters flowing southwesterly through Sabin, 122 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Embarrass and Esquagamau lakes into the St. Louis river, and thence into St. Louis bay and Lake Superior. The St. Louis bay and river form a portion of a boundary be- tween Minnesota and Wisconsin and are navigable from Lake Superior to Fond du Lac, Minnesota. From Fond du Lac to Cloquet the St. Louis river is unnavigable, there being a fall of approximately six hundred feet in a distance of fourteen miles ; above the latter point it is used to float logs, about twenty-five million feet, it is said, being transported annually. The natural waterway from Birch lake to Rainy lake may be described as a series of pools of greater or less extent connected by short and shallow channels containing rapids or falls. The pools or lakes are capable of floating logs and are in general navigable by small steamboats; but the connecting channels are, in their natural condition, not navigable save by canoes or small boats and in places are wholly un- navigable, some of them being even incapable of floating logs, except at times of high water. The channels connecting Birch lake with the lakes directly north are of this character and a dam has been erected at the outlet of Birch lake for the purpose of raising the water and floating logs over the rapids by means of the greater flow made available by opening gates; and at the outlet of Garden lake a roll dam has been built to serve a similar purpose. Navigation upon Birch lake is confined to canoes and rafts of logs which are towed by a small tug called a log puller. This tug was built upon the lake and under present natural, conditions is confined to its waters. Similar conditions prevail on White Iron and Garden lakes, the pools next below or north of Birch lake, a steam log puller being operated on each. About twenty million feet of logs are said to be trans- ported annually from Birch lake and vicinity to a saw-mill on Fall lake. Between Birch Lake and Rainy lake the only through navigation is by canoes and it is said that there are no less than eighteen places at which portages are required by reason of the waterfalls and rapids. Basswood and Crooked lakes, Lac la Croix and Namakan lake are all navigable and it is understood that they are not only used for the floating of logs but that one or more small tugs or log pullers are in use upon each of them, although through navi- gation by boats is not possible. There have been at least two small steamboats operat- ing on Basswood lake having a gross tonnage of three and ten tons respectively. Rainy lake is a navigable waterway and several steamboats of small tonnage are operating upon it. There are two points in this lake restricting the navigable depth. One of these is known as the ' Brule Narrows,' about midway of its length, and the other is at Pither's Point, at the outlet of the lake and just above Koochiching falls. The depth at these points in ordinary low water is about seven feet and it is under- stood there have been years when the larger boats were laid up on account of low water. The allied interests represented by the Rainy River Improvement Company on the American side and the Ontario and Minnesota Power Company on the Canadian side are engaged in building dams at Fort Frances above Koochiching falls for the purpose of improving the water power, and thereby incidentally improving the naviga- bility of Rainy lake by raising the elevation of its water surface. There are two, and possibly more, steamboats operating on Rainy river, and mak- ing regular trips between Fort Frances at the Koochiching falls and Rat Portage on the Lake of the Woods, and touching at way ports. The only improvement made by the United States government on any of these waterways is at the harbour of Warroad, Minnesota, which has been improved to a depth of seven feet below the stage of water at the time of making the survey. The elevation of the Lake of the Woods, and consequently the depth of water in the har- bour, is controlled by the operation of the Keewatin dam at Rat Portage, which is operated under the direction of the Canadian Government. The Annual Report of the Chief of Engineers, U.S.A., 1904, gives the following statistics regarding the com- merce of the town of Warroad : ' The town of Warroad, now four years old, has a population of 700, and the ad- jacent country is rapidly filling up with settlers. The imports of Warroad increased INTERNATIONAL WATERWAYS COMMISSION 123 SESSIONAL PAPER No. 19 from 254 tons in 1900 to 2,754 tons in 1904. During the same period the exports increased from 1,215 tons to 9,929 tons. In the report of 1905, the following statement is made: ' The town of Warroad, now five years old, has a population of about 1,000, and the adjacent country is rapidly filling up with settlers. ' Up to this time Warroad Harbour has had no regular lake traffic, the condition of the entrance to the harbour not having been such as to permit it. ' On the Lake of the Woods there are at present 25 or more registered Canadian boats, ranging from 30 to 486 tons burden, some of which occasionally visit Warroad Harbour when conditions are favourable. ' The United States boats connected with Warroad Harbour are the propellers Na-ma-puk and Knute Nelson, the former about 36 feet long and the latter about 80 feet.' The Canadian government has made slight improvements above the Lake of the Woods and an agreement has been made between the Commissioner of Crown Lands for the Province of Ontario and E. W. Backus, who subsequently transferred his rights to the Ontario and Minnesota Power Company, whereby in return for certain water power privileges the latter is required to construct a dam at Koochiching Falls to be subject to the control of the government, making it possible to maintain the water level in Rainy Lake at or above the present extreme high water stage. The country traversed by the waterway leading from Birch lake to Rainy lake is in general rough and unimproved. The timber consists of white and Norway pine, spruce and less valuable woods, typical of Lake Superior forests. The pine is being rapidly cleared from some of the larger tracts. The Vermillion and Mesabi iron districts cross the territory between Birch lake and the boundary line, and the soil is shallow and not well suited to agriculture. The population, in 1900, of the townships bordering the waterway from Birch lake to and including Basswood lake, did not exceed 4,000, the town of Ely having a population of 3,717. This sparse population depends largely upon the mining and timber industries of the locality. The population of the townships on the American side bordering the waterway from Basswood lake to and including the Lake of the Woods, and covering about 200 miles of shore line, was only about 600 according to the census of 1900. The country bordering the Lake of the Woods on the Canadian side is fairly well settled. On the American side it is wilderness composed largely of Indian reservations, portions of which have been thrown open to settlement. The vicinity of Warroad has been recently so opened. At several places along the waterway from Birch lake to Rainy lake, development of water power is possible, but at most of them it is not commercially feasible at pres- ent, for .the following reasons : A considerable fall is not usually concentrated at one point, but is distrib ited over rapids ; the flow is not uniform, but is very small during the dry season, and, unless the waters of the flood season are impounded, the extent of the possible continuous development is restricted by the low water flow; the construc- tion of reservoirs would entail a heavy expenditure in proportion to the possible de- velopment; the demand for power in the vicinity is extremely limited. The Kawishiwi falls may be an exception to this general rule and the development of this power may be commercially practicable in the near future, if not at present. In this case there is a fall of about 65 feet in three-quarters of a mile between Garden Lake and Fall lake, and by the construction of a reservoir system similar to that pro- posed by the applicant, there would be available about 6,000 theoretical horse-power. A market for this power could probably be found at Ely and in the mines in the lo- cality. Between Birch lake and White Iron lake there is a natural fall of about 28 feet. If the North Kawishiwi outlet of Birch lake were closed by a dam, and an extensive reservoir system constructed similar to that proposed by the applicant, there would be available at this point about 2,500 theoretical horse-power. 124 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Below Kawishiwi falls and between the outlet of Fall lake and Basswood lake there is a fall of about 15 feet in less than three miles. By using 820 cubic feet per second, which is the minimum flow, plus the amount of water to be diverted, there would be available about 1,500 theoretical horse-power. The value of the three water-powers last mentioned, whether present or prospective, would be practically extinguished by the applicant's proposed works, but, as before stated, the rights of their owners can be properly protected under the laws of Minnesota. At Koochiching falls in the Rainy river, just below the outlet of Rainy lake, there is a natural fall of about 23 feet in a short distance. The minimum discharge of the river has been estimated at 3,500 cubic feet per second. This volume would give about 7,800 theoretical horse-power without storage, and by raising the water level of Rainy lake five to seven feet by means of dams above Koochiching falls it would be possible to double this development. Even this would permit the utilization of less than half of the average outflow. Unless an extensive reservoir system is constructed, therefore, including the lakes nearer the head waters, at least one-half of the waters of the basin tributary to Rainy lake, or more than ten times the quantity of water proposed to be used by the applicant, will serve no useful purpose for power development at this point. The improvements for which the applicant now asks approval are as follows : To erect a dam at the mouth of Gabbro lake to impound water in the lakes tributary thereto and form what is called the Isabelle Reservoir; to erect a dam in the North Kawishiwi river to impound the waters in the lakes and streams tributary to Birch lake naturally flowing westerly into White Iron and Garden lakes; to erect a dam in the South Kawishiwi river, which, in connection with the dam last mentioned, will form the Kawishiwi reservoir; and to erect a dam in Birch river at the outlet of Birch lake to impound its waters and form the Birch Lake reservoir. The company proposes to cut a canal from the west end of Birch lake a distance of about six miles across the divide to the head waters of the Embarrass river and to erect controlling works at the entrance to this canal to regulate the flow of water from Birch lake into the Embarrass river canal. Erom a point in the St. Louis river above Cloquet it proposes to dig another canal about twenty- four and one-half miles long to a point in the city of Duluth, where the bluff is about 600 feet above the water level of Lake Superior, and to lay pipes from the easterly end of this, the St. Louis river canal, to the power-house of the company to be erected on the shores of St. Louis bay. It is proposed to divert at least 600 cubic feet of water per second from the Birch Lake reservoir into the Embarrass canal and river, and thence into the St. Louis river, and to take the same amount from the latter into the St. Louis river canal and convey it by canal and pipes to the turbines located in the company's power-house, thereby developing about 30,000 electrical horse-power ; the amount of water diverted and of power created to be increased hereafter if cir- cumstances permit. The amount of water the company proposes to divert from the natural channels leading to Basswood lake, and thence along the international boundary, is estimated to be about 37 per cent of the water tributary to Basswood lake, four per cent of that tributary to Rainy lake, and two and four-tenths per cent of that tributary to the Lake of the Woods. The data available covering the hydraulic conditions are inadequate for an ac- curate analysis of the effect of the work proposed by the company, since the distribu- tion of the supply and the discharge of the outlets of the several lakes throughout the year have not been determined. The effect on the navigable depth of Rainy lake and the waterway below that point would be very slight under natural conditions and become still less important by reason of the fact that the elevation of Rainy lake will be controlled by the Koochiching dam, when completed, as the elevation of the Lake of the Woods is now controlled by the Keewatin dam. The company offers no objec- tion to the suggestion to conserve navigation interests by the construction of such remedial works as may be necessary. While the data are insufficient to determine the extent of the remedial works required, they are sufficient to warrant the belief that full compensation is possible. INTERNATIONAL WATERWAYS COMMISSION 125 SESSIONAL PAPER No. 19 The minimum discharge from Birch Lake drainage basin is estimated by the engineers of the company to be about 220 cubic feet per second and the average dis- charge about 975 cubic feet per second. The reservoir system created by the dams proposed by the company will permit of storing a portion of the waters during months of excessive supply for use during the remainder of the year when the natural supply is deficient. From April to June inclusive the supply to the lakes is greatly in excess of the natural discharge, and in July, August and September the supply in a year of ordinary precipitation is probably in excess of the amount to be withdrawn by the applicant. It would appear, therefore, that the reservoirs might in general be kept full until October first. The reservoirs proposed by the applicant are sufficient to store eight billion, nineteen million cubic feet of water, and it is claimed that this capacity might be doubled by an extension rof its works, without intereference with other water- sheds draining north. If the proposed smaller capacity reservoirs were full on October first, the applicant could withdraw its own supply entirely from the reservoirs for five months and still permit the natural supply of the lakes during this low water period to flow in the present channel. Under such conditions the usual low water discharge of Birch and North Kawishiwi rivers would be depleted by the amount of water now supplied by the lakes tributary to them; namely, by the natural decrease in stage of those lakes during low water. It would be possible to require the company to maintain at all times a flow in the natural channel equal to the present estimated minimum discharge, without disastrously affecting the applicant's plans. The lakes could be held at or above the present elevation by a dam properly con- structed at the outlet of each, and the future improvement of the stream, in general, by locks and dams, would not be impaired when prospective commerce demands such a step. In order, however, to accommodate the commerce now existing or in prospect between adjoining lakes above Rainy lake, namely, the transportation of logs over rapids and falls, the gates in these dams would have to be operated with regard to the necessities of commerce rather than to serve the interests of the applicant and should be so operated. In a report upon this subject addressed to the Chief of Engineers, U. S. Army, by Major Geo. McC. Derby, May 24, 1905, Major Derby enumerated the conditions under which he considered the application should be granted, and the applicant appears to be willing to accept these conditions, which include the following: ' The Minnesota Canal and Power Company should construct and maintain a dam or dams in Lake Namakan, or at some other point or points above Rainy lake, so as to impound and store during periods of high water, when it would otherwise go to waste, an amount of water equal to the entire amount diverted from the watershed of Rainy lake, releasing this water into Rainy lake from time fo time as the interests of navigation in Rainy river and above may require, in accordance with regulations to be made by the Secretary of War.' ' The Minnesota Canal and Power Company should construct and maintain such additional dams as may be necessary to maintain Basswood lake and the other lakes between Birch lake and Rainy lake at or above their mean level; and should release from all such dams from time to time such amount of water as may be necessary to sluice logs from one lake to the next, and for other interests of navigation, in accord- ance with regulations to be made by the Secretary of War.' It is quite apparent that the interests to be promoted at the city of Duluth, and at the Minnesota mines, by the generation and transmission of electricity, if the diversion be permitted, will be very great, the amount of horse-power which will be available being about 30,000. The canal which the applicant proposes to construct, and the improvement of the lakes and streams south of the Birch lake drainage area, will furnish additional aids to navigation, particularly for the transportation of logs cut in the forests within that area. 126 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 INTERNATIONAL ASPECT OF QUESTIONS INVOLVED. The proposed diversion, so far as it would affect navigation upon boundary waters, presents a serious objection to the granting of the permit asked. By the terms of article II. of the treaty of 1842, between the United States and Great Britain, the boundary line from a point in the Neebish channel, where the com- missioners appointed under the sixth article of the treaty of Ghent ended their labours, was defined westward to the Kocky mountains. In that article there is added to the description this sentence: ' It being understood that all the water communications and all the usual portages along the line from Lake Superior to the Lake of the Woods, and also Grand Portage, from the shore of Lake Superior to the Pigeon river, as now actually used, shall be free and open to the use of the citizens and subjects of both countries.' This clause .secures to Canada free and unobstructed navigation of the boundary waters from which the proposed diversion is to be made. In the opinion of the com- mission it secures to Canada, by necessary construction, the right to navigate those waters in any manner which the natural flow will permit. Any interference with the natural flow which decreases the navigable capacity of Basswood lake, Rainy river, Rainy lake or the Lake of the Woods is a violation of the letter and spirit of the treaty, and the extent of the interference is not important; if the navigable capacity is in- juriously affected, Canada has the right to object. Nor does the possibility of restoring and regulating the flow in the boundary waters mentioned, by remedial works, confer any right to lessen the navigable capacity, for such works will have to be constructed in part in the Dominion of Canada and this cannot be done without Canada's consent, nor can the burden of constructing such works be imposed upon her. The commission is aware that the clause of the treaty of 1842, quoted, has received a different construction from that which we place upon it. It has been said that the phrase ' as now actually used ' applied to the use of the waters, and that, as at the time the treaty was entered into those waters were used for canoe navigation only, the treaty secures the right of canoe navigation and nothing more. This construction seems to us erroneous. The language of the clause secures the free and open use of the waters specified and the use of Grand Portage, as it was then ' actually used.' We deem it quite clear upon the face of the treaty that this was the intention of the treaty powers. The clause we are considering is divided into two subjects: one is the free and open use of the water communications and usual portages, and the other is the use of Grand Portage, and the subject matters are separated by the expression ' and also,' which would seem clearly to make the expression ' as now actually used ' relate to the Grand Portage, inasmuch as that is introduced by the expression ' and also.' This construc- tion would seem to be supported by the conditions existing at the time the treaty was negotiated and also by the obvious purpose of the treaty. When the treaty was en- tered into, the navigable waters on the boundary line west of Lake Superior were con- nected by portages, which were reasonably well defined and which naturally would be followed, but the Grand Portage, extending from Lake Superior overland to the Pigeon River, was of great length and subject to considerable change in accordance with the views of those who might use it from time to time. It was clearly necessary to define the Grand Portage by some description in the treaty, and this was done by inserting the phrase ' as now actually used.' It was evidently the intention of the treaty-making powers, in defining the boundaries, to secure to both countries the free and open use of the boundary waters for interior communication and transportation, and it would seem to be a narrow construction of the clause in question which would assign to those powers the intent to limit the right of communication and transporta- tion to canoes, for this would place them in the position of utterly ignoring future conditions and practically destroying the value of the waterways as means of com- munication. The broader and proper construction, in the opinion of the commission, is that the intent was to preserve to both countries the ' free and open use ' of the INTERNATIONAL WATERWAYS COMMISSION 127 SESSIONAL PAPER No. 19 boundary waters, in any matter that they could be made use of for the purposes men- tioned. In the opinion of the commission, therefore, the permit to permanently divert waters which would supply the boundary lakes and streams, ought not to be granted without the concurrence of the Dominion of Canada. Aside from the effect of the treaty of 1842, there are other considerations which lead the commission to the conclusion that the permit applied for should not be granted without the concurrence of Canada. The proposed diversion will, to some extent, injuriously affect riparian rights upon the Canadian side of the boundary waters and will also affect the water supply of the Namakan river and other waters, wholly in Canada. The principles involved in arriving at this conclusion do not impugn the right of the United States to grant the permit, but they are of such great importance and of such widespread application that the commission believes they sh^1 •1 be settled and applied by both countries. As the necessity for an enormous increase in the appropriation of water wholly within one country has given rise in later years to conditions which never existed before, recourse to authorities upon international law for direct precedents is useless, but there are certain principles of international law which hav^ a direct bearing upon the question under consideration and which should, in the opinion of the commission, be sufficient for their solution. It can hardly be disputed that, in the absence of treaty stipulation, a country through which streams have their course or in which lakes exist, can in the exercise of its sovereign powers, rightfully divert or otherwise appropriate the waters within its territory for purposes of irrigation, the improvement of navigation, or for any other purpose which the government may deem proper. This principle was lucidly stated by Mr. Harmon, Attorney General of the United States, on December 12, 1895, in a communication to the Secretary of State (opinions of Attorneys General, Vol. 21, p. 274). The question submitted to the Attorney General by the Secretary of State in- volved the right to appropriate the waters of the upper Rio Grande for irrigation pur- poses to the injury of residents of Mexico, and in giving his opinion the Attorney General laid down the law as follows : ' The fundamental principle of international law is the absolute sovereignty of every nation, as against all others, within its own territory.' He then quoted from Chief Justice Marshall's opinion in Schooner Ex- change vs. McFadden, 7 Cranch, p. 136, the following excerpt: ' The jurisdiction of the nation within its own territory is necessarily exclusive and absolute. It is susceptible of no limitation not imposed by itself. Any restriction upon it, deriving validity from an external source would imply a diminution of its sovereignty to extent of the restriction, and an investment of that sovereignty to the same extent in that power which could impose such restriction. All exceptions, therefore, to the full and complete power of a nation within its own territories must be traced up to the consent of the nation itself. They can flow from no other legitimate source.' Great Britain also has insisted upon the same principle in the matter of the naviga- tion of the lower St. Lawrence. The history of the positions taken by the United States and Great Britain need not be recited, but it will be noted that Great Britain did not recede from her position and simply conceded by treaty the right of navigation upon certain concessions being made by the United States. It would seem, therefore, to be settled international law, recognized by both countries, that the exercise of sovereign power over waters within the jurisdiction of a country, cannot be questioned, and that, notwithstanding such exercise may take a form that will be injurious to another country through which the waters of the same streams or lakes pass, it cannot be rightfully regarded as furnishing a cause of war. But where the citizens of a country are injured by such exercise of sovereignty, international law recognizes (unless there is urgent necessity for its exercise), that there is a breach of comity which entitles the country whose citizens or subjects are injured, to retaliate. Sir Robert Phillimore, in his com- mentaries upon international law (edition of 1879, pp 12 and 13), clearly draws the 128 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 distinction between the international duties of governments as they affect public in- terests and as they affect private interests. He states the international law as follows : — ' The obligationes juris privati inter gentes are not — as the obligationes juris publici inter gentes are — the result of legal necessity, but of social convenience and they are called by the name of comity — comitas gentium. ' It is within the absolute competence of a state to refuse permission to foreigners to enter into transaction with its subjects, or to allow them to do so, being forewarned that the municipal law of the land will be applied to them ; therefore, a breach of comity cannot, strictly speaking, furnish a casus belli, or justify a recourse to war, any more than a discourtesy or breach of a natural duty, simply as such, can furnish ground for the private action of one individual against another. ' For want of comity towards the individual subjects of a foreign state, reciprocity of treatment by the state whose subjects has been injured, is, after remonstrance has been exhausted, the only legitimate remedy; whereas the breach of a rule of public international law constitutes a casus belli, and justifies in the last resort a recourse to war.' It would seem that comity would require that, in the absence of necessity, the sovereign power should not be exercised to the injury of a friendly nation or of its citizens or subjects, without the consent of that nation. The common law protects riparian owners against permanent diversions of water which injuriously affect their rights, and this law is founded upon principles, not merely of social necessity, but of justice and right. While the common law is not a part of the law of nations, its principles so far as they are founded in justice and equity, ought, where practicable, to be applied by nations acting in their sovereign capacity. The Department of State of the United States has adopted this principle in the past, and although the application was made in the case of conflicting riparian rights on a boundary stream, yet the commission can see no sound distinction between the position taken by the government of the United States in the case referred to, and cases of diversion of water wholly within one country where the diversion injiiriously affects riparian owners in another country. This application of the common law was made by Mr. Evarts, Secretary of State. It was complained that Mexicans upon the Rio Grande in the neighbourhood of El Paso, were diverting so much of the waters of the river for irrigation purposes as to seriously affect the amount which could be obtained by citizens of the United States for a like purpose. Mr. Evarts in a communication to Mr. Navarro, the Mexican Minister (June 15, 1880), directs his attention to the complaints, and after referring to the abstraction of water by the Mexican population for irriga- tion purposes, says : 'As this is not only in direct opposition to the recognized rights of riparian pro- prietors, but is also contrary to that good feeling and harmony which ought to exist between co-labourers in peaceful pursuits, and might, moreover, if permitted to con- tinue, result in bitter feeling and possible breaches of the peace, I most earnestly re- quest, in these high interests, that you will have the goodness to bring the matter to the attention of your government with a view to procuring a cessation of the annoyance complained of.' (Vol. 1, p. 63, Wharton's International Law Digest.) Mr. Earnham, while somewhat over-stating the law, in his work on ' Waters and Water Rights ' (edition of 1904, vol. 1, p. 29), forcibly enunciates the principles which should obtain, citing authorities. ' A river which flows through the territory of several states or nations is their com- mon property. Each is entitled to its navigation throughout its whole extent, so far as it can be exercised without injury to the rights of others. It is a great natural highway conferring, besides the facilities of navigation, certain incidental advantages such as fishery and the right to use the water for power and irrigation. Neither nation can do any act which will deprive the other of the benefits of these rights and advantages. The inherent right of a nation to protect itself and its territory would justify the one lower down the stream in preventing by force the one further up from turning the river out of its course, or in consuming so much of the water for purposes of its own as to deprive INTERNATIONAL WATERWAYS COMMISSION 1S9 SESSIONAL PAPER No. 19 the former of its benefit. Conversely, the upper owner would have a right to prevent an obstruction of the stream which would prevent fish from ascending to its shores, or interfere with its rights of navigation. To prevent resort to force, courts of arbitration would protect these rights, and the courts of the respective nations will prevent acts on the part of their own subjects which interfere with the rights of subjects of other states. And courts having a supervisory jurisdiction over the acts of the political department of government will prevent acts by that department which will injure the rights of neighbouring states. The gifts of nature are for the benefit of mankind, and no aggre- gation of men can assert and exercise such rights and ownership of them as will deprive others having equal rights, and means of enjoying them, of such enjoyment. The acts of nations must be governed by principles of right and justice. The days of force and self-aggrandizement at the expense of neighbouring nations are past, and the common right to enjoy the bountiful provisions of Providence must be preserved.' Messrs. Jeremiah Smith and George B. French very fully and ably discuss in the {Harvard Review, November, 1894, volume 8, number 3, the power of a state to divert an inter-state river. They said : ' Because Massachusetts can compel a sale of property in Massachusetts, it does not follow that it also can compel a sale of property in New Hampshire. Massachusetts has not the power to compel a New Hampshire riparian proprietor to sell his right (annexed to and arising out of his New Hampshire land), that the water of the river should continue to flow to his land. A state cannot exercise the power of eminent domain extra-territorially. Massachusetts cannot condemn land in New Hampshire. Massachusetts cannot, as against a citizen of New Hampshire, authorize the doing of an act in Massachusetts which will result in the taking of pro- perty rights in New Hampshire. Massachusetts could not authorize the building of a dam in Massachusetts which would flood land in New Hampshire.' ' By parity of reasoning, Massachusetts could not authorize the construction of an aqueduct or canal in Massachusetts which would divert water from a stream naturally flowing to New Hampshire. The right infringed by flooding New Hampshire land may be called absolute ownership. The right infringed by diverting water from the New Hampshire land may be called an easement. The consequence in the one case may be positive, and in the other case negative. But in each case it is a property right that is infringed; and the consequence is as direct in the latter case as in the former. * * * Massachusetts, even if an entirely distinct and independent sovereignty — even if standing to New Hampshire in the relation of France to Spain — would not have a right, under the rules of international law, to do this act. The law of nations recognizes no such right, even between states wholly foreign to each other. ****** Massachusetts instead of merely denying New Hampshire's right to use, in Mas- sachusetts, that part of the river which naturally flows through Massachusetts, is, in effect, denying New Hampshire's right to use, in New Hampshire, that part of the river which naturally flows through New Hampshire. Massachusetts, instead of saying to New Hampshire, " You shall not hereafter use, in Massachusetts, that part of the com- mon river which flows through Massachusetts," makes a far more startling declaration. Massachusetts says to New Hampshire, " You shall not hereafter have the use of the river even within your own borders, for Massachusetts denies your right to have any part of the river flow through New Hampshire. ' These principles were applied in the Holyoke Water Power Company vs. Con- necticut River Company (22 Blatch 131, 20 Feb., '71). In this case the plaintiff claims that its property located in Massachusetts would be injured by the defendants raising of a dam in the State of Connecticut. The de- fendant justified under powers given it by the State of Connecticut claiming that its proposed structure was in aid of navigation. A permanent injunction was granted enjoining the defendant. The court, after holding that the State of Connecticut had jurisdiction over land? within its boundaries says, ' As Connecticut has no direct jurisdiction or contral over 19— Vol. ii— 9 130 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 real estate situate in another state, it cannot indirectly, by virtue of its attempted improvement of its own navigable waters, control or subject to injury foreign real estate. ' If this resolution is a bar to an action for any consequent injury to land or to rights connected with land in Massachusetts, Connecticut is acting extra-territorially.' CONCLUSIONS. The commission has arrived at the following conclusions: 1. While the work proposed by the applicant will be of great advantage to the interests served, it will interfere with public and private interests in Canada, and the commission see no public necessity for it. 2. The proposed diversion will injure the interests of various classes of persons, namely, residents of the United States having property rights in the State of Minne- sota, residents of the United States having property rights and interests in Canada and in the boundary waters, residents of Canada having property rights and interests in Canada, and municipalities in the Dominion of Canada. The rights and interests which will be affected are divisible into two classes, namely, those which depend upon navigation directly or indirectly, and those which depend upon the use of waters of the various streams and lakes for power purposes. 3. The proposed diversion will affect injuriously navigation upon the boundary waters between the United States and Canada, above mentioned, and upon navigable waters in Canada connecting said boundary waters; but, 4. So far as water power interests on the international boundary or in Canada are concerned, which depend upon the supply from the Birch lake drainage area, although remedial works at locations above Rainy lake may be constructed, the total amount of water which can be stored and used for power purposes upon the boundary and connecting waters located wholly in Canada, will be diminished. 5. The applicant,, the Minnesota Canal and Power Company of Duluth, Minne- sota, under the decision of the Supreme Court of Minnesota, above cited, apparently nas not the power to utilize the permit it seeks to obtain, but possibly may acquire that power. It would seem, therefore, that the permit which the applicant seeks, ought not in any case to be granted before it secures authority under the laws of Minnesota to utilize it. 6. That the rights and interests of the residents of Minnesota which may be affected by the proposed diversion, are of so much less importance than the interests which will be promoted by the proposed works of the applicant, that they do not furnish a sufficient reason for refusing the permit sought, inasmuch as full compensation must be made to such persons under the laws of Minnesota. 7. Neither the State of Minnesota nor the United States can provide the adequate means by which money compensation can be ascertained and made to the owners of the interests in Canada which may be injured, and it follows that individuals sus- taining injury would be relegated to litigation. This is a violation of\ the principle of law that private property shall not be taken for public use, unless provision for compensation can be made without litigation and its attendant delays and expense. 8. So far as remedial works are concerned, it is sufficient to say that there is no jurisdiction in the United States or in the State of Minnesota to provide for or per- mit the erection of the necessary remedial works in Canada. 9. That although it might be advisable to grant the permit applied for, in case the applicant should acquire the powers necessary to utilize it, if objections arising from international relations did not exist, treaty provisions, international comity and the impossibility of providing just means of assuring adequate compensation for injury to interests in Canada, or of preserving navigation unimpaired on the bound- ary streams, without concurrent action of both governments concerned, lead us to the INTERNATIONAL WATERWAYS COMMISSION 131 SESSIONAL PAPER No. 19 conclusion that the permit should not be granted unless the full protection of all interests not cared for by the laws of Minnesota be secured by concurrent action of the United States and Canada. RECOMMENDATIONS. 1. The commission would, therefore, recommend that the permit applied for be not granted without the concurrence of the Canadian government. 2. As questions involving the same principles and difficulties, liable to create friction, hostile feelings and reprisals, are liable to arise between the two countries, affecting waters on or crossing the boundary line, the commission would recommend that a treaty be entered into which shall settle the rules and principles upon which all such questions may be peacefully and satisfactorily determined as they "arise. 3. The commission would recommend that any treaty which may be entered into should define the uses to which international waters may be put by either country without the necessity of adjustment in each instance, and would respectfully suggest that such uses should be declared to be: (a) Use for necessary domestic and sanitary purposes. (b) Service of locks used for navigation purposes. (c) The right to navigate. 4. The commission would also respectfully suggest that the treaty should prohibit the permanent diversion of navigable streams which cross the international boundary or which form a part thereof, except upon adjustment of the rights of all parties concerned by a permanent commission, and with its consent. All of which is respectfully submitted, GEO. C. GIBBONS, 0. H. ERNST, Chairman, Canadian Section. Brig.-Genl. U.S. Army, Retired, Chairman, American Section. W. F. KING, GEORGE CLINTON, Commissioner. Commissioner. LOUIS COSTE, E. E. HASKELL, Commissioner. Commissioner. Attest, Attest, THOMAS COTE, W. EDWARD WILSON, Secretary, Canadian Section. Secretary, American Section. 19— Vol. ii— 9J 132 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 APPENDIX ' A.' To the Honourable The Minister of Marine and Fisheries, Dominion of Canada. The memorial of the undersigned municipal corporations, persons and corpora- tions respectfully showeth : That at the height of land in St. Louis and Lake Counties, in Northern Minnesota, the waters from Birch lake and White Iron lake, and the streams running out thereof, and the immense watershed thereof, run northward and ultimately into Rainy lake and from there into Rainy river, passing into the Lake of the Woods. That the water from this source forms by computation seven per cent of the water passing out of Rainy lake over Alberton falls at Koochiching. That the water system of Rainy lake, Rainy river and the Lake of the Woods have long been established as a commercial highway. That from the Canadian ports of Rat Portage and Fort Frances, two large and well- equipped passenger and freight lines ply daily during the season of navigation, form- ing the means of water communication between the Canadian ports of Rat Portage, Rainy River town, Boucherville, Barwick, Emo, Big Forks, Little Forks, Isherwood, Fort Frances, Bears' Pass, Seine river and Mine Centre, and forming along a consider- able part of such route the only vehicle of passenger and freight communication. That the most important section of the 200 miles of navigation is the Rainy river, flowing through what is rapidly becoming a thickly-populated and prosperous valley for some eighty odd miles, with towns rapidly building up at close intervals on its banks, dependent almost wholly on the river route for their mercantile and manufacturing interests. That the fine class of steamboats plying on this water is already, in certain portions of the summer, hampered by low water on the rapids and shoals of the river, and the proprietors of the regular steamboat lines have been earnestly petitioning for such improvement being made on the river as would remove such disability, a disability that compels the withdrawal for considerable intervals during each summer of some of the large and deeper draught steamboats. That in view of the fact that navigation is already suffering for lack of adequate water in portions of Rainy river and in portions of Rainy lake, your memorialists are surprised and alarmed to learn that active steps are being taken by a corporation named the Minnesota Canal and Power Company, Duluth, Minnesota, to obtain the authorization of the Federal government of the United States, through the Com-* missioner of the General Land Office at Washington, to construct a dam or dams and canal to divert all the waters of the Birch lake and White Iron lake watershed herein- before referred to, into the Embarrass river, and by it into Lake Superior, thus divert- ing from and robbing this long-established international waterway of Rainy lake and river of the large proportion mentioned of its tributary waters. That if permission is given by the Federal government of the United States to the project of the said Minnesota Canal and Power Company, a disastrous injustice will be done to Canada, and American established navigation companies that are using the water highway of Rainy lake and river, and to the manufacturing towns along the river, both on the Canadian and United States sides. And a most dangerous precedent will be established, the consequences of which can hardly be estimated if any attempt to interfere with or divert from their natural flow be permitted of any portion of the waters of the great watershed lying between the Lake Superior slope and the northern slope. INTERNATIONAL WATERWAYS COMMISSION 133 SESSIONAL PAPER No. 19 Your memorialists would, therefore, most earnestly pray that the government of Canada should, in the interest of this important international navigation route, at once communicate with the Federal government of the United States and take prompt and active measures to avert the disastrous consequences of permission being un- wittingly given by the General Lands Office at Washington to any scheme to interfere with or divert any portion of the waters tributary to the international waterways afore- said. (Sgd.) W.J.KEATING, (Sgd.) F.H.WARNER, Mayor of Fort Frances. Clerk of Fort Frances. Fort Frances, Ontario, March 17, 1904. APPENDIX was made to the Secretary of War of the United States, by Mr. Smith L. Dawley, of Ogdensburg, for permission to construct dykes, retaining wall and such other structures as may be necessary for the development of a water power in connection with navigable approaches to a sum- mer resort, on the United States side of the Long Sault rapids in the St. Lawrence river. INTERNATIONAL WATERWAYS COMMISSION 147 SESSIONAL PAPER No. 19 The commission have been unable to obtain from the promoters the information necessary to enable them to form an opinion upon the effect which the granting of this charter would have upon navigation interests, and in the meantime action has been deferred. THE QUESTION OF A TUNNEL AND INLET PIER FOR THE BUFFALO WATERWORKS. At a meeting of the commission, held on June 26, 1906, at Buffalo, N.Y., Col. F. G. "Ward, Commissioner of Public "Works, of the city of Buffalo, appeared before the commission and stated that the proposed location of the inlet pier for the new water- works tunnel for the city was in Canadian waters. He further stated that he had requested the American authorities to make application to the Canadian government to be authorized to erect the inlet pier in this location, copy of said application to the Governor General in Council and to the Minister of Public Works appended, marked ' E ' and ' F ' respectively. Part of the proposed works being in Canadian waters, the matter was reported upon byj Col. H. M. Adams, Corps of Engineers, United States Army, copy of said report appended, marked ' G.' Application was also made by the city of Buffalo, to Honourable Wm. H. Taft, Secretary of War, copy of said application appended, marked ' H.' The commission having satisfied themselves that the proposed undertaking would not interfere with navigation, passed the following resolution : — Besolved, That in the opinion of the International Waterways Commission, the tunnel and inlet pier, proposed to be constructed in Lake Erie, by the city of Buffalo for the purpose of furnishing a pure water supply to the city, can be built without in- jury to navigation or other public interests, and it is recommended that permits for the construction of these works be granted with the proviso that the inlet pier be kept properly lighted at night at the expense of the city. (Signed) GEO. C. GIBBONS, Chairman, Canadian Section. (Signed) 0. H. ERNST, Chairman, American Section. Attest : Thomas Cote, Sec. Canadian Section. The Canadian government endorsed the above resolution by a minute of the Privy Council, dated July 20, 1906, copy of which is appended, marked ' I.' NAVIGATION AND POWER DEVELOPMENT ON THE RICHELIEU RIVER. An application (copy appended, marked ' J '), which was made by the Interna- tional Development Company for permission to construct regulating works in Riche- lieu river in connection with a combined navigation and power project, was referred by the Secretary of War of the United States to the commission, by which it was con- sidered at their meeting at Buffalo, November 13th and 15th. The joint commission made a full report upon this subject, which has been sub- mitted to both governments, from which the following is an extract : — ' As Lake Champlain is wholly within the territory of the United States, and the proposed works are wholly within Canadian territory, the international questions raised are of some moment. It is, in our opinion, not desirable that either nation should obstruct the natural flow of streams crossing the international boundary to the 19— Vol. ii— 10J 148 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 injury of public or private rights in the other. It is manifest, therefore, that the ap- plicants should furnish conclusive evidence that private rights in the States of New York and Vermont, adjoining Lake Champlain, will not be injuriously affected by the alteration of the lake level as proposed, and that as the Secretary of War of the United States has control of the interests of navigation on Lake Champlain, the said work should not be undertaken without his permission, and should be operated under such regulations as he may direct, with a view to the maintenance of the level of the said lake, as the interests of navigation thereon require. It would be possible to plan works adapted to the conditions, and in our opinion such works should be permitted, pro- vided they do not interfere with private interests in the United States, and meet with the approval of the Secretary of War, as suggested. We respctfully submit that in any treaty to be had between the two nations in relation to the use of international waters, the principles above suggested should have consideration. We would further suggest that the applicant's Canadian Act of incorporation should be amended so as to provide that the maintenance of the works sought to be erected shall be conditional at all times upon compliance with all regulations imposed by the Secretary of War of the United States of America, from time to time, for the preservation of the levels of Lake Champlain. THE IRRIGATION QUESTION. The question of the use of the waters of St. Mary's and Milk rivers, in the state of Montana, and the province of Alberta, was brought before the commission, but no action could be taken in the matter, since the American section did not consider that it lay within their powers to deal with the questions. It may be of interest, however, to give here a brief statement of the salient points of the question. St. Mary's and Milk rivers both rise in Montana, a few miles south of the boundary line (49th parallel), the former in the Rocky mountains, the latter, far- ther east, from the eastern slopes of the foot-hills. Both rivers flow north into Canada, but Milk river, after a course of over one hundred miles, recrosses the boundary line and finally falls into the Missouri river. On both sides of the boundary line, in the region which may be reached by irriga- tion canals, from these rivers, is a large tract of semi-arid country, of little use in its natural condition, but capable of vast development when a regular supply of water is assured. It is probable that the whole water supply of the two rivers might be put to beneficial use on either side of the boundary line. Of the two rivers, the St. Mary's is the more valuable for irrigation purposes, since it is the larger river in average flow, and also has a more constant supply, from the melting of snow at its mountain sources, during the hot months. In the early days of irrigation in the Western States, the waters of streams were treated by riparian proprietors as property appertaining to their lands, which they could divert at will, without reference to the rights of other riparian owners. As the water used in irrigation is in great part, if not altogether, absorbed by growing vegeta- tion, or dispersed by evaporation, little is returned to the river below, and the common law rights of the lower proprietors, to the natural flow through their lands, were impaired. This was of little consequence when irrigating works were limited to the supply of a few cultivated acres, but when the advantages of irrigation came to be more fully recognized, and developments became more extensive, conflicts of interests multiplied, and the necessity of regulation of diversions by law became evident. Laws for this purpose have been adopted by the several states in which irrigation is employed. These laws vary in different states, and it is not the intention here to dis- cuss the details of the differences between different laws. The general principle behind them all is, however, the rights of the first diverter of water to his beneficial use ; asser- tion of intention to divert is required by record in the registry office, by notice posted INTERNATIONAL WATERWAYS COMMISSION 149 SESSIONAL PAPER No. 19 at the place of intended diversion, by newspaper advertisement, or the like. Difficulties arise, when there is no authority to apportion the water, from excessive appropriation by one owner to the detriment of the rest, and from the fact that records made against the same stream in different districts are not easily accessible ; the intending irrigator has difficulty in ascertaining either what appropriations have been made which will lessen the flow to him, or those which have been made below him, and which he should respect. It was the good fortune of Canada to be able to deal with these questions before they became complicated by vested private interests. In 1894 an Act of Parliament was passed by which the right of use of waters available for irrigation was vested in the Crown, and provision was made for apportionment of the waters, under regulations to be made by the Minister of the Interior. Surveys were made by the Dominion gov- ernment to ascertain the most favourable locations for irrigation works, in order that the water might be used to the best advantage. Several irrigation projects have been developed under this policy, of which the Alberta Railway and Irrigation Company, whose canals connect with both the St. Mary's and the Milk river, is particularly con- cerned in the present question. In 1901 an Act of Congress was passed having similar objects. Under this Act, a fund constituted by the sales of public lands in the west is to be used for the construc- tion of irrigation works, where the same will be profitable. The administration of the fund is in the hands of the Reclamation Branch of the United States Geological Survey. While the two laws are alike in establishing federal control of the use of water, they differ in that, under the American law the construction is carried on by public money, the cost being chargeable against the lands benefited. Under the Canadian Act construction is carried on by individuals or companies, but strictly under control of the government which controls the general plan of the works and prescribes the amount of water which may be diverted at a given place, the quantity which may be used for watering a given acreage, and the price which may be charged to the settler for it. The company is compensated for its work by an allowance on the price of the land sold. The Alberta Railway and Irrigation Company, organized in 1898, has an extensive canal system supplied from St. Mary's river. They have also a canal by which water may be taken from Milk river, but this has not yet been put in operation. One of the projects of the United States Reclamation Service is the diversion of water from St. Mary's river to irrigate land chiefly situated in the lower Milk river region. The canal for this purpose may either discharge into Milk river, whose natural channel would be utilized to carry the water through Canada to where it is to be used, or by a more southern route. Fears have been expressed that this diversion may prejudicially affect the present settlements on the Alberta Railway and Irrigation Company's lands in Canada, or the future development, which may, in the natural course of things, be expected in that region, and the matter has been the subject from time to time of diplomatic exchanges between Ottawa and Washington, but no basis of agreement has yet been reached. The Secretary of War, in his report for the past year, referring to the question of jurisdiction, says: ' Under the law of Congress creating the commission, its jurisdiction is limited to the waters whose natural outlet is by the River St. Lawrence to the Atlantic ocean. The Canadian government has, from the beginning, desired that the commission should consider all questions which may arise concerning the international waters from the Atlantic to the Pacific. To enable the American members to do this, further legislation by Congress is necessary. It would seem proper to comply with the wishes of the Can- adian government in this respect.' If the jurisdiction of this commission is extended as suggested, the matter can be taken up and no doubt some equitable plan of division of these waters can be suggested under the direction of the joint commission. 150 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 THE LAKE ERIE BOUNDARY QUESTION. On August 21, last, Captain Dunn, of the Canadian Fisheries cruiser Vigilant seized, as being in Canadian waters, certain nets, the property of the Keystone Fish Company, of Erie, Pa., which had been set in Lake Erie to the north-northwest of Erie. Copy of the departmental instructions under which Captain Dunn made the seizure is appended, marked ' K.' It was claimed by the Keystone Fish Company that the nets were in American waters, and protest was made to the United States government against the action of Captain Dunn. The condition seems to be complicated by differences in the charts as regards the position of the boundary line. The question was referred to the International Waterways Commission to ascer- tain whether the American and Canadian charts of the locality agree as to the distance which should be logged from the gas buoys at Erie to the boundary line. The cor- respondence relating to the complaint of the Keystone Fish Company and the reference to the commission will be found appended, marked ' L.' The subject is about to be dealt with in a special report of this commission which will be submitted in due course. THE QUESTION OF CONTROLLING WORKS AT THE OUTLET OF LAKE ERIE. This question, which was especially referred to the commission by the Act of Congress of 1902, will be taken up by the commission at an early date. THE DEATH OF MR. GEORGE Y. WISNER. Early in July, the commission lost one of its mcst distinguished members in the person of Mr. George Y. Wisner, hydraulic engineer of the city of Detroit, Mich. At a meeting held in Toronto on July 24, the appointment of Mr. E. E. Haskell, of Detroit, by the United States government was announced and the new commissioner presented. At that meeting it was moved by Mr. Gibbons, chairman of the Canadian section, seconded by Mr. Clinton and Resolved, That the members of the International "Waterways Commission have heard with profound regret of the decease of their colleague, George Y. Wisner, Esq., on July 3, at Detroit, Michigan. In the death of this eminent engineer the commis- sion has lost an able adviser and valued associate. Upon the great experience and acquirements of Mr. Wisner the commission always felt it could rely ; his fair-minded- ness it has never doubted, and his devotion to his duties has ever assured the full and able performance of his duties as a commissioner. To his widow and family we extend our most sincere sympathy. That this resolution be inscribed on the minutes and a copy be forwarded to Mrs. Wisner. CONCLUSIONS. It will be seen that the joint commission have made recommendations leading up to the formation of a treaty of the most important character, and one which will establish for the first time general principles governing the use and diversion of inter- national and boundary waters. 1. The report with regard to the Minnesota diversion establishes the principle that there should be no permanent diversion of navigable streams which cross the inter- national boundary or which form a part thereof, except upon adjustment of the rights of all parties concerned by a permanent commission and with its consent, save : (a) Use for necessary domestic and sanitary purposes. (6) Service of locks used for navigation purposes. (c) The right to navigate. INTERNATIONAL WATERWAYS COMMISSION 151 SESSIONAL PAPER No. 19 2. The report on the Richelieu river application establishes the principle that neither country should allow any obstruction in the waters of streams which cross the international boundary which would interfere with the natural course of such waters to the injury of public or private rights in the other country. 3. Where temporary diversions of the surplus water can be permitted as at Sault Ste. Marie, such diversion should be permitted in like quantity to each country, under the supervision of a'joint commission. 4. The position at Niagara falls has been dealt with having regard to the excep- tional circumstances there existing and taking into consideration the large permanent diversion by way of the Chicago drainage canal. 5. Other important reports will be submitted in the near future, all leading up to the permanent settlement of questions, which unadjusted would be fruitful sources of irritation. Your commission desire again, as in their former report, to acknowledge the fair spirit in which all the members of the American commission deal with international questions. Respectfully submitted, GEO. C. GIBBONS, Chairman, Canadian Section. W. E. KING, Member, Canadian Section. LOUIS COSTE, Member, Canadian Section. THOMAS COTE, Secretary, Canadian Section. APPENDIX 'A.' Extract from a report of the Committee of the Privy Council, approved by the Gov- ernor General on July 12, 1906. On a report, dated June 29, 1906, from the Minister of Public Works, submitting that by the Act 51 Victoria, chapter 93 (1888), 'the Canada and Michigan Tunnel Com- pany was incorporated, having powers thereby conferred for the building of a tunnel under the Detroit river for railway purposes, from some point at or near the town of Windsor or the town of Sandwich, towards the city of Detroit, and by the 35th section of this Act it was provided as follows : — ' 35. The company shall not commence the said tunnel or any work thereto apper- taining until it has submitted to the Governor in Council plans of such tunnel and of all the intended works thereunto appertaining, nor until such plans and the site of such tunnel have been approved by the Governor in Council, and such conditions as he thinks fit for the public good to impose; nor shall any such plan be altered, or any deviation therefrom allowed, except by the permission of the Governor in Council, and upon such conditions as he imposes.' That by the Act 58-59 Victoria, chapter 71 (1895), the name of the company was changed to the ' Canada and Michigan Bridge and Tunnel Company,' and the under- taking of the company was declared to be a work for the general advantage of Canada. That by the Act 4-5 Edward VII., chapter 69 (1905), the construction of the tunnel or tunnels authorized by the Acts relating to the company were to be com- menced within three years and completed within ten years from the passing of the Act. 152 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII,, A. 1907 That the company, pursuant to the powers contained in said firstly mentioned Act, amalgamated with the Michigan and Canada Bridge Tunnel Company, and formed a new corporation under the name of the 'Detroit River Tunnel Company,' and the agreement of amalgamation was duly filed in the office of the Secretary of State of Canada, on August 23, 1905, notice of the amalgamation, the location of the office in Canada, and the name of the corporation was duly published in the Canada Gazette. The Minister states that on May 3, 1906, the Detroit River Tunnel Company has submitted for approval plans of the tunnel as proposed and of the site thereof, the said tunnel starting from a point in the city of Windsor towards the city of Detroit. That similar plans for the construction of the said tunnel have been approved of by the Secretary of War for the United States, so far as the said tunnel is within the jurisdiction of the United States (copy of instrument dated April 9, 1906, is submitted, giving permission for the construction and maintenance of said tunnel). That the Chief Engineer of the Department of Public Works has reported to the effect that the work is well located, that the site is acceptable, and that the general design for the construction is satisfactory. The Minister, in view of the foregoing, recommends that authority be given for the approval of the plans of tunnel and of site above-mentioned, subject to the follow- ing conditions: — That all operations shall be under the supervision and so far as concerns the in- terests of navigation in the waters of the Dominion of Canada, under the control of an officer to be appointed by the Department of Public Works, who is hereinafter referred to as the engineer in charge, the tunnel company shall furnish such assistance and appliances as said engineer in charge shall require in supervising and inspecting the work. That said tunnel company may, in the prosecution of this work, use a pile platform of the general character described in its application, or, at its option, a floating plat- form of type to be approved by the said engineer in charge. Whatever the character of platform used, its length, including all floating plant used in connection with it, shall at no time exceed six hundred (600) feet, measured transversely to the axis of the stream, and its width measure parallel to this axis shall not be more than three hundred (300) feet. That due notification, in writing, shall be given said engineer in charge of tbe beginning of dredging operations in the navigable waters of the Dominion of Canada, and that thereafter these dredging operations and the subsequent operations of tunnel extension and completion shall be pushed continuously, except when the river is ob- structed by ice, and that the rate of not less than two thousand (2,000) cubic yards per day for the dredging, and ten (10) feet per day of completed tunnel, the rate for the tunnel work to be figured from the time of completion of the first section, six hundred (600) feet in length, of the erecting platform, floating or otherwise. That for the purpose of controlling and safeguarding navigation in the vicinity of the site of the proposed tunnel, said tunnel company shall at its own expense, furnish a fully equipped tug of suitable size and power to be constantly on duty at the site of the work, and so far as the above purpose is concerned, either under the exclusive control and direction of the engineer in charge to be appointed by the Department of Public Works of Canada, or under the joint control of this engineer and the district engineer to be appointed by the government of the United States. Said tunnel company shall also maintain such lights as such engineer in charge shall require for properly marking every obstruction to navigation that may be introduced in connection with the working in progress. That the engineer in charge appointed by the Department of Public Works of Canada will be given free access to each and every part of the work during its construc- tion, whether such part or portion of the work be in the United States or Canadian waters. INTERNATIONAL WATERWATS COMMISSION 153 SESSIONAL PAPER No. 19 That consent be given to the taking possession by the company of so much of the public beach or lands covered with water or other property indicated on the said plans, as belongs to the Crown, and as may be necessary for the purpose of constructing and completing the said tunnel and for the convenient use of the same. The committee submit the same for approval. (Sgd.) JOHN J. McGEE, .Clerk of the Privy Council. APPENDIX 0.000 Cubic feet, per second. 000,000 6,217 2,000 200 583 1.000 10,000 The volume for the main stream of the Chicago river as above stated is obtained by deducting the remaining quantities from the total. INTERNATIONAL WATERWAYS COMMISSION 217 SESSIONAL PAPER No. 19 REQUIREMENTS FOR THE REVERSAL OF FLOW IN THE CHICAGO RIVER. The satisfactory disposal of the sewage of Chicago by means of the new drainage canal requires that, at and after heavy rainfalls, the storm water and sewage from the watershed of the Chicago river shall not flow into Lake Michigan, and therefore it is necessary to secure a practical reversal of the original flow in the Chicago river. The drainage area of the Chicago river is about 270 square miles. Flood flows in the river have reached a maximum of about 10,000 cubic feet per second, or 600,000 cubic feet per minute, and this fact was also an important element in fixing the mini- mum size of the present drainage canal. As to the efficiency of arrangements for the reversal of flow, our inquiries lead us to believe that this has been accomplished in a satisfactory way. Up to the present time, and owing to the insufficient waterway of some parts of the Chicago river, the volume of Lake Michigan water going through the river has not approached the volume above stated. But there have been times when a continuous flow of the Chicago river has been towards Lake Michigan for perhaps two or three hours. This time is neces- sary, to properly regulate the water level at the controlling works near Lockport. POPULATION OF CHICAGO NOW SEWERING INTO THE DRAINAGE CANAL. We find that the present population of Chicago is, in round numbers, 2,000,000 poeple, of which between 100,000 and 200,000 reside south of Eighty-seventh street, tributary to the Calumet district, but within the city limits. Of the remaining popu- lation about 300,000 reside in the southern lake front district. This area is tributary to the Thirty-ninth street pumping station, which, since about January 1, 1906, ha9 brought about the diversion of the sewage from the lake into the south fork of the south branch of the Chicago river. There is still an area in the northwestern part of the city north of Lincoln Park, spoken of as the Northern Lake Front district, which drains directly into the lake. Its population may be very roughly estimated at 70,000. There is a considerable area south of Seventy-third street and west of Halsted street, and also a portion of the northwestern part of the city which are of a semi- suburban character. Some portions have been provided with sewers and receive the overflow from cesspools. So far as we are able to ascertain from local officials and without making a per- sonal canvass as to details, it appears that there are now, in round numbers, about 1,500,000 people sewering into the drainage canal. In addition to the sewage there enters it a considerable quantity of trade wastes, notably about 2,000,000 gallons from the stock-yard district, and from quite a number of other industrial establishments, such as tanneries, wool-pulling establishments, &c, as stated by the sanitary inspector in the last report of the health department. It is our understanding that the present sewage disposal project for Chicago is not intended to provide for the disposal of trade wastes now discharged into the sewers. While comparatively little has been done as yet to remove them from the sewers, we have been informed that it is proposed to take up this matter actively. INFLUENCE OF SEWAGE ON CHICAGO WATER SUPPLY. The city of Chicago receives its water supply from Lake Michigan through a series of tunnels of various lengths, ranging from about 1 to 5 miles from shore. Most of them extend from the shore about 2 miles. The total pumping capacity for this supply is stated to be 529,000,000 gallons in twenty-four hours. In 1905 the average daily pumpage was recorded as 399,000,000 gallons. Since the removal of the sewage through the drainage canal was systematically begun in January, 1900, the appearance of the water of the Chicago river has shown marked improvement. 218 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 The effect of the drainage canal upon the hygienic quality of the public water supply may be studied in connection with the typhoid fever death rates at Chicago, which are recorded in the next table, together with corresponding death rates for a number of other American cities. It is not to be assumed that typhoid fever is entire- ly due to the pollution of the public water supply at Chicago or elsewhere, as it is well known that there are other means of transmitting this disease. But its relation, to the public water supply is so intimate that it gives, perhaps, the best general idea of the sanitary quality of the water, and therefore it frequently has been used as a rough means of such measurement. There are other factors beside the drainage canal to be considered carefully in connection with the typhoid fever statistics at Chicago, and some of which should be mentioned here. Prior to 1900 there was a substantial improvement in the public water supply, partly due to the extension of some of the intake cribs and tunnels far- ther into the lake and partly to the reversal of the flow of a number of 'the sewers from the lake into the river, such as those at Twelfth and Twenty-second streets, in 1898. These are important factors in explaining the absence in the late nineties of such ex- cessive typhoid death rates as were noted at the beginning of that decade. Since the opening of the drainage canal typhoid fever at Chicago has been rather unusually prevalent at times. This was especially true in 1902-3, when, it is under- stood, portions of the supply became contaminated after leaving the intake crib. These accidental pollutions have since been corrected. The report of the city chemist of Chicago, as given in the last annual report of the department of health, shows that on an average in 1905, the city water supply was considered by him to be safe about 85 per cent of the time. While there has been a marked improvement in recent years in the quality of the Chicago water supply, due to the progressive elimination of sewage from the lake, there is still room for more improvement. These improvements refer to the pollution along the lake front north of Lincoln Park, which is being corrected, and to the ' Calumet area ' south of Eighty-seventh street, which is now under consideration. Comparisons of the Annual Number of Recorded Deaths from Typhoid Fever per 100,000 population at Chicago and other American Cities, 1890-1905. Year. Chi- cago. Mil- wan kee. De- troit. Cleve- land. Buf- falo. To- ronto. Bos- ton. New York. Philia del- phia. Balti- more. Wash- ington 1890 1891 83 160 103 42 31 32 53 29 38 26 20 29 44 31 19 16 33 33 31 37 26 25 18 11 17 17 21 21 16 17 13 20 18 13 64 29 27 24 23 15 18 13 18 20 17 17 16 12 69 50 59 52 29 35 43 23 34 32 54 36 33 114 48 15 44 56 38 37 62 28 22 19 29 26 27 27 33 35 91 23 80 90 40 40 20 30 24 18 16 19 19 16 13 15 22 43 33 25 26 23 32 32 33 34 30 25 25 35 20 18 20 21 22 14 20 17 17 16 16 20 16 21 20 21 18 17 16 64 64 40 40 32 40 34 33 51 75 35 33 44 70 48 57 34 42 47 49 28 37 37 38 30 37 27 42 36 36 36 89 86 1892 72 1893 72 1894 72 1896 69 51 1897 42 1898 64 1899 . 82 1900 77 1901 67 1902 79 1903. . 48 43 1905 45 LATEST CONCLUSIONS AS TO THE REQUIRED DEGREE OF DILUTION FOR THE DISPOSAL OF SEWAGE WITHOUT NUISANCE. The disposal of sewage by dilution depends on the amount of oxygen in the dilut- ing water being sufficient to prevent putrefaction of the organic matter in the sewage as the latter undergoes bacterial decomposition. If the oxygen is deficient, bacterial decomposition produces what is called ' putrefaction,' with its various attendant bad INTERNATIONAL WATERWAYS COMMISSION 219 SESSIONAL PAPER No. 19 odors, such as noted for years in Chicago at ' Bubbly creek.' If there is a sufficient amount of oxygen dissolved in the water to combine with this organic matter, decom- position goes on without any foul odors and the organic matter is reduced to inert matter in an inoffensive way. This question is one of balancing the amount of oxygen in a given volume of water with the amount of decomposing organic matter in the sewage, which naturally must vary greatly. There are many observations of more or less accuracy available to give figures for this relation. The Massachusetts state board of health made a special inquiry into this subject for all local rivers in 1902, with conclusions, stated on page 452 of their annual report for that year, as follows : — 1 The results of the investigations show that where the quantity of water available for the dilution of the sewage in a stream exceeds about 6 cubic feet per second per 1,000 persons discharging sewage, objectionable conditions are unlikely to result from, the gross pollution of all the water of a stream in dry weather. Under favourable circumstances, such as in cases where the sewage is discharged at many outlets into a large body of water, objectionable conditions may not result where the dilution is somewhat less than 6 cubic feet per second per 1,000 persons ; but objectionable con- ditions have resulted in all of the cases thus far examined where the flow has been less than 3 "5 cubic feet per second per 1,000 persons discharging sewage into the stream.' These conclusions apply for the most part to comparatively small streams into which much manufacturing waste is discharged and upon which mill-ponds are sit- uated. There are times when the flow of water in the drainage canal appears to have been insufficient to eliminate objectionable odors entirely. How far this may be ex- plained by confusion on the part of the observers of the putrefective odors, emanating from the Illinois and Michigan canal with those of the new canal, and how far it may be due to temporary reductions in the rate of flow in the new canal and river to faci- litate construction work, and also to the effect of rainfalls and to old deposits in the south fork, we are unable to say. The new canal appears to serve at present about one-half the population ior which it was designed, and through it flows a volume of lake water which is variable, but iwhich averages not far from one-half of the ultimate quantity. It is our judgment that for large canals with the trade wastes eliminated a dilu- tion of 3£ cubic feet per second for each 1,000 population connected with the sewers also receiving storm water is as low a figure as it is now possible to state. Local con- ditions, especially temperature, which affects bacterial activities and the coefficient of absorption of oxygen by water, and still other matters, bear upon this question, the detailed discussion of which is not now necessary. We feel certain that a dilution of 2£ cubic feet per second would cause offence at times, and probably also a dilution of 3 cubic feet per second. FUTURE POPULATION ON AN AREA TRIBUTARY TO THE CHICAGO RIVER AND DRAINAGE CANAL WITH REFERANCE TO SEWAGE DISPOSAL. On the basis of the diversion of 10,000 cubic feet per second of Lake Michigan water, on the present assumption of 3J feet per second as being the volume to be pro- vided for each 1,000 population connected with the sewers, and on the assumption of eliminating objectionable trade wastes, the present method of disposal may serve until the population on the drainage area of the Chicago river reaches 3,000,000 people. On the further assumption that through the Chicago river and various conduits connected with its branches there will be a flow equal to 14,000 cubic feet per second, which is the capacity of the rock section of the drainage canal, the maximum popula- tion which might be taken care of in this way is about 4,200,000 people. 220 DEPARTMENT OF PUBLIC WOUKS 7 EDWARD VII., A. 1907 With a large portion of the 270 square miles draining into the Chicago river, but not yet built up, even on a suburban basis, it is evident that in future years there will be a much greater population than now exists. We have considered the rate of growth of Chicago from various viewpoints, nota- bly the density of its population, and have compared its growth with that of other metropolitan districts. There is, of course, no way of predicting accurately how rapid will be the growth of Chicago in future years; but it is a reasonable assumption that before many years it will become a city of some five or six millions of population. It seems reasonable to infer that the population residing upon the area tributary to the Chicago river and its branches will ultimately exceed both the 3,000000 and 4,200,000 estimates above mentioned. In other words, the present dilution method will certainly not alone for all time take care of the crude seyage of this area. There are several available methods for "the purification of sewage, depending upon the degree of purification desired, as will be noted beyond in connection with the Calumet area. It is not probable that the sewage of the old part of Chicago will ever be puri- fied by artificial means, as it would be proportionately much more difficult and ex- pensive to deliver the sewage to suitable sites for purification than to continue the present dilution method. It is different with the outlying districts tributary to the Chicago river. In the future, when these districts become built up so that the popu- lation exceeds the limits above stated, the installation of sewage purification works will necessarily follow. PROPOSED CALUMET CANAL. The more essential features of this proposed canal, as obtained from local officials, may be summarized as follows : — Location. — The canal would extend from a point on the Little Calumet river, near Blue island, through the Sag valley, and enter the drainage canal near Sag station. Territory tributary. — The total drainage area of the Calumet river is 825 square miles, of which 473 are in Indiana. Within the limits of the sanitary district of Chicago and south of Eighty-seventh street, the area is 94-5 square miles, with a population of about 100,000 in 1900. It is stated that the population has nearly doubled within the past six years, and it is expected to reach a million people or more within a fairly short period, as the conditions for a manufacturing district are very favour- able. Site. — The size of this canal, as proposed, is such as to give a flow of 4,000 cubic feet per second. Reversal of -flow. — The natural flow of the Calumet river exceeds 12,500 cubic feet per second. It is proposed, if suitable legislation can be secured, to construct a dam below Thorn creek, at the southern boundary of the sanitary district, and divert into Lake Michigan, through a channel to be built about Vl\ miles east of the state line, the flow of this stream, with a drainage area of about 587 square miles. The size of the proposed Calumet canal is too small to secure at all times a reversal of flow of the remaining portion of the area, which is about 240 square miles. It is proposed to put a controlling lock on the canal east of Blue island to prevent flood waters from this lower area entering the canal, at which times sewage entering the river on the lake side of the lock would go into the lake. The proposed canal ia insufficient to carry, in the future, al the storm flows of the Sag valley itself. These would, at least, in part, require diversion through present or other channels. Cost. — The estimated cost of this proposed canal is $12,000,000. Population to be served. — On the assumption already stated, this canal, by dilu- tion, would dispose of the sewage of about 1,200,000 people, not including objection- able trade wastes. This makes the cost of sewage disposal $10 per capita for the entire INTERNATIONAL WATERWAYS COMMISSION 221 SESSIONAL PAPER No. 19 future population, or about $60 for the present population. The sewage would for the most part reach the canal by gravity through the Calumet river, so that the cost of maintenance would be comparatively small. In passing, we may say that the Calumet area, both in Illinois and Indiana, is certain to develop rapidly, and its population will eventually far exceed the above RELATION OF SEWAGE DISPOSAL FOR THE CALUMET AREA TO THE WATER SUPPLY OF CHICAGO. » For the reasons above stated in connection with the reversal of flow, the sanitary effect upon Lake Michigan water at the Hyde park intake and vicinity of this pro- posed Calumet canal would not be nearly as effective as that of the main canal for the Chicago river territory and neighbouring intakes. This fact is important in connec- tion with the degree of sewage purification required by artificial purification works to give a sanitary effect equal to that of the proposed canal. There seems to be no doubt that at times the sewage entering the Calumet river under present conditions from this district pollutes the lake water from the Hyde park intake crib. It may pollute the water at other intakes, but our evidence is not con- clusive. In the future, when the Calumet area is built up, it is possible that intake cribs may be built nearer to the mouth of the Calumet river than is the Hyde park intake In view of the fact that the proposed Calumet canal can not keep all sewage out of Lake Michigan at times of heavy rainfall, it is important to note that the water supply of this section of Chicago will eventually have to be purified by modern filtra- tion works. This can be done at moderate cost, and it will be the cheapest and best solution of this problem to filter the water supply of this district and to purify the sewage to such a degree that the effluent will be fairly clear and non-putrescible, that is, free from disagreeable odours. With additional expense the sewage effluent (of the quality just stated) can be given a supplementary purification, making it practically free of bacteria by treating it with a germicide or by filtering it according to water purification practice. Under existing conditions we are firmly of the opinion that all the purification required of the sewage of the Calumet district is to make it fairly clear and non- putrescible. AVAILABLE METHODS OF SEWAGE DISPOSAL OTHER THAN THAT OF THE DILUTION METHOD PROPOSED FOR THE CALUMET AREA. The degree of purification of sewage by various forms of treatment differs natur- ally under different local conditions, but from general experience approximate results may be compared, substantially as follows : — Method. Fine screens (30-mesh or finer) Sedimentation Septic treatment . . . . ". Chemical precipitation Contact filters a Sprinkling filters a Intermittent sand niters a ... Percentage purification. Suspended Organic matter. matter. 15 10 15 65 30 65 65 30 65 85 50 85 85-90 05-70 80-85 85-90 65-70 90-95 95-99 90-98 98-99 oThe figures for the last three forms of treatment are on the assumption that the sew- age is given some form of preparatory treatment before it is applied to the filters, and that with the sprinkling filters the effluent is allowed to settle. 222 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 It is to be stated that none of the first four treatments above tabulated will by itself give a non-putrescible effluent. Therefore they can be used here only in connec- tion with some form of filtration. For large works, filters can be more economically operated if the sewage is first clarified in part, as stated in connection with the above summary. The most appro- priate method for this preparatory or preliminary treatment is considered by most sanitary engineers in this country and abroad to consist of septic tanks, which is the expression applied to sedimentation basins in which the deposited sludge is allowed to accumulate to undergo bacterial action. There are several forms of filters, the most widely known of which, in this coun- try, is the intermittent sand filter, sometimes mentioned as the so-called ' land treat- ment ' for sewage disposal. This method was considered in 1886-87 for the entire Chicago area and reported upon unfavourably on account of its being more expensive than the adopted method of dilution. Local experience. — We find that a feeling appears to prevail among some persons at Chicago against land treatment of sewage, due perhaps to the unsuccessful opera- tion of the sewage farm at Pullman, which is situated within this Calumet^ area. We are familiar with the facts and experiences at Pullman, and are clearly of the opinion that they are not necessarily a criterion for the Calumet area. This opin- ion is based partly upon the small size of particles of the soil at the Pullman farm, and partly upon the fact that the farm was devoted principally to agricultural rather than sewage purification purposes. Sand areas. — We have examined the tracts of lake sand which are found in Indiana and to a limited extent in the township of Thornton, 111. The latter areas are too limited in extent and too shallow to be considered for present purposes. The only areas of suitable porous sand for land treatment of the Calumet sewage are in Indiana. We have collected five samples of this sand for mechanical analysis, and have obtained the results as to size of sand grains. Representative results average sub- stantially as follows : — Millimeters. Effective size 0 15 Uniformity coefficient 1 -40 If we disregard the state boundary line, a large tract of sand of a suitable char- acter is available for the disposal of the sewage of this district. The best area lies between the Little Calumet and the Grand Calumet rivers, and extends east of Ham- mond for many miles. Within the past six or eight years great strides have been taken in the field of sewage purification in connection with works of wholly artificial construction. We refer particularly to filters of coarse, firm material, such as broken stone, slag or clinker, and usually spoken of as ' coarse-grained filters,' as distinguished from fine- grained sand filters. Coarse-grained filters are of two types, spoken of as ' contact filters ' and ' sprink- ling filters,' according to the method by which the sewage is applied to them. These, filters produce an effluent which will not putrify when they are operated at a rate far greater than that which is possible for sand filters. We shall describe briefly each of these types of sewage-purification methods and state their approximate cost of construction on suitable sites for. the Calumet area, based upon unit prices in accordance with experience elsewhere. An outline is first required, however, of the intercepting sewers, pumping stations, and rising mains necessary to collect and deliver the sewage to the filter sites, of which there are several available. Regardless of the particular kind of filter found most suitable for the Calumet area, there are a number of features common to all methods, and which may be stated as follows : — INTERNATIONAL WATERWAYS COMMISSION 223 SESSIONAL PAPER No. 19 Separate sewers. — With the adoption of sewage niters for this district we are clearly of the opinion that it would be advisable hereafter to build a separate system of sewers for domestic sewage only. Some, if not all, of the existing main sewers could be used for the removal of storm and surf ace water tonly, and new sewers parallel them for sewage removal ; or, some of the existing sewers could be utilized for sewage removal, requiring new structures for storm-water removal. Trade wastes should be excluded from all sewers. We have obviously not included in the cost of purifying the sewage any expense for the main swers or laterals to collect it and deliver it to the interceptors. Volume of sewage. — We have assumed tbat the sewage of this district will ap- proximate 130 gallons per capita daily on an average. With a population of 1,200,000 the total volume of sewage would therefore be about 156,000,000 gallons daily. We have also allowed for ground-water seepage up to 1,000 gallons per square mile per day. Interceptors. — For purposes of making approximate but liberal estimates of cost of purifying the sewage of this district, we have prepared sketches showing the inter- cepting sewers which will be required in order to collect the sewage of the district at four or more centrally located pumping stations. We have assumed that these inter- cepting sewers will be built of concrete, and when flowing full, have a capacity of 250 gallons per twenty-four hours for each person resident upon the area tributary to the interceptor. When full, these interceptors have been assumed to have a velocity of 2 -5 feet per second. We have also assumed, after excluding that portion of the Calu- met district reached by extreme high water in the lake, that on an average the popula- tion contributing to the four or more pumping stations would be about 20 to 25 persons per acre. On this basis the length and size of the necessary intercepting sewers have been obtained. Pumping stations. — For convenience we have located four main pumping stations near Riverdale, Harvey, South Hammond, and South Chicago. There will be re- quired, when the district is built up to the extent herein considered, a total pumping capacity of about 340,000,000 gallons daily, including necessary reserve capacity at each station. Septic tanks. — Regardless of the type of filter adopted, the sewage would be screen- ed at the pumping stations, and then flow through septic tanks having a capacity of eight hours' flow on an average. These tanks would be about 12 to 15 feet deep, built of concrete, and arranged in compartments, so as to facilitate septic action on the deposited sludge, but without such action taking place in the flowing sewage itself. Owing to the severe winter climate in this1 vicinity, it is our opinion that it would be wise to cover these tanks. Of the solid matters in suspension in the sewage about 65 per cent would deposit in the septic tanks, and of these deposited solid matters about one-half would be liquified and gasified by bacterial decomposition. The sludge, which would be removed at intervals of once a year or so from the tanks, is estimated to contain about 85 per cent water and to amount to about 2 cubic yards per 1,000,000 gallons. Bacterial action converts this sludge to a practically inert mass which can be pumped in thin layers on to adjoining land and allowed to dry. This is the form of preliminary treatment in use in some 40 places in this country, including Plainfield, N.J., Saratoga, N.Y., Mansfield, Ohio, Champaign, HI., &c. It is the perliminary step in the works under construction at Columbus, Ohio, after ela- borate tests of different methods were made for a period of nearly one year. It has also been adopted recently at Baltimore, Md., Reading, Pa., and Waterbury, Conn., and has been recently proposed for Paterson, N.J., in a somewhat modified form. This form of preliminary treatment has been and is now extensively used in Europe with satisfactory results where the tanks are built and operated to meet local conditions as to volume and strength of sewage. 224 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 The odors from large open septic tanks are seldom noticeable a few hundred feet away. Under good management, a septic effluent can be applied to sprinkling filters, so that no objectionable odors should be carried one-quarter of a mile. The cost of building and operating septic tanks would be substantially the same for all filler projects, and is considered under each as a common factor. INTERMITTENT SAND FILTERS. This well-known method consists of applying the partially clarified sewage coming from the septic tanks to areas of porous sand, below the surface of which at depths of from 3 to 5 feet are underdrains of open-jointed pipe to convey the purified sewage to the nearest water course. The sewage is applied only at intervals of once a day or so to a depth of perhaps 6 inches. Between applications the sand layer is allowed te drain so that its pores may fill with air. This aeration of the pores of the sand allows bacterial processes to convert the organic matter to a large extent to harmless mineral matter. The effluent is practically free of noticeable suspended matter and objectionable organisms and can be discharged directly into the nearest water course. This method is now in successful use in 40 to 50 places in this country where porous sand areas are available. It serves a total population of about 350,000 people. Well-known plants are to be found at Framingham, Brocton, Clinton, and Worcester, Mass. ; Pawtucket and Woonsocket, B.I. ; Meriden and New Britain, Conn. ; Saratoga, N.Y., &c From time to time it is necessary to rake, harrow, or plough the surface of inter- mittent sand filters and to remove the scum which slowly accumulates there. At in- tervals it is necessary to scrape off several inches of the upper portion of the sand layer when it is found that they are so clogged that harrowing and ploughing no longer pre- vents the surface from remaining covered with sewage. With crude sewage it appears from Massachusetts evidence, especially from the tests conducted for a period of nineteen years at the Lawrence Experiment Station, that it would be necessary to provide 1 acre of intermittent sand filters for each 500 persons connected with the sewers when the sewage is given a preliminary treat- ment in septic tanks and when the filters are operated under intelligent supervision the area may be reduced so as to provide 1 acre per 1,000 persons. The most suitable natural site for sand filters for the Calumet area is to be found in the State of Indiana, between the Little Calumet and the Grand Calumet rivers, east of the city of Hammond. It is possible to build artificial sand filters within the Calumet district, but the cost would be much greater than for any of the projects considered in this report. Based upon our knowledge of these filters elsewhere, and without considering inter-state complications, we estimate that the cost of installing and operating such a plant, with its various appurtenances, east of Hammond, and of a capacity of about 180,000,000 gallons daily to serve a population of 1,200,000 people, would be as follows : Estimated cost of constructing sand filter plant and appurtenances. Intercepting sewers, pumping stations, and appurtenances, including a daily capacity of 340,000,000 gallons, and rising mains $5,070,000 Septic tanks, 60,000,000 gallons capacity, covered, includ- ing sludge-disposal facilities 950,000 Intermittent sand filters. 1,200 acres, with distributors, drains, office, laboratory, &c 3,600,000 9,620,000 Contingencies and supervision, 15 per cent 1,443,000 Total 11,063,000 INTERNATIONAL WATERWAYS COMMISSION 225 SESSIONAL PAPER No. 19 Annual Cost of Operation. Pumping, fuel, labour and repairs $300,000 Supervision, analytical and. clerical assistants, &c 25,000 Care of septic tanks, including sludge disposal 36,000 Care of sand filters 480,000 Supplies and miscellaneous 25,000 866,000 Capitalizing the operating expenses at 5 per cent per annum there is obtained $17,320,000, which, when added to the estimated construction cost, makes a total sum of $28,383,000 for the sand-filter project. CONTACT FILTERS. These filters consist of beds of broken stone, slag, or cinders, placed in uncovered basins to a depth of from 3 to 5 feet. The size of material ranges from about one- fourth to 1 inch. The filters are ordinarily operated upon the fill and draw plan, that is, the gate on the outlet pipe is closed until the Voids of the bed are filled with sewage from the septic tanks. After filling, the filters are allowed to stand full for an hour or so, then the sewage is allowed slowly to drain out, and this cycle of operation is repeated once or twice a day. When the filtering material is drained the voids fill with air, and it is during these periods of draining that bacterial processes accomplish the purification of the organic matter, which to a large degree is lodged upon the surfaces of the filtering material as the sewage is slowly withdrawn from the bed. The rates of filling and drawing the beds may be satisfactorily controlled by a number of automatic devices on the market and which are in successful use in a number of places. Contact filters are an English adaptation of studies made some fifteen years ago upon the gravel filters by the Massachusetts State board of health at the Lawrence Experiment Station. These studies were begun about thirteen years ago at London. As an outcome of these and numerous other investigations, contact filters have been adopted and are in successful use for dozens of English cities, the largest of which is 'Manchester, with a population of about 600,000. In this country, contact filters have been installed for a dozen or more smal cities and numerous institutions. Perhaps the best known plants are at Plainfield, N.J., Mansfield, Ohio, and Charlotte, N.C. They are especially applicable to projects where only a small amount of head is available and where pumping would be required for sprinkling filters. For large projects, and where pumping is not a factor, recent experiences with sprinkling filters show that as a rule they are more economical. Notwithstanding this, contact filters have served and will serve a useful purpose, in the field of sewage dis- posal in this country. There conveniences of operation makes them especially suit- able for small installations. Many contact-filter plants have their beds arranged in terraces so that the sewage may be passed successively through two or three filters. There are a number of ad- vantages of this arrangement, but it is not applicable to the Calumet district, owing to the level area of the available sites. One of the advantages of the double and triple contact filters is that they may be operated from below during winter weather and thus guard against reductions in the rate of filtration due to freezing. The most available and suitable local sites are : A tract west of Harvey and be- tween the Illinois Central and Rock Island railroads ; a tract west of Hammond and the local branch of the Fort Wayne railroad ; and a tract between Lakes Calumet and Wolf. 19— Vol. ii— 15 226 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 As to the rate of filtration, we have assumed that contact filters should be 5 feet in depth and that they would satisfactorily purify the effluent from septic tanks. at the rate of 600,000 gallons per acre per twenty-four hours. This means that 1 acre of contact filters should be provided for every 4,000 persons connected with the sewers. The effluent from contact filters operated under these conditions would be ordi- narily free from objectionable amounts of suspended matter, and the amount of organic matter would be so reduced that it would not putrify upon standing. On an average about 15 to 20 per cent of the bacteria in the crude sewage would be present in the effluent. It would not be improper to discharge such an effluent as it came from the filters, directly into the nearest water course. The amount of a tendance required for contact filters it not great, and is covered mainly by the necessary gatemen, analysts, and foremen. At intervals, all the material would have to be removed from the filters, washed and replaced. The approximate cost of building and operating a contact-filter plant with all needed appurtenances of a capacity of about 180,000,000 gallons daily to serve 1,200,000 people may be estimated as follows : — Estimated cost of constructing contact-filter plant and appurtenances. Intercepting sewers, pumping stations and appurtenances, including a daily capacity of 340,000,000 gallons, and rising mains $3,300,000 Septic tanks, 60,000,000 gallons' capacity, covered, includ- ing sludge, disposal facilities 950,000 Contact filters, 300 acres, with all piping, appurtenances, office, laboratory, &c 6,000,000 10,250,000 Contingencies and supervision, 15 per cent 1,537,500 Total $11,787,500 Annual Cost of Operations. Pumping, fuel, labour and repairs $200,000 Supervision, analytical and clerical assistants 30,000 Care of septic tanks, including sludge disposal 36,000* Care of contact filters 260,000 Supplies and miscellaneous 25,000 r,.otal 551,000 Capitalizing the operating expenses at 5 per cent per annum there is obtained $11,020,000, which when added to the estimated construction cost makes a total sum cf $22,807,500 for the contact-filter project. SPRINKLING FILTERS. Sprinkling filters differ from contact filters principally in the method of applica- tion of sewage, which in our northern climates is discharged upon them in the form of spray from a series of fixed sprinkling nozzles placed about 12 or 15 feet apart. The filters are usually deeper and of somewhat coarser material than contact filters. These filters also are an English adaptation of the Lawrence investigations made with gravel filters!, some fifteen years ago. The English studies began at Salford in 1892 and have Tesulted in the adoption of this form of filter for many of the principal cities in England, the Targest of which is the metropolitan district of Birmingham, u ith a population of over 900,000. Some of these filters have been in successful prac- INTERNATIONAL WATERWAYS COMMISSION 227 SESSIONAL PAPER No. 10 tical operation for more than eight yearsi On the Continent, this method is being adopted for portions of the suburbs of Paris and Berlin. In this country, this method has been studied with care at Lawrence, Mass. ; Columbus, Ohio; Boston, Mass., and Waterbury, Conn. Filters of this type are now under construction at Columbus, Ohio, and Beading, Pa. They have been recently adopted for Baltimore, Md. ; West Chester, Pa., Washington, Pa., and Waterbury, Conn. They have been recommended for use also at Paterson, N.J. The important element of aeration is secured in sprinkling filters, partly by apply- ing the liquid as a spray and partly through the use of coarse material with voids of a size so that there is a vertical circulation of air through the filtering material at all times. Suspended mineral and organic matters and some of the dissolved organic matters are retained upon the surface of the filtering material as the liquid passes in thin films over the surface of the particles. Bacterial activities reduce the organic matter to a material degree, and from time to time the remaining inert ma- terial cracks and peels and passes through the filter bed to the bottom. In order to be able to remove this accumulated matter, it is necessary to provide false bottoms for these filters. Filters of this type have been in successful use for more than eight years without cleaning, and it is believed that under favourable conditions cleaning is not required oftener than once in ten or fifteen years. The amount of suspended matter in the effluent of sprinkling filters due to this un- loading of stored material is sufficient to require passing the effluent through settling basins, holding about two hours' flow, before discharging into the nearest water course. The settled effluent, of satisfactory appearance and with its organic matter so reduced that it will not putrefy, usually contains less than 10 per cent of the bacteria in the crude sewage. There is a considerable range in size of broken stone and in depth of material as adopted in various large plants now built or building. Avoiding extremes, it may be stated that the depths average about 7 feet, and the size of material ranges from about 1 to 2i inches, mean diameter. We have assumed these figures for sprinkling filters for the Calumet area, to be built of broken stone at the sites already mentioned for contact filters, namely : west of Harvey, west of Hammond, and between Lakes Calumet and Wolf. We have carefully considered the climatic conditions at Chicago and compared them with temperatures where practical experiences with sprinkling filters have been obtained. There is no trouble from the freezing of the sprinkler nozzles through which sawage is applied under a head of 6 or 7 feet. During the zero weather some frozen sew- age accumulates on the surface of the filter and at such times it is necessary to have some reserve area. We have assumed that under these local conditions one acre of sprinkling filters should be provided for every 15,000 people connected with the sewers, making a rate ordinarily of about 2,250,000 gallons per acre per twenty-four hours. As was demonstrated at Columbus, such rates for several weeks at a time may be doubled and still obtain a satisfactory nonputrescible effluent. This rate, expressed in persons served per acre-foot of sprinkling filter material, is only about one-half of that pro- vided for at Columbus, Ohio, and one-third of that in several plants in England. The approximate cost of building and operating a sprinkling filter plant with all needed apportenances, of a capacity of 180,000,0000 gallons daily, to serve a population of 1,200,000 may be estimated as follows : — 19— Vol. ii— 15$ 228 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Estimated cost of constructing sprinkling filter plant and appurtenances. Intercepting sewers, pumping stations and appurtenances, including a daily capacity of 340,000,000 gallons, and rising mains $3,300,000 Septic tanks, 60,000,000 gallons' capacity, covered, includ- ing sludge-disposal facilities 950,000 Sprinkling filters, 80 acres, with all appurtenances, office, laboratory, &c 3,600,000 Settling basins, 15,000,000 gallons' capacity .. 200,000 8,050,000 Contingencies and supervision, 15 per cent 1,207,500 Total 9,257,500 Annual Cost of Operation. Pumping, fuel, labour and repairs $200,000 Supervision, analytical and clerical assistants 30,000 Care of septic and settling tanks, including sludge disposal 54,000 Care of sprinkling filters 110,000 Supplies and miscellaneous 25,000 Total $419,000 Capitalizing the operating expenses at 5 per cent per annum, there is obtained $8,380,000, which when added to the estimated construction cost makes a total sum of $17,637,500 for the sprinkling filter subject. CONCLUSION. In recapitulating the substance of the foregoing inquiry and referring specifically to your instructions, summarized at the outset, (we conclude as follows : — 1. The examination into the sanitary situation at Chicago, so far as it is affected by sewage disposal, revealed that since removing the sewage through the drainage canal the appearance of the water of the Chicago river has shown marked improvement. As regards the hygienic quality of the public water supply there has also been an im- provement, due to the progressive elimination of sewage from the lake, which elimina- tion should be completed within a few years. 2. The latest conclusions of sanitary engineers as to the amount of dilution which is required to make sewage inoffensive, are that a dilution of 3§ cubic feet per second for each 1,000 persons conected with the sewers, as provided for in the enactment of the Illinois legislature in 1889, is as low a figure as it is now possible to state. We believe that with the elimination of objectionable trade wastes and the occasional dredging of the river, this amount of dilution will be sufficient to prevent offensive- ness. 3. The extension of the dilution method to the outlying territory is not the only way to preserve the lives and health of the people of Chicago. The application of this method with flows of 10,000 and 14,000 cubic feet per second, respectively, for the area tributary to the present drainage canal will serve populations not exceeding 3,000,000' and 4,200,000, respectively. For greater populations, other methods of sewage disposal will be required. 4. For the Calumet area, as well as other districts, there are several methods for the disposal of sewage, as effective as the present method of dilution in preventing the pollution of the lake waters. INTERNATIONAL WATERWAYS COMMISSION 229 SESSIONAL PAPER No. 19 5. All of these methods involve intercepting sewers and pumping stations to collect and deliver the sewage at suitable sites. Septic tanks are used for partially clarifying the sewage, which may then be applied to any one of three methods of niters, viz., intermittent sand niters, contact niters and sprinkling niters. All of these filters, if well built and well managed, remove the suspended and organic matters so that the effluents are practically clear and are non-putrescible. The removal of bacteria by these three types of niters averages at least 98, 80, and 90 per cent, respectively. Such effluents may be discharged directly into any of the water courses of the Calumet region. 6. The approximate total costs, liberally estimated, without the preparation of detailed plans, for a population of 1,200,000, are as follows : — A. — Intermittent sand filters. Construction $11,063,000 Annual cost of operation, $866,000, capitalized at 5 p.c. 17,320,000 28,383,000 B. — Contact filters. Construction 11,787,500 Annual cost of operation, $551,000, capitalized at 5 p.c. . 11,020,000 22,807,500 C. — Sprinkling filters. Construction 9,257,500 Annual cost of operation, $419,000, capital at 5 per cent. . 8,380,000 17,637,500 The present population on the Calumet area of the sanitary district being less than 200,000 would naturally require but a portion of the cost of estimated works and of their operation to be expended at the outset. Of the available methods of disposing of the sewage of the Calumet area, othei than by dilution, the sprinkling filter method, being the cheapest, both in cost of con- struction and of operation, and accomplishing an adequate degree of purification, is clearly the most advantageous one. Very respectfully, RUDOLPH HERING, GEORGE W. FULLER. 230 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 REPORT OF THE INTERNATIONAL WATERWAYS COMMISSION ON THE LOCATION OF THE BOUNDARY LINE BETWEEN THE UNITED STATES AND CANADA THROUGH LAKE ERIE. Toronto, January 4, 1907. The Honourable the Secretary of War of the United States, and the Honourable the Minister of Public Works of the Dominion of Canada : This matter comes before the International Waterways Commission by indorse- ment of the Secretary of War, dated September 10, 1906, referring letters of the Act- ing-Secretary of State, dated September 5, 1906, and September 7, 1906, respectively. The subject matter referred is set forth in the letter of the Acting Secretary of State, dated September 5, which, after stating that the commander of the Canadian cruiser Vigilant had made a proposition to log and mark by buoys the exact international water boundary line on Lake Erie, thereby enabling fishermen to keep on their side of the line, and that difference of opinion exists between interested parties as to the exact location of the boundary line, asks that the matter be referred to this commission with the inquiry whether it is known that the American and Canadian charts of the locality agree as to the distance to be logged from the gas buoy at Erie to the boundary on the usual fishing ground. After most diligent research, the commission has been unable to discover any authoritative description, map, or chart, American or British, from which the location of the boundary line on Lake Erie can be determined and laid down on modern charts, satisfactorily, except, from a point southeast of Middle island to the mouth of Detroit river and from a point near the mouth of Niagara river, northerly. The sixth Article of the Treaty of Ghent, after stating that by the former treaty of peace, the boundary line from the point where the 45th degree of north latitude meets the St. Lawrence river, to Lake Superior, was declared to be ' along the middle of said river into Lake Ontario, through the middle of said lake, until it strikes the communication by water between that lake and Lake Erie, thence along the middle of said communication into Lake Erie, through the middle of said lake until it arrives at the water communication into the Lake Huron, thence through the middle of said lake to the water communication between that lake and Lake Superior,' and after stating that doubts have arisen as to 'what was the middle of said river, lakes and water communications, and whether certain islands lying in the same were within the dominion of His Britannic Majesty or the United States,' provides for a reference of the matter to two commissioners, who are instructed by the article to designate by a report or declaration under their hands and seals, the boundary through the said river, lakes and water communications, and to decide what islands belonged to each of the contracting parties, it being provided that the decision of the commissioners should be final and conclusive. The treaty referred to in this article is that concluded in the year 1783. By Article 11 of that treaty the boundary line of the St. Lawrence system is described as commencing at a point where the 45th degree of north latitude meets the St. Lawrence river, thence through the middle of that river and through the middle of Lake Ontario, the middle of the water communication between Lake Erie and Lake Ontario, the middle of Lake Erie, the middle of the water communica- tion between Lake Erie and Lake Huron, the middle of Lake Huron to the water com- munication between that lake and Lake Superior, thence through Lake Superior north- ward of the Ises Royal and Phelipeaux to the Long lake. From this it follows that the commissioners were appointed to determine the middle line of all waters between INTERNATIONAL WATERWAYS COMMISSION 231 SESSIONAL PAPER No. 19 the east end of Lake Superior and the junction of the 45th degree of north latitude with the middle line of the St. Lawrence river, in accordance with the true meaning of the Treaty of 1783. The commissioners were appointed, and by a report, dated June 18, 1882, they described the boundary line. The description is no more definite, so far as the Great Lakes are concerned, than was the treaty of 1783 (except in Lake Erie west of Middle Island), and a similar description to that in the Treaty is adopted in the report of the commissioners when describing the boundary line in those lakes. It is impossible from the report, to lay down with accuracy the boundary line in any of the waters covered by it. The commissioners appear to have ended their labours at the foot of Neebish rapids in St. Mary's river, not agreeing as to which channel the line should follow, going north from that point. However, they filed a map showing the line from a point near the head of Sugar Island through the river to a point opposite Gros Cap and Point Iroquois, the east end of Lake Superior. In their report they state that the boundary line as determined by them ' is more clearly indicated in a series of maps accompanying their report, exhibiting a correct survey and delineation of all the rivers, lakes, water communications and islands embraced by the sixth Article of the Treaty of Ghent, by a black line shaded on the British side with red and on the American side with blue, and each sheet of which series of maps is identified by a certificate subscribed by the commissioners and by the two principal surveyors em- ployed by them.' The commissioners, as stated in their report, prepared certain maps to accompany it, which it is understood were filed in London and in the office of the Secretary of State at Washington with quadruplicate reports. The records of the Secretary of State of Washington disclose maps, properly authenticated by the commissioners and the surveyors, showing the boundary line through the St. Lawrence river and as far as a point near and southwesterly from Duck Islands in Lake Ontario, through Nia- gara river to a point in the northeasterly end of Lake Erie about north of the mouth of Buffalo creek, in the city of Buffalo, from a point near, and southeasterly from Middle Island at the southwest end of Lake Erie to the mouth of the Detroit river, through the Detroit river, through Lake St. Clair and the St. Clair river to Lake Huron, and through Lake Huron to and into St. Marys river as far as the foot of Neebish rapids, also from a point about a mile above Sugar Island through the river to a point opposite Point Iroquois in Lake Superior. There are on file in the office of the Secretary of State of the United States unauthenticated maps showing what purports to be the boundary line through Lakes Ontario and Erie. This commission has not had an opportunity to consult the maps filed in London by the commissioners appointed under the treaty, but historical research indicates that there was no map of the boundary line in Lake Ontario from near Duck Islands to the mouth of the Nia- gara river, and no map of the boundary line in Lake Erie from about opposite the city of Buffalo to a point near and southeast of Middle Island, authenticated by the com- missioners appointed under the Treaty of Ghent ; and it is clear that the commission- ers did not agree upon the boundary line through Lake Superior, nor through the St. Marys river from the foot of Neebish rapids to a point near the head of Sugar Island. The maps of Lakes Huron, St. Clair and Superior are authenticated by the commis- sioners, but are so inaccurate that they are useless for the purpose of accurately de- termining the location of the boundary lines on them. By the Treaty of Washington, ratified in 1842, Article 11, the boundary line from the point where the commissioners under the Treaty of Ghent ceased their labours, viz., at the foot of Neebish rapids, through St. Marys river and Lake Superior to Pigeon river at the westerly end of that lake, was described. In this article, maps of St. Marys river and Lake Superior are referred to as made by the commissioners under the Treaty of Ghent, and as having traced on them part of the boundary line in St. Marys river and the boundary line in Lake Superior to a point north of Isle Koyale. These maps were made by the commissioners pursuant to Article VII. of the Treaty ox Ghent. 232 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Reference to the records in the office of the Secretary of State discloses maps of the boundary line described in the Treaty of Washington, certified by the commis- sioners appointed under the Treaty of Ghent and by Daniel Webster, Secretary of State of the United States, and Lord Ashburten, minister plenipotentiary of Her Majesty the Queen of the United Kingdom of Great Britain and Ireland, who nego- tiated and signed the treaty. These maps show the boundary line from the head of -Muddy lake (now known as ' Mud ' lake) through the St. Marys river to a point about a mile above the head of Sugar island, and from opposite Point Irroquois through Lake Superior to the Pigeon river. As the office of the Secretary of State of the United States is the only proper place, in the United States, for deposit of the report and map9 prepared by the commissioners appointed under the provisions of the Treaty of Ghent, the Com- mission concludes that there is no authoritative delineation of the boundary line through Lake Erie in existence unless a properly certified map was filed in London by the commissioners and is to be found there now. The commission would, how- ever, suggest that as tbe dimensions of the Great Lakes and the contour of their shores had not been ascertained with any accuracy at the time the commissioners appointed under the Treaty of Ghent acted, it is highly improbable that any map prepared by them would be sufficient for the purpose of laying down the boundary line upon modern charts. The map of Lake Erie, on file in the office of the Secretary of State is an illustration; it plainly discloses that the dimensions of that lake and the contour of its shores were not known at the time it was prepared, for the lake itself appears on the map to be about eighteen miles too long, and, in one place, to be about sixteen miles wider tlran it actually is, with an average excess width of about six and a half miles; that is, its dimensions are so distorted that the location of the boundary line delineated upon it canne4 be accurately ascertained and cannot be laid down upon modern charts without proceeding upon suppositions upon which it would be difficult or impossible to secure agreement by different engineers. The in- accuracy of this map is illustrated further hereafter. There are in existence two official maps of Lake Erie which show a boundary line. These are, a chart prepared by the British Admiralty and a chart prepared by the Hydrographic office, Bureau of Navigation, Department of the Navy of the United States. The boundary lines as laid down upon these1 maps vary greatly from each other and neither one is so far authoritative as to be binding upon the United States and the Dominion of Canada. The British Admiralty map is pro- jected, upon the polyconic system, the scale being 1 to 400,000 approximately, the Hydrographic chart being laid down on Mercator's projection. The difficulty in ascertaining the exact location of the boundary on Lake Erie, from a point opposite Buffalo to the point near Middle Island, arises from the lan- guage of the Treaties of 1783 and 1814, as well as the language adopted in their report by the commissioners appointed under the latter treaty. All these instruments define the boundary line as passing through ' the middle ' of the lake. The expression used is subject to various interpretations : It may mean : — (a) A line being at all points equally distant from each shore. (b) A line following the general lines of the shores and dividing the surface water area as nearly as practicable into two equal parts. (c) A line along the mid-channel dividing the navigable portion of the lake, and being at all points equally distant from the shoal water on each shore. It is to be observed that if the second interpretation above mentioned be adopted cis governing the location of the boundary line, a question will arise, probably capable of being adjusted by compromise, as to how far the location of the line, ' following the general lines of the shores ' would be affected by the projection known as Long Point. INTERNATIONAL WATERWAYS COMMISSION 233 SESSIONAL PAPER No. 19 It is also to be observed that it may be possible to establish a line which would not greatly differ from the lines which would result from the adoption of any of the above suggested interpretations and which would consist of the fewest possible num- ber of straight lines. The great advantage of such a boundary is manifest as enabling fishermen and navigators to locate ;t with accuracy. A line can be delineated upon modern charts, by agreement between the United States and Great Britain, so as to carry out the spirit of the Treaties of 1783 and 1814, accomplish a just division of the lake and present a practical boundary con- sisting of a few straight lines, the location of which at any point can be accurately ascertained when necessary, and which will not be confusing to fishermen or navi- gators. In the opinion of the commission such a boundary is the proper one, but no engineer can project it upon modern charts until it has been settled by a joint com- mission, inasmuch as it is possible to place several lines upon a modern chart, differ- ing very considerably from each other. Accurate charts of the Great Lakes, projected on the polyconic system upon a scale of 1 to 400,000, have been issued by the United States Lake Survey, and the commission, for the purpose of illustrating the difficulties in the way of ascertain- ing and delineating the boundary line on Lake Erie, has caused that line as laid down by the British Admiralty, together with the line as delineated by the Hydrographic Survey Office, to be drayn on the Lake Survey chart which accompanies this report and is marked ' A,' To illustrate the absolute unreliability and inaccuracy of the map of Lake Erie on file in the office of the Secretary of State of the United States, the commis- sion has prepared a copy thereof upon a reduced scale, which, by superposition upon the chart marked ' A,' will disclose the distortion of the lake's dimensions and the impossibility of reproducing upon the Lake Survey chart the boundary line as it ap- pears on that map. This reduced map accompanies our report and is marked^ ' B.' It is projected upon the same system and as nearly as possible upon the same scale as chart ' A.' Map ' B ' discloses that at the time it was made, the contour of the south shore of Lake Erie was pretty accurately known, but that knowledge of the north shore was very general, for, by placing map ' B ' on chart ' A,' the south shore-line can be made to very nearly correspond, but, this being done, the north shore-line appears greatly out of place. The southwest end of Lake Erie was sur- veyed by the commissioners appointed under the Treaty of Ghent and consequently approaches correctness, but the boundary line at that end of the lake as delineated on the filed map of the entire lake cannot be made to correspond with that on the certified map of the southwest end. The map of the entire lake is, in fact, utterly worthless and cannot be used for the purpose of locating the boundary on chart ' A.* Comparison of the Hydrographic and British Admiralty boundary lines, laid down upon their respective charts as transferred to the Lake Survey chart, shows very great discrepancies; they cross and recross each other, disclosing in some places con- flicting jurisdiction, and in other places what appears to be neutral territory, over which neither country would have jurisdiction. In one place, southeast of Long Point, the line on the Hydrographic chart is about eight miles farther north than on the British Admiralty chart, showing conflicting jurisdiction, while at another point, southwest of Long Point, there is quite a long space between the lines, the Hydro- graphic line being about two miles south of the British Admiralty line at the widest point, thus apparently leaving a very considerable area not within the jurisdiction of either country. If we superpose map ' B ' on chart ' A,' iwe find still further con- fusion, inasmuch as the shore line of Lake Erie as shown on map ' B ' cannot be made to correspond with the shore-line on chart ' A.' No engineer is capable of re- conciling these different lines upon any theory presented by the description in the Treaty of 1783, or by the Treaty of Ghent, or by the report of the commissioners appointed under the last named treaty, as those descriptions simply place the boun- dary line in ' the middle ' of the lake. Interpretations of these descriptions by en- gineers will vary in accordance with the theories which they may adopt. 234 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 All the authentic maps of the lakes and the water communications between them, and of the St. Lawrence, are subject to the general criticism, that while most of the rivers were surveyed, and an attempt was made to lay down the boundary line on them and on the lakes, the maps do not represent present conditions with sufficient accuracy to prevent serious disagreement between surveyors who might attempt to delineate the boundary line on modern and accurate charts, and the lines surveyed were not sufficiently marked. CONCLUSION. The commission therefore concludes : 1. That the international boundary line on Lake Erie cannot be ascertained with any accuracy from existing data. 2. That the American and Canadian charts of Lake Erie, namely, the Hydro- graphic and British Admiralty charts, do not agree as to the distance to be logged from the gas buoy at Erie to the boundary line on the usual, fishing ground. RECOMMENDATIONS. The ccommission would respectfully recommend : 1. That the entire boundary line from the point where the 45th parallel of north latitude meets the middle of the St. Lawrence river, through jthat -river, the Great Lakes and connecting waters, in accordance with the true intent and meaning of the Treaties of 1783, 1814 and 1842, be located to accord as nearly as possible with the lines fixed by the commissioners appointed under the Treaty of Ghent, and the Treaty of 1842, be delineated upon modern charts, and be so described by reference to fixed monuments, where necessary, that it can in the future be relocated at any given point by survey. 2. That the location, delineation on modern charts and monumenting of the boundary line, proceed under the direction of this commission or another inter- national commission to be appointed, and that when it is located, laid down on modern charts and monumented, that it be finally fixed and determined by treaty accordingly. 3. That this commission be authorized to locate, lay down upon a modern chart and monument the boundary line through Lake Erie. All of which is respectfully submitted. O. H. ERNST, GEO. C. GIBBONS, Brigadier-General, U.S. Army (retired), Chairman, Canadian Section. Chairman, American Section. GEO. CLINTON, W. F. KING, Member American Section. Member, Canadian Section. E. E. HASKELL, LOUIS COSTE, Member, American Section. Member, Canadian Section. Attest : Attest : W. E. WILSON, THOS. COTE, Secretary, American Section. Secretary, Canadian Section. INTERNATIONAL WATERWAYS COMMISSION 235 SESSIONAL PAPER No. 19 AMERICAN SECTION— SECOND PROGRESS REPORT— DECEMBER 1, 1906. International Waterways Commission, Office of Chairman American Section, Room 328, Mills Building Annex. Washington, D.C., November 27, 1906. Mr. Secretary : 1. The American members of the International Waterways Commission have the honour to submit the following progress report covering their work during the year ending December 1, 1906 :— ** organization. 2. The commission suffered a very serious loss in the death at Detroit, on July 3 last, of Mr. George Y. Wisner, one of its most valued members. At its meeting in Toronto, July 24, it passed the following resolution, viz. : — Resolved, That the members of the International Waterways Commission have heard with profound regret of the decease of their colleague, George Y. Wisner, Esq., on July 3, at Detroit, Mich. In the death of this eminent engineer the commission has lost an able adviser and a valued associate. Upon the great experience and ac- quirements of Mr. Wisner the commission always felt it could rely ; his f airmindedness it has never doubted, and his devotion to his duties has ever assured his full and able performance of his duties as a commissioner. To his widow and family we extend our most sincere sympathy. Mr. Wisner's place upon the i commission was filled by the appointment of Mr. Eugene E. Haskell, dean of the civil engineering department of Cornell University. The secretary of the American section, Mr. L. C. Sabin, resigned in August to accept the position of superintendent of the Sault Ste. Marie Canal. He was succeeded by Mr. W. E. Wilson. 3. A change- occurred also in the Canadian membership. Under date of November 18, 1905, Mr. J. P. Mabee was appointed judge of the Supreme Court of Judicature for Ontario, justice of the High Court of Justice of Ontario, and a member of the Chan- cery Division of the said High Court of Justice. He was succeeded as Chairman of the Canadian section of this commission by George C. Gibbons, Esq., of London, Ont. 4. The full commission has held eight, and the American section twelve, meetings during the year at Buffalo, Niagara Falls, Toronto, Chicago, and Washington, the sessions lasting from one to three days each. In the intervals between the meetings the collection and study of the data bearing upon the various questions before the commis- sion were continued. NIAGARA FALLS. 5. A joint resolution was passed by Congress, approved March 15, 1906, calling upon the American members ' to report to Congress at an early date what action is, in their judgment, necessary and desirable to prevent the further depletion of water flowing over Niagara Falls; and the said members are also directed to exert, in con- junction with the members of the said commission representing the Dominion of Canada, if practicable, all possible efforts for the preservation of said Niagara Falls in their natural condition.' The American members submitted a report dated March 19, 1906, which was forwarded by the Secretary of War, March 20, 1906, to the Pre- sident, who submitted it to Congress with his message of March 27, 1906. It was published as Senate document No. 242, Fifty-ninth Congress, first session. It was 236 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 subsequently concurred in substantially by tbe Canadian members, and the joint report ot the full commission dated May 3, 1906, was forwarded to Congress by the President with his message of May 7, 1906, and was published as Senate document No. 434, Fifty-ninth Congress, first session. 6. The report of March 19 was followed by an exhaustive investigation of the subject by the Eivers and Harbours Committee of the House of Eepresentatives, who, during several weeks, held public hearings at Washington, at which all persons intereseed were given an opportunity to be heard, and who sent a subcommittee to Niagara Falls, where a thorough inspection of the works was made, and where also there was a public hearing. The result was a confirmation of the report in all es- sential particulars. 7. An 'Act for the control and regulation of the waters of Niagara Eiver, for the preservation of Niagara Falls, and for other purposes,' approved June 29, 1906, was then passed by Congress. It authorizes the Secretary of War to grant permits for the diversion of water on the American side, and for the transmission of electrical power from Canada, under certain prescribed conditions and to certain prescribed limits. The total amounts authorized being considerably less than the amounts ap- plied for by the power companies, a more detailed investigation, which should em- brace particularly the commercial and financial side of the power-producing industry at Niagara Falls, became necessary to insure an equitable division of the amounts authorized. Capt. Charles W. Kutz, Corps of Engineers, U.S. Army, was detailed by the honorable Secretary of War to make the investigation. Four kinds of permits are authorized in the law. On August 15 he submitted a report upon permits for the transmission of electrical power to the United States from Canada, which was reviewed by us in our report dated September 29, 1906. On October 5 he submitted a report upon permits for the diversion of water on the American side, which was reviewed by us in our report of November 15, 1906. CHICAGO DRAINAGE CANAL. 8. Any discussion of the preservation of Niagara Falls would have been incom- plete without some reference to the Chicago Drainage Canal, which was designed to divert from the southern end of Lake Michigan 10,000 cubic feet per second of water naturally tributary to the falls. A discussion of the effect of such diversion upon water levels, and consequently upon the navigation interests of the Great Lakes and cf the St. Lawrence Valley, could find no proper place in the Niagara Falls report. In recommending the allowance of 10,000 cubic feet per second to the Chicago Drain- age Canal the commission ignored those important questions. It believed, in 60 doing, that it was accepting a general tacit agreement that some such amount was required to protect the health of Chicago, and that the city should have it without further question, whatever the effect upon navigation might be. It believed also that the amount was all that Chicago asked or desired. It turns out that in this latter respect it was mistaken. Plans are on foot at Chicago which calls for a much larger amount at present and for amounts in the future to which no limit is assigned. The commission has collected a large amount of information upon the subject and has held public hearings at Buffalo and Chicago, but its investigations are not entirely completed. It will at an early day submit a full report upon the subject. SAULT STE. MARIE. 9. On May 3 the commision submitted to the two governments a joint report upon the conditions existing at Sault Ste. Marie, in which were the following recom- mendations, viz. : — 1. That no permits shall be granted for the use of the watere of St. Marys Eiver, er for the erection of structures in, under, or over, or the occupation in any manner of, the said waters until plans have been submitted to the commission for its investi- INTERNATIONAL WATERWAYS COMMISSION 237 SESSIONAL PAPER No. 19 gation and recommendation, and the use of the waters under such permits shall not be allowed except upon compliance with the rules hereinafter recommended. 2. The commission further recommends that no grants, permits, or concessions should be made, which directly or by operation of law, may, in any manner, affect the right of the United States or Canada, to control the bed of the St. Marys River, below highiwater mark, and especially that none should be made which, legally or equitably, may be the means of adding to the expense of acquiring lands or rights for the purpose of making improvements in aid of navigation, or which may give an equitable right to compensation in case of the removal of structures in said river. 3. That steps be taken to increase the lockage facilities at the Sault Ste. Marie without unnecessary delay. 4. That the governments of the United States and Canada reserve all water necessary for navigation purposes, at present or in the future, and the surplus shall be divided equally between the two countries for power purposes. 5. As the commission regards the interests of the United States and Canada in the preservation of the lake levels, and in the improvement of the channels and the conservation of the water supply for purposes of navigation as identical and as incapable of efficient protection without joint and harmonious action on the part of the two governments, it recommends that the rules 'hereinafter set forth be adopted, and that a joint commission be created to supervise their enforcement, or that such powers be vested in the existing International Waterways Commission, subje:' to such restrictions and reservations as may be deemed advisable. The report was approved by the honourable Secretary of War and by him trans- mitted to the honourable Secretary of State with the following indorsement, dated May 14, 1906, viz.:— Respectfully referred to the Secretary of State with a request that after the report be read it be forwarded to tne President as a basis for negotiations looking to the adoption of a treaty carrying into effect the recommendations of the Interna- tional Waterways Commission, the report of which is approved so far as this depart- ment is concerned. Embodied in the report were a series of rules and regulations to govern the use of water at the Sault. As the enforcement of these rules involves the creation of a permanent international commission, they have not as yet been put in force. It is to be presumed that provision for a permanent commission will be arranged in a treaty. A full copy of the report is already published. MINNESOTA CANAL AND POWER COMPANY. 10. The Minnesota Canal and Pawer Company, a corporation organized under tb« laws of Minnesota, proposes to construct reservoirs in the Birch Lake basin in Minnesota, in which water is to be stored, and from which it is to be released as needed, and conducted by artificial and natural channels southward to Duluth, where it is to be employed for generating electrical power. The natural drainage of the Birch Lake basin is northward into the Rainy river, Lake of the Woods, Winnipeg river, Winnipeg lake, and finally into the Hudson bay; the water thus forming a part of the international boundary and finally entering territory which is exclu- sively Canadian. The company applied to the Department of the Interior for per- mission to use certain public lands by flowage and otherwise. The attention of the commission was dra5 15 200 905 200 24.40 30.00 30. CO 24.70 24.30 31.70 24.00 W. W. Oliver Manufacturing Co The United States Rubber Reclaiming Works The American Radiator Co. (Bond plant) Barcalo Manufacturing Co 125 50 30 30 32.00 24.80 29.10 29.00 Cumpson- Prentiss Coffee Co The U. S. Hame Co Faxon, Williams & Faxon (bakery) Duffy Silk Co American School Furniture Co.: Works Duluth Superior Milling Co The New York Central and Hudson River R. R. (shops) The Erie R. R. Co. (shops) The Oswegatchie Manufacturing Co G. F. Zeller & Sons H. O. Mills Annex Buffalo Pitts Co. : 240 255 30 1S7 35.10 29.30 24 80 35.50 H. W. DoppOo 30 20 25 . 33 05 10 15 50 500 25 00 35.50 24.80 34 . 00 25.50 25.00 25.00 33.00 29.20 The Crosby Co The Battle Creek breakfast Food Co The Collins Baking Co 50 450 33.20 34.50 19— Vol. ii— 17* 260 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 The Niagara Falls Power Company — List of users — Concluded. Maximum power. buffalo— Concluded. The Buffalo Gasoline Motor Co The Niagara Mill and Elevator Co Pratt & Lambert The Delaware, Lackawanna and Western R. R. shops . The Niagara Cordage Co The U. S. Headlight Co H. Messersinith (Laverack Building) The Buffalo Structural Steel Co The Wegner Machine Co J. N. Adam & Co The estale of Walter Cary (Genesse Hotel). The McLean Box Factory The George N. Pierce Co The American Malting Co The Buffalo Fertilizer Co The Buffalo Rubber Manufacturing Co. . The U. S. Cast Iron Pipe and Foundry Co The L. V. R. R. Co. shops The Buffalo Box Factory American Radiator Co. (Pierce plant* Rogers Plating and Foundry Co Fleming Warehouse Co Hewitt Rubber Co C. & B. Transit Co The D. H. Stall Co The Ontario Elevator L. M. Ericsson Telephone Manufacturing Co The Niagara Malting Co The Buffalo Union Furnace Co \Horse-power. 20 100 10 150 40 100 30 40 100 100 Transmis- sion dis- tance. Miles. 25.00 26.00 24.50 34.50 26.00 28.20 26.00 29.00 28.20 28.10 APPENDIX D. Statement concerning companies incorporated to take water from Lake Erie and Niagara river, but which have not as yet constructed works under these charters. AMERICAN* SIDE. LockpoH Yraber Supply Company. — Incorporated 1886. New York State. Em- powered to supply water for manufacturing and other purposes to cities within the county of Niagsra; to take water from the Niagara river between the mouth of Tono- wanda creek and the east line of lot No. 52 of the Mile reserve, and to discharge water into Lake Ontario or into Eighteen Mile creek. Work to be commenced by 1891. No work done. Lewiston Water Supply Company. — Incorporated 1888. New York State. Em- powered to supply water to Lewiston and other towns in the township of Niagara and Lewiston for manufacturing or other purposes; to take water from the Niagara river between Cayuga creek and the east line of lot 46, Mile Reserve; discharge water into Niagara river near the town of Lewiston. \\ ork to be commenced by 1893. No work done. Buffalo and Niagara Power and Drainage Company. — Incorporated 1889. New York State. Empowered to build and operate public raceway in connection with the Niagara river for water power and other purposes; to take water from and discharge INTERNATIONAL WATERWAYS COMMISSION 261 SESSIONAL PAPER No. 1£ water into the Niagara river at such points as may be convenient. Work to be com- pleted by 1894. No work done. Niagara County Irrigation and Water Supply Company. — Incorporated 1891. New York State. Empowered to build and operate public waterway from Niagara river between Cayuga creek and lot 71 of Mile Reserve; to supply water to Lewiston and other villages in the townships of Niagara, Lewiston and Porter; to lease and sell water for manufacturing and other purposes; to take water from Niagara river between points specified and discharge into Niagara river near Lewiston or Porter. Work to be commenced by 1896. This company claims to have done some work, and to be proceeding with development. Niagara Power and Development Company, originally the Model Town Com- pany. — Incorporated 1893. New York State. Further legislation 1894. Authorized to build a town and equip plants lor all public utilities therein. Empowered to take water from Lake Erie or Niagara river for all purposes except for motive power for factories. May purchase or lease franchise of the Niagara County Irrigation and Water Supply Company. Niagara, Lockport and Ontario Power Company. — Incorporated 1894. Empow- ered to supply water and electricity to Lockport and other cities in Niagara, Erie, and Orleans counties; to take water from the Niagara river between mouth of Tonowanda creek and east line of lot 52 of Mile Reserve and discharge water into Lake Ontario or Eighteen Mile creek. Work to be commenced by 1904. In 1904 failed to obtain legislation to perpetuate right to take water from Niagara river. Is now building works for distribution of electric energy. APPENDIX E. Statement concerning companies incorporated to take water from Lake Erie and Niagara river, but which have not as yet constructed works under these charters. CANADIAN SIDE. Ontario Power Company, originally Canadian Pawer Company. — Incorporated 1887. Dominion Parliament. Other legislation 1891, 1893, and 1899. Empowered to build a canal and hydraulic tunnel from Welland river, near junction of Niagara, to Niagara river south of the whirlpool, and to supply water, electricity, or other power. As this company is empowered to make two separate developments, one of which is well under way, and as the Act of 1899 empowers it to extend and enlarge its works as demanded by business, there is apparently no limit as to the time when the second development may be commenced. Hamilton Cataract Power, Light and Traction Company, originally Cataract Power Company of Hamilton. — Incorporated 1889. Province of Ontario. Further legislation 1904. Empowered to build and operate a canal and raceway from near Allanburg to the Welland river near Port Robinson as an extension of their canal from near Decews Falls. This company is said to lease from the Dominion government water from the Lake Erie level of the Welland canal. Jordan Light, Heat and Power Company, originally Hamilton and Lake Erie Power Company. — Incorporated 1895. Further legislation 1898, 1903. Dominion parliament. Empowered to build and operate water course from Welland river be- tween 12 and 30 miles from Niagara river to a point on Jordan river, and may dredge Welland and Jordan rivers; to use the waters of Lake Erie and Niagara river in such quantity as may be necessary for their purposes; to supply water and electricity or other power. To be completed by 1911. 262 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Erie and Ontario Power Company. — Incorporated 1903. Dominion Parliament. Authorized to build and operate water course from Grand river or Lake Erie to Jordan River and Lake Ontario; to take waters of Lake Erie and to dredge Jordan river; to supply electric or other power and convey the same. To be completed 1908. Niagata Welland Power Company, originally Welland Power and Supply Com- pany. Incorporated 1894. Further legislation 1891, 1899, 1903, and 1905. Dominion Parliament. Empowered to build and operate canal from "Welland river near Niagara river to near Thorold and to carry off surplus water to Lake Ontario ; to supply power and to use canal for navigation. To be completed by 1910. North American Can-al Company. — Incorporated 1893. Dominion Parliament. Authorized to build and operate canal from Lake Erie near Port Colborne to Lake Ontario near Port Dalhousie, or to Niagara river near Queenston; canal to be 20 feet deep and sufficient width for two of the largest vessels to pass at full speed. Authorized to maintain a current of 3 miles per hour. To sell or lease water and hydraulic or other power. May dredge in the Welland and Niagara rivers. To be completed by 1903. Department of State, Washington, March 19, 1906. The President: In reply to your letter of the loth instant, transmitting the resolution of the Colonial Dames of America relative to the preservation of Niagara Falls, and stating your desire to be informed regarding the present status of the negotiations with Great Britain on the subject, I have the honour to inclose herewith copies of corres- pondence had to the present time, through the War Department, with the American section of the International Waterways Commission. Respectfully submitted. ELIHU ROOT. Department of State, Washington, February 13, 1906. Sir, — Several months ago the State Department and the British ambassador took up the subject of a possible treaty between the United States and Great Britain re- lating to the use of the waters of the Niagara river and the preservation of the falls. On the 13th of November the ambassador transmitted to the department, a report of the Canadian Privy Council, approved November 2, 1905, which stated that a re- port from the Canadian section of the Waterways Commission stated that the com- mission was studying the subject and expected to be able to ' make a joint report to tbe government of the United States and to the government of Canada before long, recommending the adoption of rules and regulations which would prevent in the future the destruction of Niagara Falls by the use of its waters by manufacturers.' In the report by the American section, made to the Secretary of War on Decem- ber 1, 1905, occurs the following statement : — ' The commission has made good progress in the collection of data bearing upon some of these questions, particularly those relating to the use of water at Niagara Falls.' On the 28th of October, 1905, the commission appears to have adopted the follow- ing resolutions :— * INTERNATIONAL WATERWAYS COMMISSION 263 SESSIONAL PAPER No. 19 Resolved, That this commission recommends to the governments of the United States and Canada that such steps as they may regard as necessary be taken to pre- vent any corporate rights or franchises being granted or renewed by either Federal, State, or provincial authority for the use of the waters of the Niagara river for power or other purposes until this commission is able to collect the information necessary to enable it to report fully upon the ' conditions and uses ' of those waters to the respective governments of the United States and Canada. The negotiation relating to a treaty on this subject has been suspended awaiting the further report of the commission, in accordance with the statements to which I have referred. There are many indications of active public interest in this subject, and a joint resolution having in view the preservation of the falls, pending in the House of Representatives, has been favourably reported by the committee on Rivers and Harbours. The indications are that if an agreement can be reached between the two countries as to the action necessary to accomplish the purpose, any legislation to give the agreement effect on the part of the American authorities would receive favourable consideration at the present session of congress and at the present session of the New York legislature. It seems desirable, therefore, to press forward the negotiation for such an agree- men without any avoidable delay. May I ask you to ascertain whether the joint com- mission is not now prepared to make such a report upon the subject as may furnish a basis upon which the State Department and the ambassador may take up and proceed with the negotiation? I have the honour to be, sir, your obedient servant, ELIHU ROOT. The Secretary of War. War Department, Washington, February 19, 1906. Sir, — I have the honour to acknowledge the receipt of your letter of the 13th in- stant, in which you call attention to the fact that negotiations for a possible treaty between Great Britain and the United States in regard to the use of waters of Nia- gara river and preservation of the falls are now suspended, awaiting a further report from the International Waterways Commission is now prepared to make such report as may furnish a basis upon which the Department of State and the British ambas- sador may be able to proceed with the matter. Replying thereto I beg to inform you that the chairman of the American section of the International Waterways Commission, Col. O. H. Ernst, to whom your letter was referred, reports under date of 17th instant, as follows : — A copy of this letter has been sent to the chairman of the Canadian section and also to the other members of the American section of the International Waterways Commission in order that they may be prepared to discuss and act upon the question referred to at their next meeting. It is expected that a meeting can be held during the week beginning February 26, when it is hoped and believed that the map of the locality which the commission has had under construction will be entirely completed. The outcome of the meeting referred to by Colonel Ernst will be promptly com- municated to the Department of State. Very respectfully, ROBERT SHAW OLIVER, The Secretary of State. Acting Secretary of War. 264 DEPARTMENT OF PUBLIC WORKS 7\ EDWARD VII., A. 1907 Department of State, Washington, March 13, 1906. My Dear Mr. Secretary, — I notice in the newspapers that the International Waterways Commission has taken some action about the Niagara Falls matter. Have you received any report? If not, can you get one from them? Very truly, yours, Hon. William H. Taft, ELIHU KOOT. Secretary of War. EEPOETS ON THE EXISTING WATEE-POWEE SITUATION AT NIAGAEA FALLS, SO FAE AS CONCEENS THE CANADIAN POWEE COMPANIES AND THEIE ASSOCIATED TEANSMISSION COMPANIES. report by the american members of the international waterways commission. International Waterways Commission, Office of American Section, Buffalo, N.Y., September 29, 1906. Mr. Secretary, — The American members of the International Waterways Com- mission have examined the report dated August 15, 1906, by Capt. Charles W. Kutz, Corps of Engineers, U. S. Army, upon the subject of permits to the power companies at Niagara Falls, referred to them by your endorsement of September 5. They have the honour to return it herewith, and to submit in connection therewith the following remarks : — In our report* dated March 19, 1906, we stated that the works projected on the American side at Niagara Falls would produce 342,000 horse-power besides a small amount on the Erie canal, and would consume about 28,000 cubic feet of water per second, while those projected on the Canadian side would produce 432,000 horse-power besides a small amount on the Welland canal, and would consume about 36,000 cubic feet of water per second. We thought that the amount on the American side could be reduced to 242,000 horse-power, using 18,500 cubic feet of water per second, without inflicting undue hardship upon invested capital, but we doubted the expediency of at- tempting to withdraw the other rights acquired by the power companies at Niagara Falls. These views were adopted by Congress with qualifications. In the Act approved June 29, 1906, the amount of water to be diverted on the American side was cut down to 15,600 cubic feet per second in the first instance, but with the provision that additional amounts may be diverted after an interval of not less than six months if it be found that that can be done without detriment to Niagara Falls or the river. The amount of power to be generated on the Canadian side was cut down from 423,000 to 350,000 horse-power, the control of Congress in the matter arising from the fact that a very large percentage of the Canadian output must, under present condi- tions, find a market in the United States. Under no circumstances is the total to be increased, but the amount which may be transmitted to the United States is to be diminished as the amount consumed in Canada shall increase. In this sliding scale a limit is fixed which divides the permits into two kinds, one of which may possibly be expected to have somewhat more permanency than the other, viz., permits to trans- * Printed in Senate Doc. No. 242, Fifty-ninth Congress, first session. INTERNATIONAL WATERWAYS COMMISSION 265 SESSIONAL PAPER No. 19 mit electrical power from Canada into the United States to the aggregate amount of 160,000 horse-power, and revocable permits for the transmission of additional electrical power to the extent just indicated. It appears to us that this distinction was made for the purpose of giving a little more assurance of permanency to certain of the permits than it was possible to give to all of them, and not for the purpose of trying an experi- ment as to the effect upon the falls, of the diversion of a quantity of water so indefinite in amount. This view seems confirmed by the fact that the maximum amount allowed on the Canadian side, 350,000 horse-power, is about 83 per cent of the amount men- tioned in the report, 423,000 horse-power, while the amount allowed on the American side, 15,600 cubic feet per second, is about 84 per cent of that mentioned in the report, "the percentage of reduction thus being practically the same in the two cases. We see no reason why revocable permits for the transmission of power from Canada into the United States, additional to the 160,000 horse-power first to be authorized, should not be issued without delay if application for such permits be received. The law provides for the issuance by the Secretary of War of four kinds of per- mits, viz. : — 1. Permits to divert water from the Niagara river on the American side to an aggregate amount not exceeding 15,600 cubic feet per second. 2. Revocable permits to divert additional water from the Niagara river on the American side to such amount, if any, as shall not injure the river as a navigable stream or as a boundary stream, and shall not injure the scenic grandeur of Niagara Falls ; but no such permits shall be issued until approximately the 15,600 cubic feet per second mentioned above shall have been diverted for a period of not less than six months. 3. Permits to transmit electrical power from Canada into the United States to the aggregate amount of 160,000 horse-power. 4. Revocable permits for the transmission of additional electrical power from Canada into the United States, but in no case shall the amount included in such per- mits together with the 160,000 horsepower mentioned above and the amount generated and used in Canada exceed 350,000 horse-power. Applications have been received for permits of the first and third kinds, but in this report Captain Kutz confines himself to a consideration of those relating to the trans- mission of power from Canada into the United States, deferring to a future report all that concerns the diversion of water on the American side. He defers also a con- sideration of the question of granting transmission permits for amounts additional to the first 160,000 horse-power, expressing the opinion that it is { the intent of the law to delay the issue of such permits until it is known what appreciable effect, if any, will be produced on the falls by the diversion of the amount of water that will be used under the first limitation.' As above stated, we do not concur in that opinion ; but the fact that no applications have been received for permits of this kind is sufficient reason for not discussing them at this time. Applications for the transmission of power have been received from four com- panies, including the International Railway Company, whose rights under Canadian law to transmit power to the United States are in dispute and whose claims are small compared with those of the other companies. Captain Kutz recommends that no per- mits be issued to that company at this time, but that 2,500 horse-power be reserved for the present in order that it may be possible to grant the company a permit for that amount hereafter should the controversy over its rights under the Canadian laws be decided in its favour. In that recommendation we concur. There will remain 157,500 horse-power to be divided among the three remaining applicants. These applicants are the American transmission companies, but their in- terests are identical with those of the Canadian companies from whom they derive power and must be considered in connection therewith. They are : 1. Niagara, Lockport and Ontario Company, taking power from the Ontario Power Company, applying for 90,000 horse-power. 266 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 2. Electrical Transmission Company, taking power from the Electrical Develop- ment Company, applying for 62,500 horse-power. 3. Niagara Falls Power Company, taking power from the Canadian Niagara Power Company, applying for 121„500 horse-power. The application of the Niagara Ealls Power Company is for 11,500 horse-power more than the capacity of the works from which it is to derive power when completed as designed. The other companies ask for one-half the capacity of the works furnish- ing the power when completed as designed. The total amount asked for is 274,000 horse-power. Captain Kutz has spared no pains in the collection of all the facts which have a bearing upon the question of how the available amount shall be divided among the three companies. After a careful consideration of the amounts of capital invested in the power plants, the amounts required to complete the works as designed, their capa- city as completed under expenditures now made or pledged, their capacity as designed, the amounts of capital invested in transmission lines in the United States or on Can- adian soil to connect with the United States, the contracts made for furnishing and receiving power, and other data, he concludes that there is no sufficient reason for dis- crimination between the companies except their relative ability to command the Cana- dian market. The Electrical Development Company was organized with that market prominently in view and is able to obtain a sale there of about 25,000 horse-power more than either of the other companies. Its claim to the American market is diminished by that amount. If the quantity allotted to that company be 37,500 horse-power there will remain 120,000 horse-power to be equally divided between the Ontario Power Company and the Canadian Niagara Power Company, giving them 60,000 horse-power each. We believe this to be an equitable division of the power available and we join with Captain Kutz in the recommendation that permits for the transmission of power to the United States be granted to : Horse-power. The Niagara, Lockport and Ontario Company from the Ontario Power Company 60,000 The Electrical Transmission Company from the Electrical Development Company 37,500 The Niagara Falls Power Company from the Canadian Nia- gara Power Company 60,000 Yours very respectfully, O. H. EKNST, Chairman. GEORGE CLINTON, Member. E. E. HASKELL, Member. Hon. W. H. Taft, Secretary of War. Report by Capt. Charles W. Kutz, Corps of Engineers. War Department, Office of the Chief of Engineers, Washington, August 15, 1906. General, — 1. In compliance with the written orders of the Secretary of War, dated July 14, 1906 (copy attached marked A), and your subsequent oral instructions, INTERNATIONAL WATERWAYS' COMMISSION 267 SESSIONAL PAPER No. 19 I have the honour to submit herewith the following report upon the existing power situation at Niagara Falls : — 2. The information called for by the Secretary of War concerns not only the power companies now diverting water on the American side, but also those on the Canadian side who are seeking through their, associated transmission companies to import power into the United States. This latter information, being of more immedi- ate importance, will be considered first. 3. The four Canadian companies applying directly or through their transmission companies for permits to import power are the Ontario Power Company of Niagara Falls ; the Electrical Development Company of Ontario (Limited) ; the Canadian Niagara Power Company, and the International Eailway Company. THE ONTARIO POWER COMPANY. 4. This company was incorporated by an Act of the Dominion parliament in 1887, and is not limited by its statutory rights to the production of any given amount of power. All its plans, however, are subject to the approval of the commissioners for the Queen Victoria Niagara Falls Park. The present approved plans were designed for the production of 180,000 electrical horse-power, using its Niagara river intake. In addition to its Niagara river rights, the Ontario Power Company has a franchise for taking water from the Welland river, but beyond the purchase of a limited amount of land for right of way for the intake tunnel or canal this franchise has not yet been exercised. 5. The Niagara river plant as designed consists of headworks located above the first line of rapids, three main conduits or flumes 6,000 feet or more in length, leading the water through the park to a point below the falls, thence by penstocks in tunnel through the cliff to the generating station in the gorge, and lastly a distributing sta- tion or transformer house situated on the high bluff directly above. 6. The headworks are constructed for the full development; that is, 180,000 elec- trical horse-power. Only one of the three main conduits has been built, and this has a capacity sufficient, it is claimed, to supply water to 6 generating units, 3 with a capacity of 10,000 electrical horse-power each, and the remaining 3 with a capacity of 12,000 electrical horse-power each. The valve chamber of No. 1 conduit is complete for 7 units except 3 valve motors, and rough excavation has been made for the valve chamber of No. 2 conduit in which an eighth valve has been installed, so that No. 7 can be operated either from No. 1 or No. 2 conduit. Excavation for the power-house is complete for 8 units, the foundation and structure for 6 units. The central or main portion of the transformer house was designed and built for the control of 22 units, the number originally planned for the completed plant. The wings of the transformer house as now built have a capacity for 8 transformer sets, corresponding to 8 genera- tor units. Four transformer sets are now installed. In addition, room is provided in the central part of the building for the' passage of 4 additional transmission lines with- out change of voltage. 7. The books of this company show an expenditure of $5,142,000, exclusive of rentals and iichtc, with $400,000 due on uncompleted contracts. This total expendi- ture on power plant of $5,542,000 will complete the installation of 4 units. The in- stallation of 2 additional units, orders for which have recently been given, will re- quire an additional expenditure of $315,000. Of the 4 units now installed, 3 are ready for service, and the fourth lacks only a minor part to make it complete. The order for the fifth and sixth units calls for delivery within twelve months. The estimate furnished by the company of the cost of completing the approved design is $6,500,000. 8. In addition to the expenditure of the Ontario Power Co. itself, there has been expended by the Ontario Transmission Company nearly $1,000,000 in real estate, trans- mission lines, stations, &c. For financial reasons a separate organization is maintained, but the company is practically identical with the Ontario Power Company. It owns 268 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 an interest in the transformer house and owns all the transmission lines in Canadian territory. The Ontario Power Company has Canadian contracts for about 6,000 horse- power, with the option on the part of the purchaser to increase the amount to about 13,000 horse-power. It has a contract with the Niagara, Lockport and Ontario Power Company to deliver at the international boundary for use in the United States 60,000 horse-power, with the option on the part of the purchaser of increasing the amount to 180,000 horse-power. The latter contract is dated July 16, 1904, and provides that the 60,000 horse-power shall be delivered on or before January 1, 1907, with the option on the part of the purchaser of taking 60,000 additional horse-power January 1, 1911, and the third 60,000 horse-power on January 1, 1915. 9. The Niagara, Lockport and Ontario Power Company is building, switching and transforming stations and constructing transmission lines for the purpose of carrying out its contract with the Ontario Power Company. In furtherance of its plans the eompany has acquired a private right of way containing about 3,200 acres of land, with an unbroken strip 300 feet wide from the Niagara river to Lockport, a distance pf 17 miles ; thence 200 feet wide to the suburbs of Rochester, a distance of 55 miles ; thence 100 feet wide from the suburbs of Rochester to Fairport, a distance of 12 miles. In addition, a similar private right of way, owned in fee simple 100 feet wide, has been acquired from Lockport southward through the suburbs of Buffalo to the Lacka- wanna Steel Company's plant, a distance of 27 miles. The company has erected two transmission lines from the international boundary to Lockport, each with a capacity of 30,000 horse-power. From Lockport to Syracuse a single line partly over the right of way of the West Shore railroad has been completed, with a capacity of 10,000 horse-power, and a second line of greater capacity is under construction. On the double line from Lockport to Buffalo work is in progress, 60 per cent of the poles having been erected. Each of the Buffalo lines is to have a capacity of 30,000 horse- power. 10. The books of this company show an expenditure of $2,785,000, of which $1,200,000 is represented by right of way and $1,162,000 is represented by construc- tion. The Niagara, Lockport and Ontario Power Company has actually executed contracts which call for the delivery within the near future of 6,000 horse-power, with provision for fixed increases at intervals varying from three months to three years, so that at the expiration of that time they will have a firm contract with their pre- sent customers for 14,240 horse-power, with options on the part of the purchasers which give them the right to increase the amount to 70,000 horse-power. The first of these contracts is dated June, 1905. three others in the fall of 1905, one in March, two in April, and two in May, 1906. In addition the company claims to have con- tracts verbally closed for 13,000 additional firm horse-power, and negotiations pending for 25,000 firm horse-power, making a total of 52,000 horse-power, for which they hope to have a market in the near future. The optional amounts named in these contracts and negotiations aggregate 166,000 horse-power. At the time of the examination, this company was actually transmitting to the United States 700 horse-power. THE ELECTRICAL DEVELOPMENT COMPANY. 11. This company was incorporated by Act of the legislature of Ontario (5 Edward VII., ch. 12), for the purpose of developing, distributing and selling electrical power and for other purposes, but its charter gives it no specific right to take water from the Niagara river or its tributaries. To this company was assigned an agreement which three citizens of Canada had entered into with the commissioners for the Queen Victoria Niagara Falls Park, by virtue of which it is authorized to take from the Niagara river, water sufficient to develop 125,000 electrical horse-power. The amount of water for this purpose is computed to be 10,800 cubic feet per second. 12. In pursuance of this agreement, a plant has been designed and partially con- structed that will be capable of producing the full amount of power authorized. The headworks are completed except for the removal of the cofferdam, while the wheel-pit INTERNATIONAL WATERWAYS COMMISSION 269 SESSIONAL PAPER No. 19 and tailrace tunnels are practically completed for the full development. Contract has been entered into for the construction of two-thirds of the power-house structure. The metal work of this part of the building is practically completed and the stone work 50 per cent completed. This will provide cover for 7 of the 11 units that are projected, each of which is designed with a capacity of 12,500 electrical horsepower. Only four generating units have actually been ordered. Two of the four have been delivered at the power house and are now being installed ; one of the two was being made ready for test at the time of the examination, and unless some unforeseen acci- dent occurs should be ready for service during the month of September, and the other three at intervals of six weeks to two months thereafter. The transformer house as constructed is for 5 units. One bank of three transformers is on the ground, a second bank was scheduled for shipment August 1, and the third bank August 15. By its headworks, wheel-pit and tailrace development the company is committed to the installation of 11 units, by its power house to the installation of 7 units, and by its contracts for machinery to the installation of 4 units. 13. The books of the company show an expenditure to July 1, 1906, on the power plant of $4,500,000. The liabilities, incurred and unpaid, for completing the installa- tion of 4 units are $1,760,000, a total investment in plant of $6,300,000. To complete the installation of 11 units would cost $1,576,000. 14. This company has affiliated with it the Toronto and Niagara Power Company, organized for the purpose of transmitting power from Niagara Falls, Ontario, to Toronto. Its transmission lines, which except for a short section are completed, will have a capacity of 20,000 horse-power, and represent an investment of $1,870,000, with $750,000 required for completion. The demands on this company from Toronto and intermediate territory will probably aggregate between 30,000 and 40,000 horse-power. The Electrical Development Company was organized primarily for the purpose of furnishing power to Canadian points, and its arrangements for selling power in the United States are in a more or less embryonic state. For distribution in the United States there was organized the Electrical Transmission Company of Niagara Falls, a corporation chartered under the ljaws of the state of New York. This company at present is a mere holding company, keeps no books, and all the expenditures made in its name have been advanced by the Electrical Development Company. The books of the Electrical Development Company show an expenditure on this account of $246,- 000, which was used for the purchase of an interest in the Niagara Falls Gas and Electric Light Company, Niagara Falls Gas Company, and the Albion Power Company, and for the purchase of real estate in Niagara Falls, $40,000 being the amount of the last item. This investment, together with the holdings of the ' Nicholi Syndicate,' a group of men who control the Electrical Development Company, gives control of these subsidiary companies to the power company. 15. The value of the properties thus controlled is approximately $1,000,000. The Niagara Falls Electrical Transmission Company also hate an agreement with the Inter- national Kailway Company looking to the building of a bridge crossing the Niagara river to be owned jointly by the two companies, across which it is proposed to con- vey power that is sold by the Electrical Development Company to the Niagara Falls Electrical Transmission) Company. Negotiations with this company (I. R. R. Co.) also contemplate the granting to the transmission company of a right of way for its transmission lines over the right of way now being acquired by the railway company between Niagara Fals and Buffalo. This agreement with the International Railway has not yet assumed the form of a written contract. For carrying its transmission lines to Rochester this company proposes to use the right of way of the Buffalo, Lock- port and Rochester Electric Railway. There is no contract to this effect, but as the Buffalo, Lockport and Rochester Railway is controlled by the Nicholi Syndicate above- referred to, there is a community of interest. The Buffalo, Lockport and Rochester Railway is now under construction, the contract for grading a double-track road and for the construction of a single-track road having been entered into with J. G. 270 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 White & Company, contractors, on May 14, 1906, at a cost of $2,250,000. In addition tc the above the Electrical Transmission Company has acquired franchises in its own name in seven cities and towns in western New York for the sale and transmission of power, and through the Niagara Falls Gas and Electric Light Company and the Albion Power Company it controls twenty other such franchises. The Niagara Falls Elec- trical Transmission Company has not executed any contracts for the delivery of power, but expects that its allied interests will require 17,500 horse-power. This ex- pectation is based on the use by the Niagara Falls Gas and Electric Light Company of 3,000 horse-power, though the amount now distributed by this company is about 100 horse-power. It also includes an estimate of 4,000 horse-power for the Buffalo, Lockport and Rochester Railway Company. This amount is based on a double-track road, while the contract for the construction of the road calls for only a single track at the present time. The company also submitted confidentially a list of corporations which had made inquiries with reference to the purchase of power from the Niagara Falls Electrical Transmission Company, together with the amount of power which they would probably require. This list aggregates 141,000 horse-power. It is needless to say that these inquiries involve no obligation on the part of either party. THE CANADIAN NIAGARA POWER COMPANY. 16. This company was incorporated by an Act of the legislature of the province of Ontario in 1892, and is not limited by its statutory rights to the production of any given amount of power. All its plans, however, are subject to the approval of the com- missioners for the Queen Victoria Niagara Falls Park. The present approved plans were designed for the production of 121,000 horse-power; that is, 11 units each with a capacity of 11,000 horse-power. Regarding one of these units as a spare, so as to jut it on the same basis with the two companies previously described, the nominal capacity of the completed plant may be taken at 110,000 horse-power. This company also claims the right to double this plant, basing the claim on that clause of the origi- nal charter which limits its occupation of park lands to a length of 1,200 feet, the length of the power-house now designed being 600 feet. As this right has in no way been exercised, and as it could not be exercised without the approval of the park com- missioners, it need not be further considered. 17. This plant operates under an effective head of 141 feet, and for the develop- ment of 110,000 horse-power will require about 9,500 cubic feet of water per second. The head works consist of a head canal iwith a fore bay of 600 feet wide extending the whole length of the power-house. The headworks, gates, wheel pit, and tailrace tunnel are completed for the full development. Five generating units are completely installed and a portion of the power-house sufficient to cover them has been completed. The transformer station is also of sufficient size to ac ommodate five units. By its headworks, wheel pit and tailrace development the company is committed to the instal- lation of 11 units; by its power-house and transformer house to the installation of five units. 18. The books of the company show an investment to July 1, 1906, including lia- bilities incurred and unpaid for completing the installation of five units, amounting 1 , $6,250,000. For comparative purposes the value of the franchise, given as $900,- 000, should be deducted, making the cost of the installation $5,350,000. To complete the installation of 11 units would cost probably $1,250,000. 19. This company is an allied company of the Niagara Falls Power Company, and save for the maintenance of a separate organization, is identical with it. It expects to market practically all its power through the Niagara Falls Power Company, or through the latters agents. An underground conduit, with a capacity of 128,000 horse-power, connects it with the plant of the Niagara Falls Power Company, and cables with a capacity of 32,000 horse-power are now installed. A separate transmis- sion line, capacity 25,000 horse-power ,running for 16 miles along the west shore of INTERNATIONAL WATERWAYS COMMISSION 271 SESSIONAL PAPER No. 19 tlie Niagara River to Fort Erie is under construction, together with the towers required to carry the cables across the river to Buffalo. For its transmission lines it has actually expended or is committed by contract to the amount of $430,000. 20. It is now delivering 1,340 horse-power to Canadian tenants, who have the optoin of increasing the amount to 4,237 horse-power. At the present time there is no definite contract covering the sale of the power intended for delivery in the United States. This is explained by the intimate financial relations existing between the Niagara Falls Power Company and the Canadian Niagara Power Company. At the time of the examination it was actually transmitting to the United States about 16,000 horse-power, but the combined load sheet of the two companies shows that the maxi- mum amount thus far delivered to consumers is about 85,000 electrical horse-power. INTERNATIONAL RAILWAY COMPANY. 21. This company is incorporated both in the state of New York and in the Dominion of Canada. In its first capacity it owns and operates all the electric rail- ways in the city of Buffalo and adjacent towns, and the city of Tonawanda, Erie county, and the cities of Lockport, Niagara Falls, and the intervening territory in the county of Niagara, N.Y. Under its Canadian charter it owns and operates an electric railway along the shore of Niagara river from Chippawa to Queenston. It also owns two bridges over the Niagara river, one just below the falls and one at Lewiston, over both of which it has specific legislative authority to transmit power. 22. Its power plant is located in the Queen Victoria Niagara Falls Park, which plant was acquired when it acquired the property and franchise of the Niagara Falls Park and River Railway Company. In acquiring this railroad it paid for the equity therein, $733,000, and assumed a bonded indebtedness of $600,000, making a total investment of $1,333,000. It is claimed that this value was fixed largely by the power rights of the Niagara Falls Park and River Railway Company. At the time of its acquisition the power plant represented a cash outlay of $141,000. Since that time further expenditures have been made upon its power-house and equipment of $125,- 000, so that the actual investment of this company in its power property at Niagara Falls, Ontario, is about $265,000. With the machinery now installed 3,600 electrical horse-power can be generated, the effective head being 68 feet. Under its charter, none of the power may be sold, and its use is limited to operating and lighting the railway, the Canadian division of whch now uses from 800 to 1,200 horse-power. The company clams the right to transmit the balance to the United States for use on that portion cf its system. This right, however, is questioned by the commissioners of the Queen Victoria Niagara Falls Park, and in their annual report for 1905 they say that they cannot see their way clear to approve the plans for the transmission of this power through the park. The matter ha^ been rexerred to the Dominion government for decision. While it is understood that some progress has been made towards a solu- tion, final action has not yet been taken. 23. The company, in its application to transmit power to the United States, asks for 8,000 horse-power, the intention being to enlarge the power plant for this purpose, at an estimated cost of $150,000. Pending the determination by the Dominion gov- ernment of this company's rights, it is believed that no permit should be granted to them. Having in mind, however, the fact that they are now generating 2,500 horse- power more than they can use on the Canadian side, and the fact that the transmis- sion of this power to the United States would result in an estimated saving of $30,000 a year, it would seem equitable to reserve 2,500 horse-power for the present of the 160,- 000 horse-power for which permits can be granted, so that a permit for this amount could be issued in case the present controversy is decided in favour of the railway company. 24. The principal facts with reference to the three big Canadian companies are tabulated as follows: 272 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Expenditures to date in power plants, exclusive of rights and franchises Ontario Power Co. Electrical De- velopment Co. Amount required to complete existing contracts and orders Amount required to complete plants to projected size. Effective head feet Capacity of generating machinery actually installed, electrical horse-power Nominal capacity of generating machinery installed and ordered electrical horse-power Nominal capacity of projected plants. ...... ,. Amount invested and obligated for Canadian transmission lines. . , Probable sale of power in Canada horsepower Amount of water required for machinery installed and ordered, including exciter sets— efficiency of the unit being taken at 76 percent cubic feet Amount of water required for plants as projected ., Actual expenditures by their associated American transmission companies . .' . . o$l ,142,000 5715,000 ,500,000 180 42,000 66,000 180,000 ,000,000 10.000 4,250 11,700 $2,785,000 84,500,000 $1,760,000 §1,576,000 135 50,000 125,000 $2,620,000 30,000 4,300 10,800 £$246,000 Canadian Niagara Power Co. $1,672,000 $678,000 $1,250,000 141 55,000 55,000 110,000 a$430,000 5,000 4,500 9,500 $600,000 a The major portion of this amount has been expended in the construction of transmission lines intended for delivery of power to the United States distributing companies. b This does not include any expenditures by the Nicholl Syndicate. 25. If these companies were limited in their output to the capacity of the gener- ating machinery now actually installed and ordered, their investment in power plant exclusive of franchises per horse-power developed would be approximately as follows : Ontario Power Company $ 89 00 Electrical Development Company 125 00 Canadian Niagara Power Company 97 00 If permitted to develop to the limit of their approved plans the investments in power plant per horse-power developed (nominal capacity) would be: Ontario Power Company $68 00 Electrical Development Company 62 00 Canadian Niagara Power Company 60 00 These figures must be considered as only approximately correct, owing to the different methods of cost distribution used by the several companies. The aim has been to take the actual cost of the power plants exclusive of rights, rentals and fran- chises. Regardless of their absolute accuracy, or even their relative accuracy as between the three companies, they serve to show the extent to which the companies by their expenditures and contracts have committed themselves, and also the approximate losses which they will sustain if they are limited to the production of an amount of power less than their projected capacity. All three of these power developments were undertaken in good faith several years ago and long before the agitation in Congress which led to the passage of the present law, and there is no evidence that any of their subsequent transactions were made with the object of securing rights which they had not always intended to claim. 26. The total capacity of the generating machinery installed and ordered for the tbree plants is 171,000 horse-power. The probable demand in the near future from Canadian markets will not exceed 40,000 horse-power, leaving 131,000 horse-power for sale in the United States. The granting of permits for this amount would permit the utilization to its full capacity of all machinery now installed or ordered, but would not permit any further development and would not afford a reasonable return on the moneys now invested unless the prices to the consumers were measurably increased. In order that such relief as is now possible may be afforded, it is recommended that INTERNATIONAL WATERWAYS COMMISSION 273 SESSIONAL PAPER No. 19 permits be granted for 157,000 horse-power, the maximum amount under the first limi- tation, less 2,500 horse-power reserved for the International Railway Company. 27. The conditions surrounding the development of the Canadian power com- panies differ so materially that an exact statement of their relative rights to the American market is not possible. The Niagara, Lockport and Ontario Power Com- pany, the distributing agent in the United States for the Ontario Power Company, has expended a large sum in opening up a new market. The Electrical Development Company started primarily to develop the Canadian market, and its plans for the American market have not yet been fully matured, while the plant of Canadian Nia- gara Power Company is virtually an addition to thet of the Niagara Falls Power Com- pany. Considering alone the investments in power plant, there is no apparent reason why any distinction should be made between the power companies in the amount of power which they should be permitted to send into the United States. While the pro- jected development of the Ontario Power Company is considerably greater than that of the other two companies, this apparent advantage is balanced by the fact that the other two companies are more fully committed by expenditures already made to the complete development. If the relative investments of the three transmission companies associated with them for distribution in the United States are alone considered, the claims of the Niagara, Lockport and Ontario Company are unquestionably superior to those of the other transmission companies. As the object of the law is to restrict, directly or indirectly, the amount of water diverted, it has been suggested that some weight should attach to the fact that the Ontario Power Company makes greater use of the water that it diverts than either of the other companies. Each of the com- panies, however, fully utilizes the head incident to its geographical location, and any distinction in the matter of permits based on relative natural advantages would appear to be unjust. 28. The Electrcal Development Company had for its primary object the furnish- ing of power to various points in Canada, as is indicated by the construction of its Toronto line, yet the demand for electrical power in Canada within the economical radius is so limited as to make it unreasonable to suppose that this company had given no thought to the marketing of a part of its power in the United States. The Electri- cal Development Company is planning to sell between 30,000 and 40,000 horse-power in Canada, which is probably from 20,000 to 25,000 horse-power in excess of what either of the other two companies will sell in Canada, a fact which should receive considera- tion in fixing the amount to be transmitted to the United States. On the other hand, any greater discrimination against the Elecrical Development Company, which is owned almost wholly by Canadian capitalists (the other two companies being owned almost wholly by Americans), may give rise to a feeling of resentment on the part of the people of Canada and tend to retard the negotiation of a treaty between the two countries concerning the preservation of Niagara Palis. 29. The application for permits made by the transmission companies are as follows : — Horse-power. Niagara, Lockport and Ontario Company, from the Ontario Power Company 90,000 Electrical Transmission Company, from the Electrical Development Company 62,500 Niagara Falls Power Company, from the Canadian Nia- gara Power Company 121,500 The application of the xxiagara, Lockport and Ontario Company is based upon the desire to secure a reasonable return on the investment already made, but consider- ing the date named in its contract with the Ontario Power Company for the delivery of the second block of 60,000 horse-power, i.e., January 1, 1911, and having in mind the fact that any production of power in excess of 66,000 horse-power means the con- 19— Vol. ii— 18 274 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 st ruction by the Ontario Power Company of a second conduit and a consequent expen- diture of $3,250,000, it is believed that a present limitation to 60,000 horse-power will not work undue hardship. 30. The application of the Electrical Transmission Company contemplates the marketing of one-half of the total output of the Electrical Development Company. Considering the situation of the latter company in the Canadian market and the limited extent to which the Electrical Transmission Company has committed itself by its expenditures, a present limitation to 37,500 horse-power does not appear to be inequitable. 31. The plant of the Canadian Niagara Power Company is intended to supplement that of the Niagara Falls Power Company, and a fair estimate of the rapidity with which its power will be marketed is found in the rate of growth in the past of the Niagara Falls Power Company. This has amounted to about 20 per cent in recent years, with a present output of both companies amounting to 85,000 horse-power. Assuming that the same rate of growth will continue, though in all probability it will be reduced owing to power which the other companies expect to market in this terri- tory, it will be two or three years before the full capacity of the Canadian plant as now installed will be, utilized. For these reasons a present limitation to 60,000 horse- power will not, in my judgment, seriously interfere with its normal development. 32. If permits are granted for these amounts, the Ontario Power Company would be justified in installing a seventh unit as a spare, the Canadian Niagara Power Com- pany would be justified in installing two more units, one as a spare, making the nomi- nal capacity of its plant 66,000 horse-power. The Electrical Development Company would be justified in installing three more units, one of them a spare, making the nominal capacity of its plant 75,000 horse-power, half of which, the proportion asked for, it would be permitted to transmit to the United States. If each installs these units, the relative investment in power plant, exclusive of franchise, per horse-power developed (nominal capacity) would be : Ontario Power Company $92 00 Electrical Development Company 91 00 Canadian .Niagara Power Company 87 00 33. Based upon what precedes, it is recommended that permits for the transmis- sion of power to the United States be issued as follows: — Horse-power. Niagara, Lockport and Ontario Company, from the Ontario Power Company 60,000 Electrical Transmission Company, from the Electrical Development Company 37,500 Niagara Falls Power Company, from the Canadian Nia- gara Power Company 60,000 157,500 In order that the various companies may proceed with this limited development, it is further recommended that permits for such amounts as may be authorized be issued without delay. 34. As to the question of granting transmission permits for amounts additional to the first 160,000 horse-power, it is believed to be the intent of the law to delay the issue of such permits until it is known what appreciable effect, if any, will be produced on the falls by the diversion of the amount of water that will be used under the first limitation. If this interpretation of the law is correct, the granting of such permits will be a matter for the future, as it will be fully a year before the companies will be in a position to develop 160,000 horse-power, in addition to the amounts sold in Canada.1 INTERNATIONAL WATERWAYS COMMISSION 275 SESSIONAL PAPER No. 19 35. The information contained in this partial report was obtained from the parties interested, and its important features verified by a personal inspection of the works and a general examination of the books and records of the various companies. These inspections and examinations were made July 20 to July 28, 1906, and descriptions of the power plants of the Ontario Power Company (Appendix B), Electrical Develop- ment Company (Appendix E), and the Canadian Niagara Power Company (Appendix G), and of the transmission lines of the Ontario Transmission Company (Appendix C), Niagara, Lockport and Ontario Power Company (Appendix D), and the Toronto and Niagara Power Company (Appendix F), in greater detail than in the body of the report, are appended hereto. They were prepared by Mr. Earl Wheeler, E.E., who, with Mr. F. D. C. Faust, a representative of the Department of Justice, assisted in the examination. A photographic copy of a map of Niagara Falls, taken from, a monograph prepared in 1904 by the Canadian Society of Civil Engineers, is also appended.* 36. The preparation of that part of the report which concerns the diversion of water on the American side has been delayed by the non-receipt of certain information, and will be submitted later. Very respectfully, CHAELES W. KUTZ, Captain, Corps of Engineers. Prig. Gen. A. Mackenzie, Chief of Engineers, U.S.A. APPENDICES. Appendix A. Memorandum of the Secretary op War. War Department, Washington, July 14, 1906. In the matter of the. applications for permits under the Act entitled ' An Act for the control and regulation of the waters of the Niagara River for the preservation of Niagara Falls and for other purposes,' approved June 29, 1906. On the 5th day of July, 1906, in response to applications by the Niagara Falls Power Company and the Niagara, Lockport and Ontario Power Company, a prelimin- ary hearing was had in Washington, D.C., at the office of the Secretary of War, at which were represented the following companies: Ontario Power Company of Niagara Falls, Gen. F. V. Greene, vice-president; Niagara, Lockport and Ontario Power Com- pany, represented by the firm of Cravath, Henderson & de Gersdorff; Niagara Falls Hydraulic Power and Manufacturing Company, Geo. B. Matthews, president ; Niagara Falls Electrical Transmission Company, Frank A. Dudley, vice-president; Electrical Development Company of Ontario (Limited), represented by H. H. Macrae; Niagara Falls Power Company, represented by F. L. Lovelace, secretary; Canadian Niagara Power Company, represented by F. L. Lovelace ; Niagara Falls Trust Company, repre- senting estate of H. E. Woodford, represented by Frank A. Dudley; Albion Power Company, represented by Frank A. Dudley. Merely general statements were made, and upon the application of Mr. Stetson, counsel for the Niagara Falls Power Company, and Mr. John G. Milburn, counsel for the Niagara Falls Hydraulic Power and Manufacturing Company, and with the consent of the other parties, a subsequent day for a fuller hearing was fixed on the 13th day of July, at the office of the Secretary of War in Washington, and all parties in interest were required to file their applications and claims for permits, whether for diversion of water on the American side or transmission of electrical power from * Omitted in this report. 19— Vol. ii— 18J 276 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 the Canadian side, before the 10th of July with the Secretary of War. Subsequently, and in order that the Secretary of War might visit the locus in quo, and understand more clearly the situation, the date of the hearing iwas changed from July 13 to July 12, at 10 o'clock, in the parlours of the International Hotel at the city of Niagara Falls. Notices of this hearing had been sent to every person known to have any interest whatever in the withdrawal of water from the Niagara river, its tributaries, or the Erie canal, and coming within the provisions and limitations of the law. At the meeting at Niagara Falls the following corporations and individuals were present or represented by counsel. The Niagara Falls Power Company; the Niagara Falls Hydraulic Power and Manufacturing Company; Canadian Niagara Power Company; the Ontario Power Company of Niagara Falls; Niagara, Lockport and Ontario Power Company; the Niagara Falls Electrical Transmission Company; the Electrical Development Com- pany of Ontario; Albion Power Company; Niagara Falls Trust Company, as execu- tor and trustee of the estate of Henry E. Woodford, deceased; the Niagara Gorge Railroad Company; the Niagara County Irrigation and Water Supply Company; the Lockport Hydraulic Company; the United Box Board and Paper Company; the Lockport Paper Company ; the Niagara Paper Mills ; Westerman & Company ; Arabella A Peterson; the Electric Smelting and Aluminum Company; International Railway Company; the Cataract Hotel Company; Mr. J. Howard Mason, secretary of the Cham- ber of Commerce of Buffalo; Mr. J. Horace McFarland, president of the American Civic Association of America. In addition to the persons making applications for the permits, Mr. J. Horace McFarland, representing the Civic Association of America, which had taken an active interest in securing the passage of the law and in the preservation of the integrity and volume of Niagara Falls, was also present and made argument to the secretary on behalf of the public. There were present to assist and advise the Secretary of War at this hearing, Brig- adier-General Mackenzie, Chief of Engineers, U. S. Army, Brigadier-General Ernst, U. S. Army (retired), and member of the American section of the International Waterways Commission, and Mr. George Clinton, of Buffalo, counsellor at law and member of the American section of the International Waterways Commission. Every person present desiring to present his claims was heard, and stenographic notes were taken of the arguments and applications, and the hearing continued from 10 o'clock in the morning until 2 in the afternoon.* MEMORANDUM OPINION BY THE SECRETARY OF WAR. The purpose of the law is to preserve the integrity and volume of the Niagara river which goes over the Niagara Falls, and it contemplates the issuing of permits for the withdrawal of water from the river on the American side, and the issuing of another class of permits for the transmission from the Canadian side, and importa- tion into the United States of electrical current generated by water-power plants on the Canadian side. This latter class of permits is required doubtless on the theory that the restriction of the importation of electrical current will have the indirect effect of restricting the use of water for the production of power on the Canadian side of the Niagara river. Speaking generally, there is an investment of capital of about twenty odd million dollars on the American side, and of about an equal amount on the Canadian side, and the effect upon the profit from this investment by the action of the Secretary of War under the law may be very serious. On the other hand, the public interest in and importance of the preservation of the integrity and volume of the Niagara river are shown by the passage of the Act itself, and the very stringent piovisions with reference to its violation contained therein. * The report of the hearings at Niagara Falls is printed as War Department Document No. 280. INTERNATIONAL WATERWAYS COMMISSION 277 SESSIONAL PAPER No. 19 Congress has deputed to the Secretary of War the task of reaching in his permits an equitable* result by which the integrity and vdjume of the Niagara river shall not be seriously impaired, on the one hand, and the capital which has been really invested and involved in the structures now entered upon and the plant now contracted for and the contracts now made may not be so injured in its profit-producing as that this Act may operate as a practical confiscation of property. Even if Congress had (the power by legislation of this character practically to destroy the capital which jbad been invested in power-producing plants, as to which it is not necessary to express an opinion, I feel certain, from the character of the language used, that it was not the intention of Congress to do so. It becomes of the utmost importance, therefore, before the Secretary of War shall decide upon the permits to be granted, that there should be brought to his knowledge exact information with respect to the capital which has been invested in all the power plants, the extent to which these plants are in actual use, the amount of cubic feet of water actually in use, the amount of electrical power actually generated, the contracts made by these companies for the furnishing of power, the dates when the contracts were made, the charters of the companies, and their statutory powers, the extent of horse-power which under their charter or statu- tory powers they might produce, the amount of actual construction completed, the amount of money invested in partially completed plants, the amount necessary to complete them, the amount of electrical current now being furnished, the amount which can be reasonably furnished with the plant under construction, and the amount that can be sold in the existing markets by these companies and all the other circumstances tending to reflect on the effect which a limitation by a permit will have upon their business. , The limitation upon the permits which the Secretary of War is authorized to grant for diversion of water from the Niagara river for six months is 15,600 cubic feet a second. Of that it i undisputed that the Niagara Falls Power Company is now, and has for some time past, been using and selling 8,600 cubic feet per second. It is also undisputed that the xn iagara Falls Hydraulic Power and Manufacturing Company has been using 4,000 cubic feet a second. It is also in evidence, and not disputed, that it is engaged in the construction of an addtional plant in which it has already expended considerably more than a million dollars under a contract to furnish to the Pittsburg Reduction Company the electrical horse-power from the use of 2,400 cubic feet of water a second. It is also in evidence that the Lockport Hydraulic Company is draw- ing 500 cubic feet a second from the upper level of the Erie canal, the same level as the level of Lake Erie, carrying it around the locks and discharging it again into the Erie canal below Lockport; and that the following companies — the United Box Board and Paper Company, Lockport Paper Company, Niagara Paper Mills, Westerman & Co., Arabella A. Peterson, and the Electric Smelting and Aluminum Company — from the next level of the canal below the high level at Lockport are drawing 333 cubic feet of water a second, which they are discharging into Eighteen-mile Creek and thence into Lake Ontario. As the law has immediate operation, and as none of this water can be withdrawn on the American side without a permit from the Secretary of War, it is of course necessary to prevent the companies from being put in the position of law-breakers by withdrawing the water which it is absolutely necessary to withdraw to maintain the present staus quo, and temporary permits must be issued for that purpose. According- ly a temporary permit is hereby granted to the Niagara Falls Power Company to ■withdraw from the Niagara river 8,600 cubic feet of water per second until further action by the Secretary of War. The Niagara Falls Hydraulic Power and Manufac- turing Company is hereby authorized to withdraw 4,000 cubic feet a second until fur- ther order of the Secretary of War. This company is not now using the 2,400 cubic feet a second, a permit for which is asked for on behalf of it and the Pittsburg Reduc- tion Company, and it is probable that a final decision may be reached before this order needs to be issued, if it is to be issued at all. With reference to the Lockport Hydrau- 278 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 lie Company, a permit will issue for the drawing of 500 cubic feet of (water from the Erie canal, and permits will also issue for the use of the 333 cubic feet of water from the lower level of the same canal at Lockport by the persons mentioned above, although in my judgment these permits thus made for 833 cubic feet of water are really dupli- cations, so that a permit ultimately for 500 cubic feet of water will cover all the water used by the persons drawing water from the Erie canal in and about Lockport. With respect to the application of the Albion Power Company, I expressed at the hearing the opinion, which I still hold, that its use of the water does not come within the law, and for the present that will be the holding of this department. With reference to the application of the Niagara Falls Trust Company as executor and trustee of the estate of Henry E. Woodford, deceased, there seems to be no neces- sity for granting a temporary permit, for the water is not being used, and it is ques- tionable whether a permit is necessary, and, therefore, consideration of this question will be postponed until final decision. A controversy with respect to permits is likely to arise over the transmission of electricity from the Canadian side, and its importation into the United States. The first limit in the law is the transmission of 160,000 horse-power, and the applicants for permits reach the total of 281,500. These applications are as follows: Horse-power. Niagara, Lockport and Ontario Power Company (Ontario Power Company of Niagara Falls) 90,000 Niagara Falls Power Company (Canadian Niagara Power Company) _ . . 121,000 Niagara Falls Electrical Transmission Company (Electrical Derelopment Company of Ontario) 62,500 International Railway Company 8,000 281,500 It is necessary that the Secretary of War should know, before final action is taken by him, in the matter of permits for transmission, the capital already invested in the Canadian companies, the degree of completion of the plant, the amount likely to be sold on the Canadian side of the current, the time when the plant shall be ready for operation, the amount now actually produced, the amount now actually transmitted to the United States, the amount invested not only in the production of the current, but in the plant and machinery for its transmission, including the poles and wires, and all the details; and also the capital invested by the American companies who are to receive in the first instance the current thus produced, the form in which that capital is, and the contracts into which they have entered both with the Canadian com- panies and with the companies or persons to whom they expect to sell the current, the dates of these contracts and all the circumstances tending to show the extent of the injury that a refusal to grant the permits requested would cause to the investment of capital, together with the question of when the contracts were made upon which the claims for the use of current are based, with a view to determining the good faith with which these contracts were entered into, and whether the threatened passage of the law induced their making. For the purpose of advising the Secretary of War upon the facts and circumstances hereinbefore referred to, the importance of which has been pointed out, Capt. Charles W. Kutz, of the Corps of Engineers, under the direction of the Chief of Engineers, is hereby ordered to institute an investigation bearing upon all the ques- tions hereinbefore described. He is authorized, with the approval of the Chief of Engineers, to employ an expert accountant at a reasonable rate of pay to assist him in the examination which he is directed to make, and to incur other necessary ex- penses to be paid out of the appropriation of $50,000 made by the Act of Congress under which this proceeding is had. INTERNATIONAL WATERWAYS COMMISSION 279 SESSIONAL PAPER No. 19 I A full report upon the questions presented will be submitted to the Secretary of War, through the Chief of Engineers, at as early a date as a thorough investigation and consideration will permit; and this report will thereafter be submitted to the American members of the International Waterways Commission for consideration and recommendation. So far as I can determine from the statements of fact in the printed applications and in the oral statements, at present electrical current is not being produced on the Canadian side for use upon the American side, except by the Canadian Niagara Power Company and the Ontario Power Company of Niagara Falls. The Canadian Niagara Power Company is producing and transmitting about 16,000 horse-power daily, while the Ontario Power Company is certainly not exceeding this, though the capacity of both companies for production and transmission when the plants which are under con- struction are completed, as they will be in the near future, will much exceed these amounts. Por this reason I hereby grant a temporary permit to the Niagara Falls Power Company to take by transmission from the Canadian Niagara Power Company not to exceed 25,000 horse-power of electrical current daily. I hereby grant a permit to the Niagara, Lockport and Ontario Power Company the right to receive and take by transmission into the United States electrical current equivalent to 25,000 horse- power daily from the Ontario Power Company of Niagara Falls', Canada. It is thought by the permits hereinbefore granted that the status quo will be maintained without injury either to the public or to the private interests concerned. A copy of this order will be sent to all the parties in interest, including Mr. J. Horace McFarland, president of the American Civic Association. WM. H. TAFT, Secretary of War. Appendix B. THE WORKS OF THE ONTARIO POWER COMPANY OF NIAGARA FALLS. The present design consists of headworks located in the smooth water of the upper river above the first line of rapids and opposite the Dufferin Islands; three main con- duits which lead the water through the park to a point on the cliff below the falls to the valve chamber, thence by penstocks in vertical tunnels through the cliff to a point on a level with the turbines in the power-house, from which point it is carried through horizontal conduits to the turbines ; a generating station in which are the tur- bines and generators ; and lastly a distributing station on the high bluff above, to which the electric cables are carried from the generating station in inclined tunnels. The design that is at present being carried out is for the development of 180,000 electrical horse-power. THE HEADWORKS. The headworks consist of an intake proper, an outer fore bay, a screen house, an inner fore bay and gate house. The main intake, which is 618 feet long, consists of concrete piers supporting a continuous reinforced concrete curtain wall, which extends vertically downward 7 feet below the normal surface of the river and within 6 feet of the river bed and upward 5 feet above the normal river level, which has an eleva- tion of about 560 feet above sea level. The intake proper makes an acute angle with the direction of flow of the water in the river of about 30°. The outer fore bay has for its boundary the original river bank and an artificial island on one side, and the intake and overflow dam on the other. This fore bay has an area of about 8 acres. The gathering wall or overflow dam, except in extremely low stages of water in the river, will be constantly submerged, water spilling freely over it into the river as over a weir. The main portion of the wall has an elevation of 553 feet above sea level. The last 100 feet of this wall adjacent to the screen house is constructed with the top somewhat depressed below the crest of the main portion. 280 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 This allows a much heavier flow of water adjacent to the screen house for ice-clearing purposes, while it also creates a strong current across the front of the screen. The screen house contains the main screens for the inner fore bay, which screens are in the form of steel grillage set on inclined guides in concrete masonry and are remov- able by means of an electrical travelling crane. The screens are covered by an arti- ficial stone building, the roof of which forms a broad promenade which is open to the travelling public. The inner fore bay, which extends from the screen house to the gate house, has an area of approximately 2 acres. The landward and river walls are partly formed by excavation in the rock and partly by concrete. The elevation of the water in the inner fore bay is 560 feet. The quantity of water which will be drawn into the inner fore bay when the entire capacity of the plant is to be generated has been estimated to be about 12,000 cubic feet per second. The depth of water at the intake in the outer fore bay is about 13 feet, while at the intake to the gatehouse it increases to approximatly 30 feet. The gatehouse is completed for the three main conduits, one of 18 feet diameter and the other two of 20 feet each. There are installed at present in this building the gate for the 18-foot conduit only. The screens, however, are complete for all three main conduits. The elevation of the centre line of pipes at the head block is 534 feet. The gates and screens are covered by a substantial building, and boilers and steam pipes are installed for heating both screen and gatehouses. MAIN CONDUITS. From the gatehouse to the valve chamber, a distance to the nearest penstock of 6,180 feet, there are to be placed three five-tenths inch riveted and reinforced steel pipes, embedded in concrete, one of 18 feet in diameter and the other two of 20 feet in diameter each. The 18-foot conduit is installed and in operation at the present time. This conduit is capable of carrying 3,900 cubic feet of water per second. The fall between the gatehouse and the spillway or valve chamber is 28 feet. The veloc- ity of water in the conduits is estimated to be approximately 15 feet per second. The conduit now constructed is built of steel plates five-tenths inch in thickness with double-riveted joints: To secure additional thickness seven deck beams are riveted to the upper part of the plate at intervals of 4 feet throughout its entire length. The pipe is erected in a trench excavated in the park. From the under side of this conduit 7 penstocks, each 9 feet in diameter, drop through vertical shafts and out through horizontal tunnels in the solid rock of the cliff to the generating station. There are four penstocks installed. Each penstock supplies water for a 10,000 horse-power unit. The vertical distance from the centre of the main conduit to the turbine is 133 feet. From this conduit are also two small penstocks of 30 inches in diameter, each leading through an inclined tunnel to the generating station. They supply water to the two exciter turbines. The plan of the main valve chamber, which is situated beneath the main conduits, is for three separate chambers, each located below its own conduit and opposite the section of the power-house which it controls. There are to be installed in this valve chamber a 9-foot gate valve and operating mechanism for each penstock. There is excavated at present the complete valve chamber for No. 1 conduit and rough exca- vation for No. 2 valve chamber, which is back filled. There are installed in No. 1 valve chamber 8 valves, one of which is to be connected in No. 2 conduit. There are 7 valves and penstocks connected to No. 1 conduit. 'An extra valve is installed on the seventh unit so that it can be operated through either No. 1 or No. 2 main conduits. No. 1 valve chamber is therefore complete for 7 units with the exception of valve motors for three of the valves. THE GENERATING STATION. The building is of a flat-roof Egyptian architecture, measuring 76 feet wide, 65 feet high, and for the full capacity will be about 1,000 feet in length. The floor INTERNATIONAL WATERWAYS COMMISSION 281 SESSIONAL PAPER No. 19 level is 25 feet above the normal level of the river. There is completed at present the structure and foundation of the generating station for 6 units and the excavation for 8 units. The main generators and their turbines, directly connected, are placed on the main floor of the station. Each unit consists of a pair of Francis turbines mounted on a horizontal shaft, operated at 187£ revolutions per minute, and rated at 11,000 horse-power. They are made by J. M. Voith & Co., Heidenheim, Germany. Before reaching the turbine the penstock supplying it divides into two branches, leading to the runners that constitute one complete turbine. The water flows to casings on the outside of each turbine runner, and then inwardly to the common concrete draft tube, which terminates in a tail race in the foundation of the generat- ing station, which tail-race discharges over a weir wall into the river. The elevation of this weir is 349 feet, and under full-load conditions the water rises to an elevation of 353 feet, giving as a gross head between inner fore bay and tail-race water levels about 200 feet. The value of the effective head on the turbines has ranged from 175 to 190 feet. The engineers of the company state that the effective head at full load is 180 feet. The first three generators are rated at 7,500 kilowatts, 3 phase, 25 cycle, 12,000 volts. The fourth unit is, and the following units will be, of the same voltage, phase, and frequency, but rated at 9,000 kilowatt capacity. The change in capacity of gen- erators is due to the turbines being of a greater capacity than their designed capacity. The generators are of the horizontal, internal revolving field type, having 16 poles. They are made by the Westinghouse Electric and Manufacturing Company, Pittsburg, Pa. On a raised gallery 11 feet above the main floor and extending along the rear wall of the station are located the exciter units and the governors for regulating the speed of the main turbines. There are two turbo-exciter units, eaoh of 300 kilowatt capacity, giving direct current at 250 volts. The turbines of these sets are 600 horse-power capacity, inward-flow type. Each exciter unit has sufficient capacity for exciting 7 generators. Both of these exciters are being run at the present time; one is carrying direct current auxiliary load throughout the plant and the other the exciting load. There are switch-boards installed in the power-house for controlling the two exciter units and one for service requirements in the valve chamber and power-house, which service includes valve motors, operation of cranes, arc lighting, elevator purposes, and pumps. There are installed at present 4 main units of a generating capacity of 42,000 elec- trical horse-power, 3 of which are complete and ready for developing power. Th|e fourth is complete with the exception of a penstock elbow, which will be installed in a few days. The apparatus and switches for controlling the 2 exciter units are complete and installed. There is remaining space in the present building for 2 more generating units of 12,000 electrical horse-power capacity each. The total capacity of plant under contract is therefore 66,000 electrical horse-power. THE DISTRIBUTING STATION. At a distance of 550 feet back from the generating station and on a bluff at an ele- vation of about 250 feet above it is located the transformer and distributing station. These two buildings are connected at present by one cable tunnel from the power house to the valve chamber and one conduit run from the valve chamber to the dis- tributing station. The main controlling cables' and service cables are installed com- plete for four units. There is on the ground cable for two more units. The capacity of this cable tunnel and conduit run is for 8 generating units. Each generator has two cables in parallel, each a 3-phase cable of paper insulation and lead sheathing, with two spiral tapes, and a jute covering over all serving as armour, each copper conductor being of 250,000 circular mils cross section. The cables are laid in tile ducts embedded in the sides of the tunnel. The building of the distributing station is complete for 12 generating units, 8 at high voltage and 4 at low voltage. The control section is com- 282 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 plete for 22 units. The 8 high-tension units are to be placed 4 in each wing; the 4 low-tension units are to be used for distribution at 12,000 volts for the Canadian service, and will be taken through the distributing station on the ground floor of the control section. The upper and central floors of this control section will contain the complete controlling apparatus for 22 units. There is installed at present in this control section complete control apparatus for 4 units. In an east room the automatic oil switches for the 12,000-volt circuits are mounted in an isolated group for each unit. They are of the 3-pole, vertical mag- netically actuated type. The transformers occupy the central room through the length of the building except in the middle, which is the control gallery. Fire-proof masonry walls separate low-tension switch room, control gallery, the two transformer rooms, one in each wing, and the high-tension switch rooms, one in each wing, from one another. There are to be for each unit for high-voltage service a bank of three single- phase transformers, each having a capacity of 2,500 kilowatts. Each bank of three is set in a concrete pit. They are of the oil-insulated, water-cooled type. The primaries are delta connected for 12,000 volts, and the secondaries for ai voltage of 36,000 volts each, so that when Y connected there is a voltage of 60,000 volts between wires. There are to be three pole high-tension switches of special design to break the maximum current of 10,000 horse-power connecting the secondary coils of the transformers to the high-tension bus bars. The high-voltage transmission circuits will be taken off from the bus bars. There are now installed complete in the central portion of the south wing, four sets of transformers for high-voltage service. The north central wing has no apparatus installed at present. The control section has installed control panels and instrument posts for 4 units, 3 panels suitable for 4 high- voltage lines and 2 low-voltage lines. Each of the latter panels is equipped for two transmission lines. There are also installed a direct-current-service switch board and an alternating-current-service switch board for the generating and distributing stations. Appendix C. THE ONTARIO TRANSMISSION COMPANY. The Ontario Transmission Company is the distributing company of the Ontario Power Company, in Canada. The capacity of their transmission lines for Canadian distribution aggregates about 6,000 horse-power. The lines that are installed or are being installed are the following: One circuit to Welland, a distance of 14 miles, the conductor being a 345,000 circular mils alum- inum cable, which is equivalent in cross section to a No. 0000 copper cable; two branch lines from Allanburg, which run to St. Catharines and Thorold, the conductors of which are 70,000 circular mils aluminum, and the transmission line is 9 *2 miles in length. These two transmission lines are being designed to deliver power at 12,000 volts. The 345,000 circular mils aluminum line, carrying current at 12,000 volts, has a capacity of 3,000 electrical horse-power, with the assumed drop, while the 70,000 circular mils line, at the same voltage and same drop, has a capacity of 600 electrical horse-power. These transmission lines are wooden-pole structures, being 30 feet high and 175 feet span. There are also two 12,000 volt, wooden-pole lines running from the distributing station to the international boundary, a distance of 6 miles. The conductors of this circuit are 70,000 circular mils aluminum, which is equivalent to No. 4 copper. The nominal capacity is 600 electrical horse-power. They are intended to supply current for manufacturing interests in Niagara Falls, Ontario, and also for some American delivery at 12,000 volts. All of these pole lines for part of their distances are constructed on the public high- ways. There are now installed two 60,000-volt individual steel-tower transmission lines from the distributing station to the international boundary, a distance of 6 miles. INTERNATIONAL WATERWAYS COMMISSION 283 SESSIONAL PAPER No. 19 The conductors of these lines are 820,000 circular mils aluminum, which is equiva- lent to 500,000 circular mils copper. Each 3-phase circuit has a nominal capacity at the assumed economic drop of 35,000 horse-power. This line is constructed on individual steel triangular cross-section towers 40 feet in height, with 550 feet span. The conductors are placed so that they form an equilateral triangular cross-section with the apex of the triangle above. The wires are 7 feet apart, and lines are 26 feet 8 inches, centre to centre. These lines are con- structed on a private right of way 300 feet wide. At the Canadian bank of the Niagara river there is a set of high-tension bus bars arranged on poles in the open. Immediately beyond these are installed 3 cantilever structures anchored to the solid rock of the bank, over which structures, the 3-phase circuits are carried to standard steel towers set in concrete on the edge of the river bank below. From these standard towers the circuits are carried to the American side to a similar construction, the wires being approximately 60 feet above the level of the river. Three crossings have been installed. Appendix D. THE LINES OF THE NIAGARA, LOCKPORT AND ONTARIO POWER COMPANY. From the 3 cantilever structures on the American bank of the Niagara river at the crossing point this company takes the current through a system of bus bars to the switching station. This station at present is under construction, the building only being completed. Between the cantilever terminals and the switching house are installed complete ' Horn ' lightning arrester equipments. From the switching station to the Lockport substation, a distance of 16 "76 miles, there are constructed two steel-tower transmission lines on a right of way 300 feet wide. This transmission line consists of individual triangular steel towers, each carrying a 3-phase circuit whose conductors are 642,000 circular mils aluminum, having a nominal capacity of 30,000 horse-power with the assumed economic drop. At Lockport there is a switching and transforming station for the Lockport service. This station has installed three 750-kilowatt transformers, or a total of 3,000 electrical horse-power. The building is constructed for twice this capacity, or 6,000 electrical horse-power. At this point in the line, a branch line for the Lackawanna Steel Company is taken off. There are being built two 3-phase circuits on a right of way 100 feet wide. The total length of the line is 27 miles. The conductors are 642,000 circular mils alumi- num cables, with a nominal capacity of 30,000 horse-power per 3-phase circuit. This transmission line is constructed on A-frame individual steel towers 40 feet in height, with a span of 550 feet. The towers are about 60 per cent installed, while the work of installing the cables was being commenced at the Lockport end. The Syracuse system does not enter the switch or terminal station at Lockport, but continues on a 200-foot right of way, there being two steel-tower lines constructed at the present time. This tower construction is similar to the construction from the switching station at the international boundary to Lockport. Each pole line carries three 428,000 circular mils aluminum cables, with a nominal capacity of 20,000 horse- power. This section, of the line runs 11*1 miles east of the Lockport substation, at which point (C) it branches into two separate lines on separate rights of way. From point C to Mortimer, a distance of 45£ miles, there is one steel-tower transmission line constructed on a private right of way 200 feet in width, the line being composed of three 428,000 circular mils aluminum cables. From point C there is also a single steel tower line on a 20-foot right of way, to the right of way of the West Shore Rail- road, a distance of 9 :34 miles, and continuing on the right of way of the West Shore Railroad to Churchville, a distance of 25*4 miles. From point C to Churchville this 281 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 line is single steel-tower construction carrying three 428,000 circular mils aluminum cables. At Churchville the line crosses the West Shore Railroad and continues on a 50-foot right of way to Mortimer, a distance of 11-25 miles. On this right of way there are two lines under construction, both carrying 428,000 circular mils cables. At Mortimer is intended to be a junction of the main line to the West Shore division line. From Mortimer to the crossing of the New York Central Railroad, 7 -2 miles east of Mortimer, the wooden-pole line carrying 428,000 circular mils cables is continued. At this point the size of the cable falls to 214,000 circular mils aluminum, with a nominal capacity of 10,000 horse-power. From Fairport this line is continued with the same size cable on the right of way of the West Shore Railroad to Syracuse, a distance of 67*95 miles. From Fairport there is intended to be constructed a main line on a right of way somewhat south of the West Shore Railroad. This line will be a one steel-tower line of 428,000 circular mils, to be constructed on a 75-foot right of way 76 miles in length. The right of way is being secured at the present time. This will join the West Shore line at a point just outside the city limits of Syracuse. It is the practice of this company to place their transmission lines upon the right of way 26§ feet from centre to centre, beginning 10 feet from one edge of the right of way. Throughout the approved right of way they have constructed a patrol road and telephone lines, except on some branch lines and on the West Shore Railroad. THE BRANCH LINES. There are under construction branch lines from the switching station to Niagara University over an easement right of way a distance of four-tenths of a mile ; from the Lackawanna line to Depew over an easement right of way 5 miles in length; from Oakfield to Batavia over an easement right of way 8-6 miles in length; from Mortimer to Geneseo over a private right of way 20 feet wide, the line from Mortimer to Geneseo being 13*4 miles in length and the second branch, to Caledonia, 5-8 miles in length; from Weedsport to Auburn over a 20-foot private right of way 6-5 miles long; and from near Warner to Baldwinsville over a 20-foot private right of way a line 4:6 miles in length. All of these lines are to be single 3-phase circuits, of No. 4 B. & S. copper conduct- ors, erected on wooden poles. The nominal capacity of these lines at 60,000 volts with the assumed economic drop, is estimated to be 3,000 electrical horse-power each. Appendix E. THE WORKS OF THE ELECTRICAL DEVELOPMENT COMPANY OF ONTARIO. The water is diverted for this development at Tempest Point, midway between the headworks of the Ontario Power Company and the Canadian Niagara Power Company. The general design is a gathering dam to gather the water from the rapids; two fore bays the entire length of the power-house, the inner one of which is under the power-house structure; a wheel pit containing vertical Francis turbines; two tail-race tunnels, joining into the main tail-race tunnel which discharges under the Horshoe Falls. THE HEADWORKS. The gathering dam is 785 feet long and its maximum height is 27 feet. It is expected that 3 to 8 feet of water will be flowing over it, depending upon the condi- tion of the river. Adjacent to the power-house the dam is cut away 3 feet below the level of the main crest for a length of 30 feet, so that there will be 3 feet additional depth of water to carry away the ice from in front of the power-house. The outer fore bay has for its outer wall submerged arches. At the north end of this fore bay is a spillway for the ice and floating materials that pass through the sub- INTERNATIONAL WATERWAYS COMMISSION 285 SESSIONAL PAPER No. 19 / merged arch curtain wall, to be returned to the river above the falls. In addition to the first line of submerged arches just referred to, a second submerged arch cur- tain wall has been constructed outside of the racks. This inner fore bay is covered by the main power-house structure. At the north end of this fore bay is a spillway similar in construction and purpose to the one for the outer fore bay. The fore bays and gathering wall are completed for the entire installation. It was expected that fwater would be turned into the fore bays during the first week of August. THE SCREEN HOUSE. The screen house, which is under the main power-house roof, extends the entire length of the building. It is equipped with a travelling crane for handling the screens which set on inclined guides in concrete masonry. Immediately in the rear of these racks are the cast-iron bell mouths, which in turn join to riveted steel pen- stocks 10 feet 6 inches in diameter, one for each turbine. At the head of each pen- stock is a vertical electrically operated gate to control the water. The masonry for tbis inner fore bay and screen house is complete for the entire installation. THE WHEEL PIT. The wheel pit is 416 feet long and 22 feet in width inside of the brick lining, which is 2 feet thick. It is spanned by masonry arches at 3 levels to carry the machinery. Both ends of the pit are also closed by arched wall linings. TAIL-RACE TUNNELS. There are two side tunnels, one on each side of the wheel pit, one for 5 units and one for 6 units. They come together 150 feet north of the wheel pit and merge into the main tunnel. The 5 -unit tunnel is 514 feet long, and the 6-unit tunnel is 524 feet long, which lengths are measured from the end of each tunnel to the junction with the main tunnel. These tunnels are each 25 feet deep, of horseshoe cross section, and vary in width from 66 to 30 feet. At the junction the tunnel is 35 feet wide and 25 feet 6 inches high, and tapers to a width of 23 feet 5 inches and a height of 27 feet, which section is carried to the edge of the falls, a distance of 1,935 feet. The slope of this main tail-race tunnel is 5*5 feet per 1,000. The velocity of flow is estimated to be about 26 feet per second. The tunnel has a lining 2 feet thick throughout of con- crete faced with brick, except for 300 feet at the north end where the lining consists of concrete rings in 6-foot sections, which are expected to break off as the falls gradu- ally wear away. TURBINES. There will ultimately be 11 twin vertical Francis internal-discharge turbines, 5 4 inches in diameter. Their nominal rating is 12,500 horse-power, running at 250 revolutions per minute. There is a single cast-iron draft tube 9 feet in diameter for each wheel and they discharge alternately underneath the east and west tail-race tunnels. The object of this under discharge is to seal the draft tubes, preventing loss of vacuum, without the necessity for a tail-race weir. By using the two tunnels it is possible to shut off the water entirely from one-half of the wheels without interfering with the other half. A gate has been provided at the end of each tunnel, in case there should be extreme back water in the main tunnel. The wheel pit is not connected to the tail-race, and therefore the hydraulic apparatus can never be flooded out. There are now being installed 4 turbine units. The turbines are furnished by the I. P. Morris Company, of Philadelphia. 286 DEPARTMEST OF PUBLIC WORKS 7 EDWARD VII., A. 1907 GENERATORS. The power of the water wheels is delivered to the electrical generators, which are on the ground floor, through vertical shafts 150 feet long, consisting of riveted steel tubes 30 inches in diameter between bearings, and solid shaft 14£ inches in diameter at the bearings. This shaft is held by guide bearings resting on concrete arches. The deck immediately below the generators carries a thrust bearing 37£ inches in diameter, fed by oil under pressure of 350 pounds per square inch. This bearing is sufficient to carry the weight of the entire revolving parts in case of failure from any cause of the water-thrust bearing in the turbine. There will be eleven 8,000 kilowatt generators of the internal revolving field type, revolving at 250 revolutions per minute. They deliver three-phase alternating cur- rent at a periodicity of 25 cycles and potential of 12,000 volts. There are now being installed by the makers, the Canadian General Electric Company, four of these generators. EXCITER PLANT. The plan for the exciter' installation of this plant is for 2 turbine-driven and 2 motor-driven exciters. The turbine-driven generators are of 300 kilowatts each, giving direct current at 125 volts. The turbines for the two exciters are installed com- plete. One of the exciter generators is on the ground and the other is being shipped from Peterborough, Ontario. The turbines are built by the I. P. Morris Company, and the generators by the Canadian General Electric Company. Any two of these exciters, either motor or turbine-driven, will excite the entire plant of 11 units. SWITCH BOARD. The control switch board for the entire plant, including transformers and trans- mission lines, is located in the centre of the power-house where the operator can see the entire installation. It consists of an inclosed compartment with a bench board in front. The indicating instruments are on the face of the board, while the record- ing instruments are on the back. The board is of black enamelled slate, and together with the instruments, is made by the Canadian General Electric Company. Dummy bus bars and signal lamps on the bench board clearly indicate to the operator the con- nections in the station, and the instruments are so located that each is over the switch that controls it. The slate of the entire switch board is installed for the entire 11 units. Instru- ments, switches, &c, for the 4 units and the exciters are on the ground and are nearly installed. The oil switches and their wiring are installed for 2 units, ready for service, and the installation for the other two is being pushed. All the parts of the switches and of the wiring are on the ground and are waiting for the completion of the concrete work before they are installed. The power-house bus bars and generating oil switches, voltage, and current transformers are located immediately below the power-house floor in brick compartments. POWER-HOUSE STRUCTURE. The power-house is built of steel and cut stone. It is to be about 500 feet long and 70 feet wide. The height will be 40 feet, except at the centre and end faces. The central bay will give room for the offices of the power company as well as the main entrance, which bay will stand out from the face of the building. This bay will also afford space for the switch-board and auxiliary apparatus. The contract for the steel and stonework is for two-thirds of the main building, which contract is approximately 50 per cent completed. The steel work is entirely completed at the present time for two-thirds of the building, while the stonework is about 50 per cent completed. INTERNATIONAL WATERWAYS COMMISSION 287 SESSIONAL PAPER No. 19 UNDERGROUND CABLE SYSTEM. The power-house is connected by 4 underground conduits to the transformer house, which is situated upon the hill back from the river, and the buildings are 1,817 feet apart. The design calls for 4 underground conduits, one of which will be in reserve, so that the plant will not be crippled unless 2 conduits simultaneously fail. At present 2 conduits only are being constructed, each with 16 4£-inch ducts placed 2 wide and 8 deep. The manholes are common to the 2 conduits and are divided into two parts by a central partition, so that one duct system will not be damaged by the burning out of the other. These two conduits are completed except for the crossing of the Ontario Power Company's pipe line, and that will be completed by August 15. At the present time the cable for construction of the four machines is about 75 per cent completed, while all of the cables for these four machines are on the ground. TRANSFORMER HOUSE. The transformer house is on top of the bluff outside of the Queen Victoria Niagara Falls Park limits, and is designed to accommodate fifteen 2,670 kilowatt single-phase transformers. These transformers are of the oil insulated water-cooled type, and are wound for 10,000, 11,000 and 12,000 volts primary, and 40,000, 50,000 and 60,000 volts secondary. They will be connected in delta on both primary and secondary windings. The transformer building is completed for the installation of 5 units or 62,500 horse- power. There is on the ground 1 bank of three transformers, which are being installed ; a second bank of three will be shipped by August 1, and the third bank about August 15, from the makers, the Canadian General Electric Company, of Peterborough, Ontario. It is estimated that the electrical installation of this transformer house is about 43 per cent completed at the present time. Each transformer is placed in a separate closed fire-proof compartment, so as to minimize the fire risk and prevent the possibility of trouble in one transformer being communicated to others. The transformers are mounted on rails arranged to slide out . of the compartments into the gangway, where they can be readily handled by an over- head travelling crane. Piping for oil and water for the transformers is in the basement of the building and in the hall of the transformer compartments. Appendix F. TORONTO-NIAGARA POWER COMPANY. This company, which transmits the power developed by the Electrical Develop- ment Company to Toronto, is constructing a transmission line on right of way 80 feet wide from the transformer house above mentioned to Toronto. The design is for two steel-tower transmission lines, each tower line carrying two 3-phase circuits of 190,000 circular mils copper conductor. These two lines are to be built so that an interurban double-track electric railway can be built between them on the same right of way. The standard distance between poles is 400 feet, there being, however, much longer distances at river and ravine crossings. The height of the standard tower, which is of the A form, is 40 feet above the ground. There is at present being constructed one of the transmission lines with a capacity of 20,000 electrical horse-power, each 3-phase circuit being designed to carry one-half the load, or 10,000 electrical horse-power. The loss of power when each line is trans- mitting its full load of 10,000 horse-power will be less than 10 per cent, while either line can transmit 20,000 horse-power with less than 20 per cent loss. This transmission line between the transformer house and Toronto is about 90 per cent completed. It is completed from the Niagara end to Burlington Beach and from the Toronto end to Burlington Beach. There are about three division houses 288 DEPARTMEXT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 along the line, dividing it into four sections, any one of which can be cut out for in- spection and repair. A lineman will patrol each section daily after the transmission line is in operation. Appendix G. THE WORKS OF THE CANADIAN NIAGARA POWER COMPANY. The general design of this company is an ice rack on the shore line ; a short canal which widens into an outer fore bay the entire length of the power-house; an inner fore bay, screen frames, and penstock gates, all of which are located in a low bay adjacent to the east side of the main power-house structure (the outer wall of this bay being a submerged arch curtain wall) ; a sluiceway at the north end of the inner fore bay for leading the waste water and ice back to the river above the falls; a wheel pit capable of containing eleven 11,000-horse-power vertical twin turbines, which are directly connected to alternators of the same capacity on the main floor by means of hollow shafting and thrust bearings ; a Queenston limestone power-house to cover the wheel pit and house the generators and controlling apparatus, and lastly a tail-race tunnel — horseshoe cross section — which leads the water from the turbines to the lower river. HEADWORKS. The power-house is built parallel to the river and about 400 feet from its bank. The water is taken from the river into an outer fore bay through the ice racks and a canal 282 feet in width and 15 feet in depth. The ice rack is constructed on cut-stone piers, eleven in number, on the shore line. It is made of steel rods set at an angle of about 30° from the horizontal. Ninety-two feet back from the ice rack is the five- span stone-arch bridge which carries the tracks of the Niagara Falls Park and River Railway, the carriage road, and sidewalk. Immediately after passing under this bridge, which is 73 feet in width, the canal widens into a fore bay 600 feet wide, which extends the entire length of the power-house. The headworks are built of massive limestone masonry. The inner fore bay, screens, and penstock gates are in a low bay adjacent and join- ing the main power-house structure on its entire east side. The outer wall of this structure is a submerged arch curtain wall, there being two arches for each penstock. The structure, equipment, and masonry of this bay is complete for 5 units, while the masonry of the curtain wall, screen racks, and penstock mouths is also complete for the other 6 units. At the north end of the inner fore bay is an overflow weir which can be used in combination with floating booms to draw floating materials and ice that get into this fore bay back into the river above the falls by means of a sluiceway channel. This channel is 16 feet wide and 300 feet long. WHEEL PIT. The wheel pit is 165 feet deep, 18 feet wide inside of the brick lining and 570 feet long. The sides were channeled in 6-foot cuts. There are five chambers for auxil- iary machinery excavated in the east side of the wheel pit. The three in the portion of the wheel pit that is used at present are occupied as follows : No. 1. By the three exciter units; No. 2. By the circulating water pumps, for pumping the water that is used for cooling purposes in the transformer house ; No. 3. For the oil pumping appa- ratus. A regulating gate is installed at the end of the wheel pit to maintain the level of the tail water at a sufficient height at all loads to cover the mouths of the draft tubes. THE TUNNEL. The tunnel which leads the water from the wheel pit to the lower river is 2,200 feet long and of a horseshoe cross section, 25 feet high and 19 feet wide, being lined INTERNATIONAL WATERWAYS COMMISSION 289 SESSIONAL PAPER No. 19 J with 17 inches of concrete with vitrified brick facing, except for 100 feet at the river end, where the tunnel drops by an ogee curve into the river. This portion is lined with 2 feet of granite, and a massive head wall 60 feet long by 12 feet thick extends from 20 feet below the bottom of the tunnel to 10 feet above it, making a total height of 55 feet, of which 34 is below normal water level. The grade of this tunnel is 7 feet per thousand, which will give the water a velocity when the plant is in full operation of about 27 feet per second. The tunnel is excavated through limestone rock and black shale. The hydraulic portion of the development of this company, with the exception of the turbines for the remaining six units, is complete for the development of 110,000 electrical horse-power. POWER-HOUSE. The power-house structure, as built at present, is complete for five units. It is a one-story structure built of Queenston limestone and roofed with tile. The inner fore bay and screen house are covered by an addition which is supplementary to the main power-house. The building is lined inside with mottled buff brick, enamelled brick, and marble. The main power-house has installed two 50-ton electric cranes for service in the installation of machinery. HYDRAULIC MACHINERY. The entire development calls for eleven 11,000-horse-power vertical twin Francis inward-flow turbines. There are five installed. These machines were designed by Messrs. Escher, Wyss & Co., of Zurich, Switzerland. The first three were manu- factured and installed by this firm, while the latter two are of the same design but were built and installed by the I. P. Morris Company, of Philadelphia, Pa. The water is led to each turbine by means of a single vertical penstock 10 -2 feet in diameter, the mouth of which is laid in the inner fore bay behind the screens. Each penstock has its individual electrically operated gate. The water is discharged from the turbines into two draft tubes, one on each side of the pit and discharging into the open tail-race below. The effective head at full load is stated to be 141 feet. GENERATORS. The generators are the internal revolving field type, and have a nominal capacity of 8,250 kilowatt. They are designed to run at 250 revolutions per minute, giving 25 cycle, 3-phase current at 12,000 volts. The generators have an efficiency at full load of about 98 per cent and a regulation on full noninductive load of about 8 per cent. The armatures are connected Y, and the neutral is brought out so that it can be grounded if desired. The generators were built and installed by the General Electric Company, of Schenectady, N.Y. SWITCH BOARD. From the generators the current is led through varnished cambric, insulated cables to double-throw selector oil switches and thence to the bus bars, of which there are four sets. The switch board consists at present of 5 generator panels, 20 feeder panels, 10 recording wattmeter panels, and 3 bus bar interconnecting panels. It is seen from this that each panel is distinct and contains no instruments or switches except those belonging to the particular feeder or generator in question. The present equipment of the power-house comprises 5 units, and this group and its switch board is considered as a complete plant. The other 6 units are to have an entirely separate switch board, separate exciter plant, and in fact will be a separate plant in itself. This separation is made for the reason that 50,000 horse-power is 19— Vol. ii— 19 293 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 believed to be as large a block of power as sbould be under tbe control of a single switcb board and its attendant. EXCITER PLANT. The exciter plant is located in a compartment near the bottom of the wheel deck at the turbine deck level. There are three 200 kilowatt, 125 volt D. C. generators, each connected to an independent vertical turbine. Any two of these units will carry the entire direct current load of the plant as at present installed. These exciters are developing at the present time about 200 horse-power, which is used for the excitation of generators and the operation of auxiliary apparatus around the plant. They are, therefore, using about 17 cubic feet of water per second. There are two sets of exciter bus bars, one of which operates the generator fields and the other the D. C. powetf system, including motors and arc lights. The current is carried up the pit to the main floor of the power-house through a system of vertical copper bars supported every 10 feet. UNDERGROUND-CABLE SYSTEM. All the power from the power-house is transmitted underground by means of No. 000 B. & S. paper-insulated, 3-conductor, 12,000-vplt, lead-coverefd copper cables. The feeders are divided into two groups. One set leads from the north end of the power-house through Victoria Park and across the upper steel-arch bridge to the plants of the Niagara Falls Power Company, with which they are interconnected. The other group runs south, up the high bank above the power-house, to the transformer-house there located. There are installed at present 8 underground cables for transmitting power to the United States by way of the upper steel-arch bridge. Each of these cables has a capacity of 4,000 electrical horse-power, making a total cable capacity at present for transmission of power into the United States of 32,000 horse-power. There are con- duits laid between the Canadian and American plants, which conduits cross the river at the upper steel-arch bridge and which are designed to contain 32 cables like those already installed, making an aggregate conduit capacity by way of the upper steel- arch bridge of 128,000 horse-power. There are conduits laid between the power-house and the step-up transformer house, which conduits are capable of containing 32 cables with a total carrying capacity of 128,000 electrical horse-power. It is seen that there is conduit capacity from both ends of the station capable of carrying the entire output of the station if necessary. TRANSFORMER HOUSE. The transformer house, which is located on the cliff southwest of the power-house^ is constructed for a present capacity of 25,000 horse-power. The building is divided into three sections. The east bay contains all the 12,000-volt switches and bus bars, the central bay contains the step-up transformers only, and the west bay the high- tension switching apparatus. The transformers are of the oil-insulated type, water cooled. The water for cooling purposes will be supplied, normally, from the pumps located in the water-pumping chamber of the wheel pit. -There is also installed a stand pipe, 116 feet high by 30 feet in diameter, carrying one day's supply of water tf. be drawn upon in case of an accident to this pumping system. There are installed at present twelve 1,250-kilowatt step-up transformers, with a total capacity of 15,000 kilowatts. There are also four step-down transformers of 250-kilowatt capacity each, having a total capacity of 1,000 kilowatts. The former transformers have a voltage ratio of 12,000 to 24,000 or 36,000, or 41,500, or 62,600 volts. The 250-kilowatt step-down transformers have a ratio of 11,000 to 2,200 volts. The latter are used for supplying the local distributing service in Canada. There is sptcc available for three more 1,250-kilowatt step-up transformers, making the total INTERNATIONAL WATERWAYS COMMISSION 291 SESSIONAL PAPER No. 19 capacity for transmission purposes at 24,000 volts, 25,000 horse-power. This ' step- up' transformer equipment is designed for supplying current to the Fort Erie-Buffalo transmission line at 24,000 volts pressure. TRANSMISSION LINES. There are now installed in Canada a 2,200-volt overhead line for local distribution, consisting of a pole line aggregating about 4 miles in length and containing two 3-phase circuits; eight underground cables for transmitting power into the United States by way of the upper steel-arch bridge, and one 24,000-volt 25,000 electrical horse-power transmission line to Buffalo, which line is now being built by way of Fort Erie, and will be ready for service about September 15. This transmission line will consist of two lines of iron-anchored poles, 40 feet high, spaced 300 feet apart, and will carry two 3-phase aluminum circuits, each conductor of which is a 37-strand cable having a cross section of 500,000 circular mils. These lines are built on a private right of way, 30 feet wide, extending from the transformer house to the river front at Fort Erie. The ultimate capacity of this line is 50,000 horse-power, which will be carried on two pole lines on this 30-foot right of way, each line carrying two circuits, each circuit having a nominal capaity of 12,500 horse- power at 24,000 volts. The estimated loss in transmission is about 7 per ent. The line is 16 miles in length. The poles consist of two 4-inch wrought-iron pipes joined together at the centre by a casting which has four struts, 90° apart, projecting radially. Truss rods secured at the top and bottom of the poles pass over the ends of these struts, and when tightened up stiffen the jointed pipe. The function of this central tubular member is to resist downward compression only. The horizontal stresses on the pole are resisted by four guy rods anchored in the ground with concrete guy stubs, one of these guys being in each quadrant around the pole. Under the central member of the pole is placed a heavy block of concrete which carries the iron step for the central pipe and takes the thrust. The insulators are made of a compound known as ' electrose.' At Fort Erie the line is tapped by a connection to a local substation for the supply of power to that municipality. The line then rises from the standard 40-foot eleva- tion to a tower 80 feet high, erected about 1,200 feet from the Canadian shore line of the Niagara river. Thence the line rises again by a single span of 1,200 feet to a tower 210 feet in height on the river bank ; thence by another single span of 2,300 feet the line passes to the Buffalo side of the river to another 210-foot tower. From there it drops down to a new 50,000-horse-power terminal house constructed for the distribution of this power in Buffalo. The tension is held the same at all conditions of wind and weather by means of strain insulators and heavy weights at both ends of the span. 292 DEPARTMENT OF PUBLIC WORKS 7 EDWARD VII., A. 1907 Ottawa, May 20, 1907. A. Gobeil, Esq., Deputy Minister of Public Works, Ottawa, Ont. Dear Sir, — I beg to transmit to you herewith all reports issued by the Inter- national Waterways Commission, as well as the separate reports of the American and Canadian sections up to May 1, 1907. Since the last annual report of the Canadian section has been filed with the Honourable the Minister of Public Works, the commission has dealt with the question of determining the boundary line on Lake Erie ; the question of the Chicago drain- age canal, and the application of Mr. Smith L. Dawley, of Ogdensburg, NY., for per- mission to construct at Long Sault Island, in the township of Massena, St. Lawrence county, NY., dykes, retaining walls and such other structures a3 might be necessary to create an attractive summer resort with navigable approaches thereto and the deve- lopment of a water-power. The reports of the commission upon the Lake Erie matter and upon the Chicago drainage canal are published. As to the application of Mr. Smith L. Dawley, the commission has. disposed of it, at a meeting held in Toronto on January 4, 1907, by adopting the following reso- lution : — ' Whereas, Mr. Smith L. Dawley, of Ogdensburg, NY., submitted to the Honour- able Secretary of War of the United States, under date of May 28, 1906, an applica- tion for permission to construct at Long Sault Island, in the township of Massena, St. Lawrence county, NY., dykes, retaining walls and such other structures as might be necessary to create an attractive summer resort with navigable approaches thereto, and the development of a water-power entirely in that portion of the St. Lawrence river that is within the United States, which application was referred to the Inter- national Waterways Commission by endorsement of the Secretary of War, dated June 2, 1906; and, ' Whereas, the application did not furnish information sufficient to justify a re- commendation in the matter, and the efforts of the commission to obtain such infor- mation from Mr. Dawley have thus far been without success ; ' Whereas, the commission now learns that Mr. Dawley has transferred his rights at Long Sault Island to the Pittsburg Reduction Company, and it is the opinion of the commission that if any permit for the construction of works at this place is to be granted, it should be dealt with upon a direct application from the beneficiary ; there- fore be it 1 Resolved, That the International Waterways Commission recommend to the Honourable Secretary of War of the United States, that the application of Mr. Smith L. Dawley be denied.' The commission is now engaged in investigating the proposed construction of controlling works at the outlet of Lake Erie. The subject has been referred to the hydraulic engineers of the commission, Messrs. Louis Coste and E. E. Haskell, and it is expected that a report will be submitted at an early date. The commission has also under consideration an application from the Pittsburg Reduction Company, which asks authority to construct dams, canals, power stations and locks for the improvement of navigation and development of water-power at and near Long Sault Island, St. Lawrence county, NY. This application is not the same as the one made by Mr. Smith L. Dawley ; but it is admitted that all the chartered rights of Mr. Dawley have been transferred to or acquired by the Pittsburg Reduction INTERNATIONAL WATERWAYS COMMISSION 293 SESSIONAL PAPER No. 19 ; Company. The detailed plans of the undertaking have not as yet been submitted to the commission. His Excellency the Governor General in Council has recently referred the follow- ing questions to the commission : — 1. The construction of a dam at the foot of Long Sault rapids in order to im- prove the navigation of the Rainy river ; 2. The application of the Grand Falls Power Company for permission to erect hydraulic works on the St. John river, N.B. ; 3. The matter of preventing damages caused to riparian owners by the overflow- ing of its banks by the Richelieu river. These questions will be taken up by the commission at an early date. Since the issue of the last annual report, which was presented to parliament in January last, the Canadian section has held several meetings in Toronto and in Ottawa. Dr. W. F. King, who was one of the Canadian commissioners, resigned in March last, and was succeeded by Mr. W. J. Stewart, the Dominion Hydrographer, who took his seat on the commission, for the first time, at a meeting held in Buffalo on April 18. I have the honour to be, sir, Yours very truly, THOMAS COTE, Secretary, Canadian Section. 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 DOMINION OF CANADA AMUAL REPORT inn 1 i v A i o FOR THE FISCAL YEAR FROM JULY 1, 1905, TO JUNE 30, 1006 Submitted in accordance ivith the provisions of the Revised Statutes of Canada, Chapter 37, Section 28 PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 19 00 [No. 20—1907.] 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 To His Excellency the Right Honourable Sir Albert Henry George, Earl Grey, Vis- count Howick, Baron Grey of Howie/,-, in the County of N orthumberland, 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, Gover- nor 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 July 1, 1905, to June 30, 1906. All of which is respectfully submitted. H. R. EMMERSON, Minister of Raihv/tys and Canals. 20— a i 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 CONTENTS p:1.t Pa»'e. rx Statements of Accountant of Department I II II] TV IV TV IV IV II 3 Report of the Chief Engineer, including Reports of General Manager of 3 Railway Subsidies Acts passed respecting. 3 Miscellaneous Statements, including — 2 4 Water power and other public property leased . . 8 14 18 Report of the Government Chief Engineer for the Western Division of 195 (For Index see End oj Volume.) 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 M APS. 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, o. Ontario and Quebec. 6. Nova Scotia, New Brunswick, Prince Edward Island and part of Quebec. CANAL SYSTEM. 7. Canadian Ship Canal, and also St. Mary's Ealls 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 CanaL. 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 REPORT OF THE DEPUTY MINISTER. To the Honourable H. R. Emmerson, 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 year ended June 30, 1906. 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 construction, and on each of the government railways; also a statement showing the payments made, year by year, to subsidized railways, with the aggregates of such pay- ments. GENERAL SUMMARY. The expenditures of the department for the fiscal year 1905-6 on its works of con- struction, operation and maintenance, both railway and canal, and in furtherance, by subsidy under authority of parliament, of outside railway enterprises, are as follows : — The total railway expenditure for the year amounts to $15,732,812.40; of which $6,102,565.74 was charged to capital, $7,893,653.49 to revenue, and $1,736,593.17 to income. . The expenditure on capital included $1,841,269.95 for the National Transconti- nental Railwajr. The expenditure on income included the sum of $1,637,574.37 paid as subsidies to railways other than the government roads, also $83,092.05 for the Board of Railway Commissioners for Canada. The expenditure on the Intercolonial Railway, including the Windsor Branch, was $11,364,571.23, namely, on capital account $3,765,170.90, and on revenue account $7,599,400.33. The expenditure on the Prince Edward Island Railway was $790,378.05, of which $496,124.89 was on capital and $294,253.16 on revenue account. The expenditure on canals aggregates $2,758,022.32, of which $1,552,121.23 was chargeable to capital, $319,877.14 to income, $497,694.77 for staff, and $3SS,329.20 for repairs. ix X DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Adding to the above the further sum of $37,484.64 for miscellaneous expenditures common to both branches, the total departmental expenditure for railways and canals for the past fiscal year amounted to $18,528,319.36, a decrease compared with the previous year of $1,248,818.58. The total revenue derived from the government works for the past fiscal year was $8,058,610.73, namely, from railways, $7,950,552.97, and from canals, $108,067.76, of which the sum of $107,717.32 was derived from hydraulic rents. By Orders in Council of April 27 and May 19, 1903, tolls for passage through any of the government canals were abolished; the exemption, which was by way of experi- ment, to continue in force for the two seasons of navigation of 1903 and 1904, only. A further Order of February 25, 1905, continued the exemption for the season of 1905, and on June 22, 1905, the system of toll collection was definitely abandoned in respect of any and all the canals of the Dominion. A sufficient staff has, however, been retained to carry on the essential work of recording the traffic through the canals — information which is requisite for the proper knowledge and appreciation of the commercial progress of the country — and for the collection of such other revenues as are derivable from the leasing of canal lands and water powers, &c. The total expenditure on government railways prior to and since Confederation (July 1, 1867), up to July 1, 1906, amounts, on capital account, to $154,876,086.62, which includes the sum of $25,000,000 granted (from capital) to the Canadian Pacific Railway Company for its main line. In addition, there has been expended from the consolidated fund a total of $159,466,261.69, which includes $34,255,135.06, paid as subsidies to railways other than the Canadian Pacific Railway, making a total expendi- ture of $314,342,348.31. Of this amount the sum of $13,881,460.65 was expended on construction works prior to Confederation, on portions of what is now the Intercolonial Railway System. The total revenue received from the government railways from July 1, 1867, to July 1, 1906, amounts to $112,571,053.19. The government expenditure on canals prior to and since Confederation (July 1, 1867) to July 1, 1906, amounts on capital account, to $90,846,879.60, of which $20,- 593,866.13 was expended prior to Confederation, and from the consolidated fund to $23,548,402.07, making a total of $114,395,281.67. The total revenue derived from canals during the same period is $13,513,583.32. The total expenditure on railways and canals up to July 1, 1906, is, as above, $429,443,069.73, to which must be added for miscellaneous expenditures, embracing both. $705,439.75; making a grand total of $429,443,069.73. The total revenue derived from railways and canals from July 1, 1867, to July 1, 1906, is $126,084,636.51. Details of the above will be found in statements of the accountant of the depart- ment. Part I., pages 3 to 50. inclusive. REPORT OF THE DEPUTY MINISTER xi SESSIONAL PAPER No. 20 RAILWAYS. The present report deals with those railways of the Dominion directly controlled by the Federal Government, and with others, towards the construction of which sub- sidies have been granted or authorized. All Canadian railway companies, however, are required by statute to furnish stat- istical returns, annually, under oath, giving details as to the operation of their roads, and various items of information, financial and otherwise. These sworn returns are digested and summarized by the Comptroller of Railway Statistics, and this summary, for the year ended June 30, 1906. is printed as a separate report. Following the course, however, adopted for some years past, there is here furnished a digest of the compilation so made ; supplying to the general public, in concise form, a general idea as to the position of railway matters in Canada It is to be observed, with satisfaction, that, this year, the railway companies have, without exception, fulfilled their statutory obligations by sending in their returns in due time ; and the vexatious delays on their part in the matter, which, in previous years, have retarded compilation, have ceased to exist. Consequently, no list of delinquent companies has to be here recorded, as was the case in former reports. STEAM RAILWAYS. The number of steam railways in actual operation, including the two government roads, the Intercolonial and the Prince Edward Island Railways at the close of the fiscal year, June 30, 1906, was 198; some of these, however, are amalgamated or leased, making the total number of controlling companies 94, not including the government railways. The number of companies absorbed by amalgamation was 59, and the number of leased lines was 42. On June 30, 1906, the number of miles of completed railway was 21,518, an in- crease of 917 miles, besides 4,085 miles of sidings. The number of miles laid with steel rails was 21.444, of which 878 miles was double track. The number of miles in operation was 21,353.* Th- paid-up capital amounted to $1,332,498,705, an increase of $83,832,291.** Tl e gross earnings of the year amounted to $125,322,865 an increase of $18,855,666, and the working expenses aggregated $87,129,434, an increase of $7,151,860, compared with those of the previous year; leaving the net earnings, $38,193,431, an increase of $11,703,806. The number of passengers carried was 27,989,782, an increase of 2,701,059, and the freight traffic amounted to 57,966,713 tons, an increase of 7,072,756 tons. The total number of miles run by trains was 72,723,482, an increase of 6,789,368. The rolling stock comprised : For passenger service, 2,477 cars ; for freight service, 91,276. including 61,929 box and cattle cars; and for operation and maintenance ser- vice 6,161, making a total of 99,914 cars. Of these, 86,442 were equipped with air- Note.— * Of this mileage, the Canadian Pac iflc comprise 8,50630 miles (5,169 owned and 3,337-30 leased), the Grand Trunk Railway 3,111 13 miles; the Intercolonial, 1,483 66 miles, including the Windsor Branch; the Canada Atlantic, 453 90 miles (395:60 miles owned, and 58-30 leased) and the Canadian Northern 2,482-20 miles (2,131-72 owned and 350-48 leased). **The main items of this increase are the lollowing: Canadian Northern, $15,671,804; Can- adian Pacific, $17,877,753; Grand Trunk, $r>.840, 638; Intercolonial, $3,764,456. Xii DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 brakes, and 91,182 were fitted with automatic couplers, an increase of 5,801 over the previous year. The locomotives numbered 2,931. The accident returns show a total of 361 persons killed. 1.6 being passengers, 139 employees and 242 others, and, in addition, 1,365 injured, of whom 23l» were passengers, 890 employees and 242 others. By train collisions and derailments, 1 passenger, 35 employees and 2 others were killed, and 102 passengers, 95 employees and 12 others were injured. Through jumping on or off trains or engines in motion, 5 passengers, 8 employees and 20 others were killed, and 49 passengers, TO employees and 40 others were injured. Through walking, lying or being on the track 5 passengers, 38 employees and 125 others were killed, and 2 passengers, 43 employees and 65 others were injured. Th.ough falling from cars or engines, 4 passengers, 12 employees and 3 others were killed, and 20 passengers, 163 employees and 22 others were injured. Through being struck by engines or cars at highway crossings, 1 passenger, 2 employees and 47 others were killed, and 2 employees and 74 others were injured. In the work of coupling cars, 10 employees were killed, and 128 employees were injured, a total of 138, as against 130, 178, 211, 241 and 290 in the five preceding years, respectively ; a very satisfactory testimony to the efficiency and value of the automatic car coupler, now happily growing into general use. By the Bailway Act, 1903, section 211 (c) railway companies are required to pro* vide and use on their engines and cars ' couplers which couple automatically, by im- pact, and which can be uncoupled without the necessity of men going in between the ends of the cars.' Electric Railways (including Street Railways and Tramways). At the close of the fiscal year ended June 30, 1906, there were 814 miles completed, of which 811 miles were laid with steel rails, 195 miles being double-tracked. Tli3 paid up capital amounted to $63,857,970, of which the municipal aid amounted bj $173,000 (including $100,000 subscription to shares, and $40,000 loan). The number of miles in operation was 814. ihe actual increase being 21 miles. The gross earnings aggregated $10,966,872, an increase of $1,609,747, and the working expenses $6,675,038, an increase of $756,844, leaving the net earnings, $4,291,834, an increase of $852,903. The number of passengers carried was 237.655,074,* an increase of 34,187,757, and the freight carried amounted to 506,024 tons, a decrease of 4,326 tons. The car mileage wa- 50,618,836, an increase of 4,659,735 miles. The accident returns show a total of 47 persons killed during the year, 12 being passengers, Z employees and 32 others. In addition, 1,653 persons were injured, of these 1.088 were passengers, 125 employees and 440 others; 1 employee and 1 other were killed, and 85 passengers, 13 employees and 8 others injured in collisions derailments; 3 passengers and 2 employees were killed, iand 844 passengers, 17 employees and 11 others injured, through jumping on or off cars in motion ; 2 passengers and 13 others were killed, and 2 passengers and 128 others in- jured through walking or being on the track ; 1 passenger was killed, and 72 passengers, •The city street railways and their extensions carried passengers as follows: — Montreal '3 companies), 77,048,867; Toronto (3 companies), 74.960,886; Ottawa, 10.741.808; Quebec, 6.049.097; Hamilton (4 companies), 8.520.213; Winnipeg, 14,155,360; London, 5,294,553; Halifax, 3,403,747; St. John, 2,688,989; Vancouver. Victoria and New Westminster (operated and returns made by one company), 12.395.58C REPORT OF THE DEPUTY MINISTER ruii SESSIONAL PAPER No. 20 16 employees, and 2 others injured, through falling from cars; 4 passengers, and 19 others were killed, and 16 passengers, 8 employees, and 225 others injured by being si ruck by cars at highway crossings. 7 employees were injured by coupling cars. Power was supplied in 15 cases by water, and in 41 cases by steam. Ontario has 441 miles, Quebec 198, New Brunswick 16, Nova Scotia 54, Manitoba 32, and British Columbia 72 miles. Returns were received from 47 companies. All Railways, Steam and Electric. At the close of the fiscal year ended June 30, 1906, the conjoined statistics of steam and electric roads (including street railways) show the following results : — There were 22,332 miles of railway completed, 22,167 miles being in operation. The paid up capital amounted to $1,396,356,675. The gross earnings were $136,289,737, and the total working expenses $93,804,472. making the net earnings $42,485,265; 265,644,856 passengers, and 58,472,737 tons of freight were carried ; 28 passengers were killed. The following indicates the railway growth in Canada from year to year, since the op.-nirg of the first line in 1S36: — Year. Miles in opera- tion. Year. Miles in opera- tion. 1835 • 0 16 16 16 16 16 16 16 16 16 16 16 54 54 54 66 159 205 506 764 877 1,414 1,444 1,863 1,994 2,065 2,146 2,189 2,189 2,189 2,240 2,278 2,278 2.278 j 2,524 2,617 1871 1872 1873 1874 1875 1877 2,695 2.899 1836 1837 3,832 1838 1839 1840 1841 4,331 4,804 5,218 5,782 1842 1843 1844 1845 1846 1878 1879 1880 1881 1882 1883 1884 1885 6,226 6,858 7,191 7,331 8,697 1847 1848 9,577 10,273 10,773 11,793 12,184 12,585 12,585 1849 1850 1851 1852 1853 1886 1887 1888 1889 1854 1855 1856 1857 1858 1890 1891 1892 1894 13,151 13,838 14,564 15,005 15,627 1859 1860 1861 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 15,977 16,270 16,550 1862 16,870 1863 17,250 17,657 18,140 18,714 18,988 19,431 20,487 1864 1866 1867 1868 1869 1870 1906 21,353 xiv DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 To the above is to be added the following, in respect of electric railways from the year 1901, the first year of publication of returns: — Year 1901 553 miles in operation. " 1902 .558 " 1903 750 " 1904 767 " 1905 793 " 1906 814 GOVERNMENT EAILWAYS IN OPERATION. The government railways are the Intercolonial, the Windsor Branch (maintained only) and the Prince Edward Island Railways. 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 past fiscal year, 1905-6, ended on the 30th of June, 1906, amounted to $7,950,552.97, and, compared with the preced- ing year, show an increase of $899,660.86. The gross working expenses amounted to $7,893,653.49, a decrease, compared with the previous year, of $1,012,600.86. The operations of the year resulted in a net gain of $56,899.48, against a net loss in the preceding year of $1,855,262.24. The Intercolonial produced a profit of $61,915.54, the Windsor Branch a profit of $31,966.53, and the Prince Edward Island Railway a loss of $36,982.59. It should be noted that in the statements of the accountant, the figures relating to the Windsor Branch of the Intercolonial are included in those of that railway. 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 June 30, 1904, the total mileage of the railway and its branches was 1,320 '92 miles, the addition being due to the completion of the Riviere Quelle Branch. REPORT OF TEE DEPUTY MINISTER XV SESSIONAL PAPER No. 20 During the fiscal year 1904-05, that length was increased by the purchase, on October 1, 1904, of the Canada Eastern Railway from Gibson to Loggieville, 123-67 miles, and by the surrender, on April 19, 1905, of the Fredericton and St. Mary's bridge, and connected property, 1-33 mile. The total mileage of the Intercolonial Railway system in operation on June 30, 1905, was 1,445*92 miles. No change has been made during the fiscal year 1905-6. CAPITAL ACCOUNT. During the past fiscal year there was an addition of $3,765,170.90 to the capital account, making the total expenditure chargeable to capital 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 Railway, up to July 1, 1906, $81,238,728.63. The additions during the year included (omitting cents) the following more important items: for rolling stock, $1,291,234; steel rails and fastenings, $379,956; additional sidings and spurs, $120,127; Fredericton and St. Mary's Bridge, $300,000; increased accommodation at Halifax, $304,371; at Moncton, $88,187; at Truro, $99,743; at Pictou, $100,531; at St. John, $75,784; at Sydney, $54,432; for the extension to Sydney Mines, $42,402; for strengthening bridges, $244,582; and for double-tracking parts of the line, $206,948. Other improvements have been made on various parts of the line, on capital account, increasing its facilities for handling traffic, and rendering operation easier and safer; these include the application of air- brakes to a further number of freight cars, and the substitution of M.C.B. couplers for the old draw-bar on such cars. The reports of the General Manager, the Chief Engineer and other officers of the railway will be found in the appendices hereto, Part II., giving copious details in the matter. REVENUE ACCOUNT. The gross earnings of the year amounted to $7,643, 829.90, an increase, compared with the preceding year, of $860,307.07, and the working expenses to $7,581,914.36, a decrease of $926,912.39, leaving a surplus of $61,915.54. The several classes of expenditure were to the following amounts (omitting cents) : for locomotive power, including salaries, wages, fuel, repairs, &c, $2,930,075, a decrease, compared with the previous year of $286,578; car expenses, $1,617,119, a decrease of $423,014; maintenance of way and works, $1,397,143, a decrease of $325,473; station expenses, $1,032,764, an increase of $95,948; for 'general charges,' which include staff and agents' salaries, damages paid, ferry service, printing and advertising, and agency expenses, $586,267, an increase of $50,726. Comparing the earnings with those of the previous year, the passenger traffic pro- duced 30-06 per cent of the gross earnings, and amounted to $2,297,716.52, an increase over those of the preceding year of $192,649.77, the freight traffic 65-67 per cent, amounting to $5,019,805.53, an increase of $646,626.98, and the carriage of mails and express matter 4*27 per cent, amounting to $326,307.85, an increase of $21,030.32. Based on a total mileage of 1,445-92 (against 1,414-67 miles the previous year) the earnings per mile amounted to $5,286.48, an increase of $491.35 per mile compared xv i DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 with the previous year. The earnings per train mile amounted to 1 '029 cents against 0 -929 cents the previous year. The earnings per engine mile amounted to 82 -15 cents against 72-08 in the previous year. The working expenses per mile of railway were $5,243.06, a decrease of $771.04; the expenses per train mile were 102 -12 cents, a decrease of 14 -49 cents, and per engine mile 81 -48 cents, a decrease of 8 '94 cents. These figures include the rental for the extension into Montreal. The engine mileage was 9,304,511, a decrease of 105,782 miles; the train mileage was 7,424,831, an increase of 128,086 miles, and the car mileage 93,746,123, an increase of 5,490,846 miles, compared with the previous year. GENERAL OBSERVATIONS. The following details, showing the principal items of the traffic of the railway dur- ing the past fiscal year in comparison with that of the previous year, will be found of interest. The number of passengers carried was 2,737,160, a decrease of 73,800. The num- ber of local passengers decreased to the extent of 98,456, but there was an increase of 24,656 in the number of through passengers. The freight traffic aggregated 3,156,189 tons, an increase of 373,932. The local freight increased by 294,335 tons, and the through freight by 79,597 tons. The following shows the principal goods carried and their quantities, and also a comparison with the quantities carried in the previous year. Of flour and meal 1,882,630 barrels, an increase of 113,150; of grain, 2,924,226 bushels, a decrease of 393,684; of lumber, 572,878,600 superficial feet, an increase of 54,444,290; of live stock, 106,589 head, a decrease of 4,081; of coal, 620,272 tons, an in- crease of 17,895; of manufactured goods 866,955 tons, an increase of 234,932; of fire- wood, 47,106 cords, a decrease of 11,294; of goods other than the above, 510,080 tons, an increase of 5,089 tons. The satisfactory showing indicated by the above statements, has, unfortunately, been marred by a most disastrous fire that occurred on the 24th of February, 1906, in the workshops at Moncton, completely destroying a number of the principal build- ings and their contents, together with a quantity of rolling stock, and causing con- siderable damage otherwise. Immediate steps were taken to meet the emergency by temporary provisions, the entire cost of which was defrayed from revenue, and to rebuild, on a more extensive and suitable site. For this purpose an area of 287J acres has been purchased and the new buildings are in course of construction. The winter was a comparatively mild one, and but little delay was experienced from snow-storms. The direct cost of snow and ice removal was $55,380.62. The value of the stores in hand at the close of the year, including fuel and steel rails and fastenings, was $1,493,723.83. Details of works executed, and financial and other statements from the officers of the road will be found in the appendices, Part IT. It is desirable that I indicate more fully than in my general summary, above given, some of the features of the improved financial position of the Intercolonial REPORT OF THE DEPUTY MINISTER xvii SESSIONAL PAPER No. 20 in its last years' operation, which have resulted not only in an increase of $860,307.07 in the traffic returns, but in a reduction of expenditure to the amount of $926,912.39, making a total betterment of no less than $1,787,219.46 in the road's financial standing as compared with the previous year, while, at the same time, it cannot be too strongly asserted that the reductions so carried out have involved no degradation of the standard of the railway, which, on the contrary, has never been higher than during the year past, both from the structural, maintenance, and operation points of view; nor has the standard of wages been lowered. In locomotive power there was a reduction, omitting cents, of $186,577; in car ex- penses, comprising train expenses and ordinary repairs, $423,013; and in maintenance of way and works $325,473. In these figures, omitting cents, on the item of coal there was a reduction of $80,515, while oil waste and small stores cost $9,259 less. The following were the reductions in the cost of repairs, omitting cents: — To engines, tenders, and engine tools, $116,506; to passenger cars $57,612, and to freight cars, $319,908. In the repairs of roadway a reduction of "$146,275 was effected; further, as the result of the improved engine service, which, as below mentioned amounts to an increase of 15*9 tons per engine mile, the cost of wages in that connection has been correspondingly lessened; the reduction so caused amounting to $72,587. Analysing further the engine and car mileage, I may state that the total engine mileage for 1905-6, 9,304,511 miles, a reduction, compared with the previous year, of 105,782, comprised freight train miles 4,730,595, an increase of 326,570 ; passenger 2,694- 236, a decrease of 198,484, and shunting and light engines 1,879,680, a decrease of 223,868. The total car mileage, 93,746,123 miles— an increase of 5,490,846 — comprised freight cars, 78,399,746 miles, an increase of 5,659,825, and passenger cars, 15,346,377 miles, a decrease of 168,979. The total ton miles amounted to 851,- 211,445, an increase, compared with the previous year, of 140,161,712. This is equiva- lent to 91 *5 tons per engine mile, as against 75 '6 in the preceding year, an increase of 15-9 tons. It is only proper to observe, in the comparison of the Intercolonial expenditures of last year with those of the previous year, that the year 1904-5 was marked by the exceptionally heavy cost entailed by the unprecedented severity of the winter season, a cost which is set down in the railway official statement at $264,716; whereas the winter of 1905-6 was of such mildness that the cost is placed at only $55,380. Again, in 1904-5 the assistance rendered to the eastern portions of Nova Scotia and Prince Edward Island by the free transport of hay entailed, as stated in my last report, a cost which I estimated at $140,000. This, of course, has no parallel in the year now closed, nor in any preceding year. A very important measure has been adopted in connection with the account system of the Intercolonial, which will have far-reaching and satisfactory effect in the future handling of this important branch. The system has now been brought into conformity with that in force on the leading Canadian railways and on the railways of the United States as laid down by the Inter-State Commerce Commission, and, as a result of such conformity, the vexatious and troublesome discrepancies that have heretofore embarrassed the road in its dealings with other roads" will disappear, and 20— B xviii DEPARTMENT OF RAILWAYS AXD CAXALS 6-7 EDWARD VII., A. 1907 harmonious working out of the various complicated questions constantly arising be- tween them will be attained. As an important feature of the new system, there will be gathered, compiled, and recorded, itemized information as to all expenses and cost of the railway operation, and the several operating officers in charge of the various branches of management will from time to time, be kept fully apprised of the cost of the works or operations inci- dental to their own particular charge, and, with the data thus afforded them, be enabled to keep absolute check of such expenditures, and to control any tendency to waste. General statements will be, from time to time, furnished to the General Manager and to the department, embodying the expenditures, in detail. The existence of such a check cannot but have a very beneficial effect on the management of the road, from the financial point of view. WINDSOR BRANCH. The road is 32 miles in length. It extends from Windsor Junction, on the Inter- colonial Railway, 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 maintenance of the road and works. This arrangement is carried out under an agree- ment dated December 13, 1892, which extends, for a further term of 21 years, arrange- ments similar to those made in 1871. All charges for superintendence and supervision of maintenance of works are borne by the government ; the duty of supervision is performed by the chief officers of the Intercolonial Railway. The gross earnings of the government (one-third of the gross receipts) amounted to $49,452.50, a decrease of $586.17. The expenses of maintenance amounted to $17,- 485.97, a decrease of $9,377.19, leaving the net profit to the government $31,966.53. All necessary repairs and renewals have been carried out, and the road has been maintained in good condition. A new passenger ' station, with an addition to the freight house were built at Windsor. PRINCE EDWARD ISLAND RAILWAY. The mileage of the railway was increased by the opening of the branch from Charlottetown to Murray Harbour, including the Vernon River Branch between Lake Verde and Vernon, in all 52 -3 miles, making the total length of this railway system 261 -3 miles. CAPITAL ACCOUNT. The total cost of the road and its equipment chargeable to capital account at the close of the past fiscal year was $7,215,588.69, there having been an addition during the year of $496,124.89. REPORT OF THE DEPUTY MINISTER xix SESSIONAL PAPER No. 20 The chief items of this expenditure were in connection with the works on the Murray Harbour branch, namely, $118,295.17. and a further sum of $75,733.99 on the Hillsborough bridge at Charlottetown, which is a part of this branch. A total of $113,325.31 was expended on the branch line from Cardigan to Montague Bridge and $27,208.37 on the branch line to "Vernon River bridge. Other items of improvement were for increased accommodation at Charlottetown, $63,379.17. At various points on the railway the accommodation was improved, amongst others, at Georgetown at a cost of $19,996.99. The sum of $19,987.89 was expended in applying Westinghouse air-brakes and air signals to cars, and $10,994.47 on applying the M.C.B. couplers to rolling stock. REVENUE ACCOUNT. The gross earnings amounted to $257,270.57, an increase of $39,939.96, compared with the previous year, and the working expenses to $294,253.16, a decrease of $76,- 121.28. The expenditure was in excess of the earnings to the extent of $36,982.59. The number of passengers carried was 256,092, an increase of 20,898, producing $114,053.82, an increase of $11,548.27. Of freight 87,162 tons were carried, an increase of 13,193 tons, producing $121,621.58, an increase of $26,896.88. The earnings from mails and sundries amounted to $21,595.17, an increase of $1,494.81. The engine mileage was 431,678 miles, a decrease of 10,815 miles ; the train mile- age was 313,501 miles, a decrease of 29,800 miles. The working expenses per train mile were 93-86 cents, a decrease of 14*05 cents, and per mile of railway $1,205.95, a decrease of $566.60 per mile. The receipts per mile of railway amounted to $1,054.39, an increase of $14.53 per mile. The percentages of gross receipts were as follows: — Passenger earnings 44-34 per cent, a decrease of 2 -83 per cent ; freight 47 -27 per cent, an increase of 3 -69 per cent/ and other items 8 "39 per cent, a decrease of 0 *86 per cent. The value of stores on hand at the close of the fiscal year, including fuel and steel rails, was $73,044.87. The destruction by fire on the 30th November, 1905, of the carpenter and black- smith shop at Charlottetown entailed considerable expenditure. Details will be found in the appendices, Part II. The following represents the condition of the 27 locomotives, which constitute the locomotive power on the Prince Edward Island Railway: — Three were built in 1873, and are of no further use, being worn out ; 4 were built in 1876, and are of no use; 4 were purchased in 1882, and are in good order, but being too light for the main line, they can only be used as Bhunters; 2 were purchased in 1884, and are in good order, but can be employed only for light specials; 2, one pur- chased in 1873 and the other built in 1866, havn linen discarded, as of no further use; 2 were purchased in 1899; 2 in 1900; 2 in 1902; 4 in 1904; 1 in 1905, all of which are in good order; 1 purchased in 18S7 has been repaired and is now in good order. 20— Bi XX DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 The position, accordingly, seems to be that 9 of these engines are of no further use, 4 are in fair condition for use as shunters, and 14 are in good condition. It seems proper to remark that the population of Prince Edward Island, according to the last census of 1901, is under 104,000, and that this population is mainly agri- cultural. ' To meet the expenses of the railway, with the engine mileage above shown — equivalent to about 4 engine miles per head of population — about $3 per head, or, say. $15 per family, would be required, an amount which, under the existing conditions, it would be difficult to obtain. BOARD OF EAILWAY COMMISSIONERS FOR CANADA. By the Act 3 Ed. VII., 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 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 commis- sioners. 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. SURVEY FOR A RAILWAY TO GIVE ACCESS TO THE YUKON DISTRICT. In the annual report of the fiscal year 1900-01, will be found a full report from the engineer in charge on this subject and also (on p. xv.) a summary of the work done and the conclusions arrived at. Previous reports were printed in the annual reports for the years 1898-99 and 1899-1900. 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 to be appointed by the 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 REPORT OF THE DEPUTY MINISTER xxi SESSIONAL PAPER No. 20 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 Eocky 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 to furnish annually a report to the Governor in Council, through the Minister of Railways and Canals, showing the receipts and expenditures of the year, and other information 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 year ended on June 30, 1906, 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. •» The total expenditure by the board amounted for the fiscal year to $1,479,071.77, added to which there was paid from the Finance Department, but chargeable against the railway, the sum of $352,191.73 for the purchase of the Grand Trunk Pacific surveys, stores, &c, within the zone of the surveys conducted by the board, and further amounts paid by this department aggregating $10,006.45, making the total expenditure on the railway for the fiscal year $1,841,269.95. The previous expenditure amounted to $784,740.68, making the total expenditure up to June 30, 1906, $2,626,010.63. From the report of the Board it appears that the various surveys carried on have produced satisfactory results, and that the basal intention that the railway, throughout, should be so located as to afford grades of exceptional ease in operation not exceeding 0-40 per 100 against east bound" and 0-60 per 100 against west bound traffic and curves of the greatest possible radius has been closely regarded, though the endeavour to meet this l'equirement has, of course, entailed much additional survey work. Connected lines of survey have now been obtained for the entire distance between Moncton and Winnipeg. During the past year, 9,156 miles of survey were made, including exploratory, preliminary, first location, revised location, and final location. Of first location there xxii DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 were 1,734 miles ; of revised location, there were 618 miles, and of the final 358 miles. At the close of the fiscal year, construction was in progress, under contract, on 150 miles from the Quebec bridge westerly, and also on 241 miles from a point a few mile3 east of Winnipeg to the approximate point of junction of the Thunder Bay Branch of the Grand Trunk Pacific near Peninsular Crossing, longitude 92°. The Cap Kouge viaduct, a short distance, west of the Quebec bridge, was under contract. On the Western Division of the railway, to be built by the Grand Trunk Pacific Kailway Company, the report of the Government Chief Engineer shows the position to be as follows, up to the 1st of September, 1906. Plans and profiles of the located line have been approved by Order in Council for a total distance of about 720 miles, covering the distance from Portage la Prairie to a point about 8 miles east of Edmon- ton, and the works are in progress on this section, though the scarcity of labour has affected their advancement. The location in the prairie country has been so selected as to carry the road through a fine farming district, and to give a line of railway with easy curvature and with such gradients that no grade will exceed 0 -40 per 100 against the traffic moving east and 0 -50 per 100 against the west bound traffic. This will, of course, involve much work of heavy character, but the results to be thereby attained will have a most important bearing on the successful and economical operation of tin; railway. This report of the Chief Engineer will be found in the appendices. 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 July 1, 1905. 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 IV. The several subsidy Acts passed in each year from 1882 will be found in Part III. No subsidies were authorized in the session of 1895, 1896, 1898, 1902 and 1905. Information has been brought down to the end of the fiscal year 1905-06. SUBSIDY CONTRACTS ENTERED INTO DURING 1905-06, TO JUNE 30, 1906. Canadian Pacific Railway Company.— From St. Philippe d'Argenteuil Station, &c, northerly, 3 miles; contract dated March 20, 1906. Central Ontario Railway Company. — Erom a point near Bancroft to a point near Whitney, 40 miles; contract dated September 6, 1905. Chateauguay and Northern Railway Company. — From a point in Hochelaga Ward, Montreal, to a point on Great Northern Railway in or near Joliette, &c, 42 miles; contract dated June 26, 1906. REPORT OF TEE DEPUTY MINISTER xxiii SESSIONAL PAPER No. 20 Kettle River Valley Railway Company. — From Grand Forks to a point 50 miles up Kettle River, 50 miles; contract dated July 28, 1905. Klondike Mines Railway Company. — From Dawson to Stewart River, 84 miles; contract dated May 25, 1906. Kootenay Central Railway Company. — From Golden to International boundary line, via Windermere and Fort Steele, &c, through Crow's Nest Pass at or near Elko, 186 miles ; contract dated June 23, 1906. Mabou and Gulf Railway Company, Limited. — From Mabou Coal Mines to a point near Glendyer, thence to Orangedale on Intercolonial Railway, 34 miles; con- tract dated July 5, 1905. Midway and Vernon Railway Company. — From Midway to Vernon, 150 miles; contract 'dated July 28, 1905. SUBSIDIES PAID DURING THE FISCAL YEAR ENDED JUNE 30, 1906. Canadian Pacific Railway ( Kootenay and Arrowhead Branch $ 89,07o 00 Chateauguay and Northern Railway 116,000 00 Halifax and South-Western Railway 176,512 00 James Bay Railway 651,264 00 La Compagnie du chemin de fer de Colonization du Nord 75,376 00 Middleton and Victoria Beach Railway 50,303 80 Nicola, Kamloops and Simalkameen Railway Coal and Railway Company 110,592 00 Orford Mountain Railway 45,764 50 Quebec and Lake St. John Railway 86,016 00 Restigouche and Western Railway (now International Railway Company of New Brunswick) 50,070 07 $1,450,974 37 GOVERNMENT ACTION AS TO SUBSIDIZED RAILWAYS. (The numbers within brackets after the title of the company refer to the lists of railways for which subsidies have been authorized by Parliament year by year, from the commence- ment of the system of railway subsidjtin 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 progress made, in so far as the Dominion government is concerned ; only those lines and companies oeing mentioned as to which definite steps, other than merely preliminary, have been taken towards securing the subsidv. X2iv DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 The following shows the aggregate of the payments made on subsidy accounts : — For the fiscal year 1883-84, ended on June 30, 1884 $ 208,000 00 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 •' To the above there have to be added the following exceptional subsidies: — The Canada Central Railway, paid between 1878-83. . $ 1,525,250 00 The Canadian Pacific Railway extension from St. Martin'3 Junction to Quebec, paid in 1885 .... 1,500,000 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* $31,229,885 06 Total subsidies paid from ' Consolidated Fund ' up to June 30, 1906 $ 34,255,135 06 The main line subsidy to the Canadian Pacific Rail- way was paid from ' Capital,' amounting to. . . . 25,000,000 00 Total paid as subsidies $ 59,255,135 06 The above does not include the amount $2,394,000, due to l he 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 is paid, amounting to ^1 19,700 a year. (See note on page 49 of tin- accountant's statement, Part I.) Xote. — The names, locations and mileage of the several railways of the Dominion, together with those of the branch lines composing their systems will 1m- found in the 'Railway Statistics/ now issued parate report. * In these amounts the subsidy <■; a year payable to the Atlantic and North-west Railway Company, for 20 years from July 1, 1889, is included. Payment is made by the Finance Department- REPORT OF THE DEPUTY MINISTER XXV SESSIONAL PAPER No. 20 ALBERTA SOUTHERN RAILWAY COMPANY. (See Annual Eeport of 1891-92.) ALGOMA CENTRAL AND HUDSON BAY RAILWAY COMPANY. (See Nos. 437 and 479.) This company was incorporated as ' The Algoma Central Railway Company ' by the Act 62-63 Vic, chap. 50 (1899), with powers to construct a line of railway from the town of Sault Ste. Marie to a point on the Canadian Pacific Eailway at or near Dalton Station, and thence south-westerly to Hichipieoten Harbour, Lake Superior. These powers were amended by the Act 63-64 Vic, chap. 49 (1900), and the com- pany were empowered to build a railway from Sault Ste. Marie to a point between the rivers Magpie and Michipicoten. and thence to the main line of the Canadian Pacific Kailway, and southerly to Michipicoten Harbour. By the Act 1, Ed. VII., chap. 46 (1901), the name of the company was changed as above, and they were empowered to build an extension of their railway from a point on the Canadian Pacific Railway northerly to some point on James Bay, not further north than Equam river. By the Railway Subsidy Act of 1899, 62-63 Vic, chap. 7, item 23, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on expenditure in ex- cess of $15,000 a mile, the whole subsidy not to exceed $6,400 a mile, was authorized for 40 miles of a railway from Sault Ste. Marie towards Michipicoten river and har- bour, and towards the Canadian Pacific Railway. The company having applied for this subsidy, a contract was entered into with them, accordingly, on September 28, 1901, under authority of orders in council dated May 30 and August 10, 1901. By the Railway Subsidy Act of 1900, 63-64 Vic, chap. 8, item 4, the grant of a similar subsidy to the company was authorized for an extension of 25 miles from the end of the 40 miles section above mentioned, and also for 25 miles from Michipicoten harbour towards the main line of the Canadian Pacific Railway. Under authority of an order in council, dated January 6, 1902, a contract was entered into with the company on February 5, 1902, for the work so subsidized. By the Railway Subsidy Act of 1901, chap. 7, item 20, the grant of a similar sidy was authorized for a further distance, not exceeding 135 miles, to a point on the Canadian Pacific Railway at or near White river, and a contract was entered into with the company accordingly on October 15, 1902. Payments of subsidy to the extent of $924,976 had been made up to June 30, 1905. No further payments have been made up to June 30, 1906. ATLANTIC AND LAKE SUPERIOR RAILWAY COMPANY. (See No. 524.) This company was incorporated by the Act 56 Vic. chap. 39 (1S93), with powers to construct or acquire a line of railway from a point at or near Gaspe" bay. in the pro- vince of Quebec, to a point at or near the St. Mary river, in the district of Algoma, XXVI DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 he province of Ontario, and was authorized to enter into agreement with certain companies named for the purchase or lease of their railways, in whole or in part, and their franchises, between the points named. Agreements were made by the company, and were confirmed by Parliament by the Act 57-58 Vic, chap. 63 (1894), as follows :— (1) For the purchase of the Baie des Chaleurs Railway Company's railway and rtenances and their franchises. (2) For the use of a bridge to be constructed across the River St. Lawrence, opposite the city of Montreal, to be built by the Mont- real Bridge Company. (3) For the purchase of the Great Eastern Railway between Yamaska and St. Gregoire, in the province of Quebec. (4) For the purchase from Ottawa Valley Railway Company of their railway between Lachute and St. An- drew's, in tne province of Quebec, and their franchises. The Act provided that the railways named should be completed within three years, and the bridge within five years. Difficulties, however, arose; the property of the Atlantic and Lake Superior Rail- way Company was ultimately vested in the trustees of the bondholders, who, by the Act 1, Ed. VII., chap. 48, 1901, were authorized, notwithstanding anything contained in any Act of Parliament, to repair and renew the road-bed and bridges of the railway between Metapedia and Caplin. and to construct the railway from Caplin to a point near Paspebiac ; such powers of construction to be exercised before December 31, 1902 ; al^o to operate the railway between Metapedia and Paspebiac, the Baie des Chaleurs division. By the Subsidy Act of 1901, 1 Ed. VIL, chap. 7, item 9, the grant of a subsirly was authorized for the 30 miles between Caplin and Paspebiac, namely, of $3,200 a mile, with a further subsidy of 50 per cent of cost in excess of $15,000 a mile; in all, xceeding $6,400 a mile; the subsidy contract to be made 'with the trustees or re- ceivers under mortgage from the Atlantic and Lake Superior Railway Company.' The Act provided for payment out of the subsidy, 1st, for certain bridge superstructures, the amount being limited to $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 supplies furnished in connection with the said section of railway.' Under date July 25, 1901, a subsidy contract was entered into accordingly. The road was completed, and, on inspection, was so reported in June, 1903. The question of the amount of subsidy earned remained to be decided, involving decision as to the actual, necessary and reasonable cost of this 30 miles of railway. On examination, this cost was found to be $589,485.37, and the total subsidy earned $165,735. By an order in council of July 23, 1904, authority was given for certain pay- ments on that basis, and for the appointment of a special commissioner for the in- vestigation of the various claims presented for labour, &c. Up to June 30, 1904, payments had been made to the extent of $104,153.93. Of this total, $32,153.98 was for bridge superstructures, and $72,000 to the trustees for road-bed completion. REPORT 0-F TEE DEPUTY MINISTER xxvii SESSIONAL PAPER No. 20 During the fiscal year 1904-05 there was paid a total of $42,336.86, of which $14,675.84 was paid to the trustees for road-bed completion, and $27,661.02 for labour, &c, making the payments up to June 30, 1905, $32,153.98 for bridge superstructures, $86,675.84 for road-bed completion, and for labour, &c, $27,661.02, a total of $146,- 490.84. The number and amounts of the claims put forward for labour, &c, were so considerable, and they were of so complicated a character, that the necessary in- vestigation before the apportionment of the moneys available could be made was a matter of time and difficulty. This investigation was carried out by the department, and, finally, by Judge Langelier, of Quebec, upon whose decision payments have been made as above stated. No further payments have been made up to June 30, 1906. It has to be observed that, as stated in the annual report of the department* for the year 1894-95, subsidy has been paid to the Baie des Chaleurs Railway Company for the portion of this railway from Metapedia eastwardly towards Paspebiac, 70 miles, to the extent of $620,000. 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 June 30, 1906, is $3,172,200. Payment is made by the Department of Finance direct. ATLANTIC, QUEBEC AND WESTERN RAILWAY COMPANY. (See No. 595.) This company was incorporated by the Act of Quebec, 1 Ed. VII., (1901) chap. 63 with powers to construct a railway from Gaspee Basin to some point north of Caus- 'apscal, but not beyond Sayabec, in the county of Matane. Other powers were granted of a general commercial character. By the Dominion Act, 3 Ed. VII., chap. 81 (1903), the above company was de- clared 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 Causapscal on the Intercolonial Railway, to a point at or near Edmundston, N.B. By the Dominion Subsidy Act, 3 Ed. VII., (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 rail- way 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 railway from Pas- pebiac to Gaspe, not exceeding 102 miles. 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 25, l'.K)5, under authority of order in council dated January 28, 1905. No payments have been made up to June 30, 1906. xxviii DEPARTMENT OF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 BAIE DES CHALEURS RAILWAY COMPANY. (See Annual Eeport of 1895-96.) (See also Atlantic and Lake Superior Railway Company.) THE BAY OF QUIXTE RAILWAY COMPANY. (See Nos 434 and 581.) This company was incorporated by the Dominion Act of 1881, chap. 46, under the name ' The Bay of Quinte Railway and Navigation Company,' with powers to con- struct a line of railway from Mill Point, county of Hastings, on the Bay of Quinte, to a point of junction with the Grand Trunk Railway. By the Act of 1896 it was empowered to amalgamate with the Kingston, Xapanee and Western Railway Company (formerly the Napanee, Tamworth and Quebec Rail- way Company), under the name of the Bay of Quinte Railway Company. Its powers were extended to cover the construction of branch lines, not exceeding 20 miles in length, each to connect with mines and mineral lands, and by the Act of 1900, chap. 50, extensive powers were conferred for development of electrical power, and for mining and timber industries. Their powers of construction were extended to June 14, 1905. By the Subsidy Act of 1899, chap. 7, item 20, as amended by clause 9 of the Sub- sidy Act of 1900, cl.ap. 8, the grant of aid was axithorized to the extent of $3,200 per mile for 10 miles, for extensions, branches and additions to connect their lines of rail- way or to connect the said lines or connecting lines with iron or other mines or mineral or wood lands in certain counties named. This was in lieu of part of the balance of subsidy granted to the Kingston, Napanee and Western Railway in 1892. Under date of December 30, 1902, a subsidy contract was entered into with them accordingly. By the Subsidy Act of 1899, chap. 7, item 45, the grant of aid to the extent of* $3,200 per mile with an addition of 50 per cent on average expenditure in excess of $15,000 per mile, the whole not exceeding $6,400 per mile, was authorized for an ex- tension not exceeding 2 miles, of the company's line, westerly, from a point at or near Richmond Boundary Road, near Desoronto, and also for an extension from the end of the said two miles, northerly, for a distance not exceeding 3 miles. Under date of December 30, 1903, a separate contract was entered into with the company for each of these two sections. During the fiscal year 1902-03 payment was made of $19,200 for the six miles between Deseronto and Napanee, under the subsidy granted by item 20 of the Act of 1899'. By the Subsidy Act of 1903, chap. 57, item, 37, the grant of aid to the extent of $3,200 per mile with an addition of 50 per cent on the average expenditure in excess of $15,000 per mile, the whole not exceeding $6,400 per mile, was authorized for fur- ther extension of the company's 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 Queensborough and Bannockburn. to a point in the township of Marmora or Lake in Hastings county, not exceeding 20 miles in all. REPORT OF THE DEPUTY MINISTER xxix SESSIONAL PAPER No. 20 Under date of January 23, 1904, a subsidy contract was entered into with the com- pany for the construction of this extension. The total payments to this company on subsidy account amounted to $69,120, up to June 30, 1904; but there had been previously paid to the Kingston, Napanee and Western Eailway Company a total of $208,732.80. No further payments have been made up to June 30, 1906. BEERSVILLE COAL AND RAILWAY COMPANY. (See No. 604.) This company was incorporated by the Act of New Brunswick, 3 Edward VII., chap. 94 (1903), with power to construct a railway from Adamsville on the Inter- colonial Railway to a point at or near Brown's Landing or Beersville, and also to carry on the business of coal mining in all its branches, and other privileges in connection therewith. By the Subsidy Act of 1903, chap. 57, item 60, a subsidy was authorized for 7 miles of the company's railway from Adamsville to Brown's Landing or Beersville, $3,200 a mile, with a further subsidy of 50 per cent on cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile. . The company were admitted to contract on June 24, 1904. During the fiscal year 1905, subsidy was paid for this work to the extent of $20,- 736, the total paid up to June 30, 1906. BEAUHARNOIS JUNCTION RAILWAY COMPANY. (Operated by New York Central Railroad, (See Annual Report, of 1895-96.) 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. This company was incorporated by the Act 63 Vic, chap. 109 (Ontario), with powers to construct a line of railway to be operated by steam or electricity, or partly by steam and partly by electricity, from a point in the town of Bracebridge to some point in the township of McLean, a distance of about fourteen miles, and to con- struct, extend and operate a continuation or branch of such railway from Bracebridge to some point on Muskoka Lake at or near Beaumaris, in the township of Monck, a distance of about ten miles, all in the district of Muskoka. xxx DEPARTMENT OF RAILWAYS AND CANALS , 6-7 EDWARD VII., A. 1907 By the Eailway Subsidy Act of 1900, 63-64 Vic, chap. 8, item 7, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on average expendi- ture in excess of $15,000 a mile, the whole subsidy not to exceed $6,400, was author- ized for a railway from Braceb ridge, in Musk oka, to a point at or near Baysville, Out., not exceeding 15 miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on December 30, 1902, under authority of Order in Council, dated April 6, 1903. No payments have been made up to June 30, 1906. BROCKVILLE, WESTPORT AND SAULT STE. MARIE RAILWAY COMPANY. (See Annual Report of 1896-97.) BRANTFORD, WATERLOO AND LAKE ERIE RAILWAY COMPANY. (Now part of Toronto, Hamilton and Buffalo Railway.) (See Annual Report of 1895-96.) BRUCE MINES AND ALGOMA RAILWAY COMPANY. (See Annual Report of 1904-05.) BUCTOUCHE AND MOXCTON RAILWAY COMPANY. (See Annual Report of 1893-94.) CALGARY AND EDMONTON RAILWAY COMPAW. (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 CO. (FORMERLY NORTHERN AND WESTERN" RAILWAY COMPANY OF NEW BRUNSWICK, NOW PART OF THE INTERCOLONIAL 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 Nos. 446, 493.) By the Dominion Act 62-63 Vic, chap. 57 (1889), authority was granted for the amalgamation of the Winnipeg Great Northern Railway Company (formerly the Winnipeg and Hudson's Bay Railway and Steamship Company, the name of which was bv the Act of 1887, chap. 81, changed to the Winnipeg and Hudson's Bay Railway REPORT OF THE DEPUTY MINISTER XXXi SESSIONAL PAPER No. 20 Company), and the Lake Manitoba Railway and Canal Company, under the name of the Canadian Northern Railway Company, and the agreement for such amalgamation was confirmed ; authority also was given for the construction of a railway from Prince Albert to Edmonton, also a branch from a point on that line to the Peace river, to- gether with certain other branch lines. The Dominion Act 1 Ed. VII., chap. 52 (1901), confirmed certain agreements for amalgamation of the Manitoba and South-eastern Railway Company and the Ontario and Rainy River Railway Company with the above company; it also granted authority to coustruct certain lines of railway described. By the Dominion Act 1 Ed. VII., chap. 53 (1901), authority was granted to the above company, to lease, with the option of purchase the Northern Pacific and Mani- toba Railway, the Winnipeg Transfer Railway Company, Limited, the Portage and North-western Railway Company, and the Waskada and North-eastern Railway Com- pany. , By the Dominion Subsidy Act 62-63 Vic, (1889), chap. 7, item 32, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in exce- $15,000 a mile, limited in all to $6,400 a mile, was authorized for 100 miles of rail- way from a point on the Winnipeg Great Northern Railway north of Swan river to Prince Albert, N.W.T. By the Dominion Subsidy Act 63-64 Vic, (1900), chap. 8, item 18, the grant of a similar subsidy for 100 miles of railway in further extension of the company's line from north of Swan river towards Prince Albert, was authorized. The company having applied, they were admitted to contract under both sub- sidies, the two agreements being dated December 7, 1903. The payments made to this company under the aforesaid agreements aggregate the following amounts : — For the Ontario and Rainy River Railway (see the Annual Report for 1902-03), $1,534,976, all paid prior to June 30, 1903. For the Prince Albert Branch, $374,156. The total of the above payments amounts to $1,909,132, up to June 30, 1904. By the Special Act 3 Ed. VII., chap. 7 (1903), assistance was granted for the extension of the company's railway for 620 miles from Grandview, the terminus of their Gilbert Plains branch to Edmonton, and for a distance of 100 miles east of Prince Albert to Prince Albert, by guaranteeing the principal and interest at 3 per cent per annum of first mortgage bonds and other securities to the extent of $13,000 a mile, the principal to be payable in 50 years from the passage of the Act. Under date July 29, 1903, a trust mortgage between the Canadian Northern Rail- way Company, the British Empire Trust Company, Limited, the National Trust Company, Limited, and His Majesty, was executed in pursuance of the provisions of the said Act, the security to be held by the trustees to be a charge on the two lines of railway thereunder to be constructed, with their equipment, buildings and appurten- ances, on the balance of the Prince Albert Branch east of Erwood, and on the com- xxxii DEPARTMENT OF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 panVs already constructed and operated lines from Port Arthur westwards as enumer- ated in a schedule attached, with their buildings, equipment and appurtenances. Under the same date, July 29, 1903, an agreement was made with the company for the construction of the said two lines of railway, accordingly, the line from Grand- view to Edmonton to be completed by October 1, 1905, and the 100 miles east from Prince Albert by the same date. By an Order in Council of November 3, 1905, the time for completion was extended to October 1, 1906. Under orders in council of November 5, 1903, March 10, 1904, August 18, 1904, January 13, 1905, and August 25, 1905, authority has been given for the payment out of moneys deposited with the government, as proceeds of the company's stock, for that purpose, under the said agreement of the sum of $7,415,200, for the work executed on the 620 miles between Grandview and Edmonton, and of the sum of $1,144,000, for work on the 100 miles east from Prince Albert, being the proportion of the guarantee earned for the execution of 92 per cent of the estimated cost, $11, 341,300, of the work to be done on the 620 miles, including equipment, and of 88 per cent of the estimated cost, $1,709,115, of the work to be done on the 100 miles, including equipment. This represents the position up to June 30, 1906. For certain portions of the company's lines, under the aforesaid amalgamations, land grants have been authorized (see Winnipeg Great Northern Railway Company and Manitoba and South-eastern Railway Company in annual report for 1895-96.) These matters are dealt with by the Department of the Interior. The company further, by virtue of this amalgamation, have an agreement with the government for the transport of men, supplies, materials and mails for 20 years over the portion of their line from Gladstone to a point half way to the River Sas- katchewan. CANADIAN PACIFIC RAILWAY COMPANY. (Revelstoke to Arrow Lake.) (See Annual Report for 1896-97.) CANADIAN PACIFIC RAILWAY COMPANY. (Pipestone Branch — Antler station to Moose mountain.) (See Annual Report for 1901-02.) CANADIAN PACIFIC RAILWAY COMPANY. (Crow's Nest Pass Railway.) (See Annual Report for 1902-03.) ' CANADIAN PACIFIC RAILWAY COMPANY. (Waskada Branch.) (See No. 494.) By the Railway Siibsidy Act of 1900, 62-64 Yic, chap. 8, item 19, 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, but not exceeding in all $6,400 a mile, was authorized for a railway from the REPORT OF THE DEPUTY MINISTER XXXiii SESSIONAL PAPER No. 20 westerly end of the Waskada branch of the Canadian Pacific Eailway, Manitoba, for 20 miles further. That company having applied for the said subsidy, a contract was entered into with them for the work on December 28, 1901, under authority of orders in council, dated July 6, September 11, October 3, and November 30, 1901. No portion of the subsidy was paid up to June 30, 1902. In the fiscal year 1903-04 payments were made to the extent of $64,000. No further payments have been made up to June 30, 1906. CANADIAN PACIFIC RAILWAY COMPANY. (Pheasant Hills Branch.) (See No. 616.) By the Subsidy Act of 1903, Ed. VII., chap. 57, item 72, 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, but not exceeding in all $6,400 a mile, was authorized for a railway from a point on the main line of the Canadian Pacific Railway between Moosomin and Elkhorn, north- westerly to a point in the neighbourhood of the Pheasant Hills, not exceeding 136 miles. The company having applied, a contract was entered into with them on January 14, 1904, under authority of orders in council of November 17, 1903, and January 12, 1904. During the fiscal year, 1905, subsidy was paid for this work to the extent of $56,576, making the total payments up to June 30, 1905, $435,200. No further payments have been made up to June 30, 1906. CANADIAN PACIFIC RAILWAY COMPANY. (Dyment Branch.) " (See Annual Eeport for 1902-03.) CANADIAN PACIFIC RAILWAY COMPANY. (See No. 593.) By the Railway Subsidy Act 3 Ed. VII., (1903) chap. 57, section 2, 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 Northern Railway between St. Philippe d'Argenteuil and Lachutc, thence in a northerly direction, passing through the village of Browns- burg, not exceeding 3 miles. This company having applied for the said subsidy, a contract was entered into with them for the work on March 20, 1906, under authority of orders in council dated November 8, 1905, and February 19, 1906. No payments have been made up to June 30, 1906. 20— c XXXiv DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 CANADIAN PACIFIC RAILWAY COMPANY. (West Selkirk — Lake Winnipeg Branch.) (See Annual Report for 1902-03.) CAP DE LA MADELEINE RAILWAY COMPANY. (Leased J:o Canadian Pacific Railway.) (See Annual Report of 1896-97.) CAPE BRETON RAILWAY EXTENSION COMPANY, LIMITED. (See Annual Report of 1895-96.) (See No. 420.) This company was incorporated by 62 Vic, chap. 126 (1889), of the Acts of Noav Scotia, with powers to construct a railway between Canso and Louisburg and to con- struct a bridge or tunnel over or under the Straits of Canso, or to operate a ferry. By the Nova Scotia Act of 1902, chap. 190, it was further empowered to build branches from any point on its main line or branches to any other point in the county of Cape Breton. By the Subsidy Act of 1899, 62-63 Vic, chap. 7, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on the average cost in excess of $15,000 a mile, in all not exceeding $6,400 a mile, was authorized in aid of a railway from Port Hawkesbury, on the Strait of Canso, N.S., to St. Peter's, 30 miles. b The above company, having applied, were admitted to contract for work on Sep- tember 15, 1900. Payments have been made up to June 30, 1904, of $182,400. No further payments have been made up to June 30, 1906. CENTRAL COUNTIES RAILWAY COMPANY. (See No. 574.) This company was originally incorporated by the Dominion Act, 50-51 Vic, (1887) chap. 82, under the name of the Prescott County Railway, with powers to con- struct and operate a railway from a point in or near the village of Hawkesbury, in the county of Prescott, to a point on the line of the Ontario and Quebec Railway in the county of Soulanges, in the province of Quebec, and to a point on the line of the Canada Atlantic Railway, in the county of Glengarry, and to the River St. Lawrence, in or near the town of Cornwall, with a branch to Caledonia Springs. By the Dominion Act 52 Vic, chap. 80, the name of the company was changed to the above, and power granted to construct a bridge across the Ottawa river. By a fur- ther Dominion Act, 2 Edward VII., chap. 53, power was granted for the extension of the railway from Hawkesbury to South Indian. This railway is now operated by the Grand Trunk Railway System, under a lease to the Canada Atlantic Railway. By the Dominion Subsidy Act of 1903, 3 Edward VII., chap. 57, the grant of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in excess of a mile, wx exceeding in all $6,400 a mile, was authorized for 35 miles, and REPORT OF THE DEPUTY MINISTER XXXV SESSIONAL PAPER No. 20 has been granted to this company, in lieu of the subsidy authorized by item 22 of sec. 2 of chap. 7 of 1899. Application having been made, the company was admitted to contract for this work on December 26, 1903, under authority of the Order in Council of December 12, 1903. iSTo payments have been made up to June 30, 1906. CENTRAL ONTARIO RAILWAY COMPANY. (See Annual Eeport for 1900-01.) (See No. 547.) 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 Eailway Subsidy Act, 3 Ed. VII., (1903) chap. 57, section 2, 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 company's railway from a point at or near Bancroft to a point on the Canada Atlantic Eailway 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, under authority of an order in council dated July 22, 1905 ; the road to be completed by August 1, 1907. No payments have been made up to June 30, 1906. CENTRAL RAILWAY COMPANY OF NEW BRUNSWICK. (See Annual Eeport for 1902-03.) CHATEAUGUAY AND NORTHERN RAILWAY COMPANY. (See Nos. 507, 508, 509, 599 and 631.) This company was incorporated by the Quebec Act of 1895 (1), chap. 64, its powers of construction being modified by the Act, chap. 75 of 1896. By the Dominion Subsidy Act of 1900, 63-64 Vic, chap. 8, the grant to this com- pany of a subsidy of $3,200 a mile, with an addition of 50 per cent on the cost in ex- cess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for 42 miles of a railway from a point in Hochelaga ward, Montreal, to a point on the Great Northern Eailway in or near the town of Joliette, with a spur into the town. The company were admitted to contract for this work on January 19, 1901. On the same date they were admitted to contract for two other works, specially subsidized by the same Act, viz., for a railway, vehicular, and foot-passenger bridge from Bout de L'lle to Charlemagne, at the junction of the Eivers Ottawa and St. Lawrence, $150,000, and for a bridge across the Lac Ouareau river, $15,000. No portion of these three subsidies has been paid up to June 30, 1903. 20— ci xxxvi DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 By the Dominion Subsidy Act of 1903, chap. 57, item 55, the grant to this com- pany 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 16 miles of a railway from a point on its main line at or near L'Epiphanie, via the parish of St. Jacques de l'Achigan to the village of Rawdon. The company were admitted to contract for this work on December 12, 1903. * By the Dominion Subsidy Act of 1903, chap. 57, sec. 3, sub-sec. 4, a subsidy was authorized for the Bout de LTle bridge of $50,000, in addition to that granted by item 33 of section 2, of chap. S, of 1900. The total of the payments made to the company up to June 30, 1904, amounted to $151,595, including $99,000 for bridges. By the Railway Subsidy Act, 4 Edw. VII., (1904) chap. 24, section 3, the 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'Ue to Charle- magne at the junction of the Ottawa and St. Lawrence rivers, a sum not exceeding $51,000 was authorized. The company were admitted to contract for this work on November 12, 1904, under authority of an order in council dated September 26, 1904. The two bridges, subsidized as above, are completed, and during the past fiscal year the full amount of the subsidies, $116,000, has been paid, making the total pay- ments for these works, $215,000. By the Railway Subsidy Act, 4 Edw. VII., (1904) chap. 34, section 2, item 5, the subsidy granted by chapter 8 of 1900, section 2, item 32, 42 miles of railway, was revoted. The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 26, 1906, under authority of an order in council dated February 16, 1906. No payments have been made up to June 30, 1906. CHATHAM BRANCH RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1893-94.) CHIGNECTO MARINE TRANSPORT COMPANY. (See Annual Report for 1894-96.) COAST RAILWAY COMPANY OF NOVA SCOTIA. no changed to Halifax and Yarmouth Railway Company by Nova Scotia Statute of 1899, chap 128.) (See Annual Report of 1904-05.) REPORT OF THE DEPUTY MINISTER xxxvii SESSIONAL PAPER No. 20 COMPAGNIE DU CHEMIN DE FER DE COLONIZATION DU NOBD. (See No. 451.) This company was incorporated by the Dominion Act 62-63 Vic, chap. 62 (1889), svith powers to construct and operate a railway from a point in or near Labelle, in the county of Labelle, Quebec, and passing within a mile of the parish church of L'An- nonciation, in the township of Marchand, in the said county, and within a mile of the parish church in the village of Nominingue, in the township of Loranger, and within a mile of the village of Rapide de L'Orignal, in the townships of Robertson and Campbell, and thence in a westerly direction to a point at or near Lake Temis- camingue, in the county of Pontiac. By the Railway Subsidy Act 62-63 Vic, chap. 7 (1889), item 37, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on the average ex- penditure in excess of $15,000 a mile, the whole subsidy not to exceed $6,400 a mile, was authorized for a railway for a distance not exceeding 22 miles from Labelle in a north-westerly direction, to Nominingue, via Notre Dame de l'Annonciation. The company having applied for this subsidy, a contract was entered into with them, accordingly, on July 8, 1902. During the past fiscal year, payments have been made to the extent of $75,376, making the total payments up to June 30, 1906, $128,760. COBOURG, NORTHUMBERLAND AND PACIFIC RAILWAY COMPANY. (See Annual Report for 1900-01.) COLUMBIA AND KOOTENAY RAILWAY AND NAVIGATION COMPANY. (Leased to the Canadian Pacific Railway Company.) (See Annual Report for 1891-92.) 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.) XXXviii DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 DOMINION COAL COMPANY. (Now Sydney and Louisburg Railway.) (See Annual Report for 1S95-96.) DRUMMOND COUNTY RAILWAY COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1900-01.) EAST RICHELIEU VALLEY RAILWAY COMPANY. (Now part of Quebec Southern Railway.) (See Annual Report of 1888-89.) EDMONTON, YUKON AND PACIFIC RAILWAY COMPANY. (See Nos. 455, 572.) This company was incorporated by the Dominion Act of 1896, 59 Vic, chap. 71, under the name of the Edmonton District Railway, with powers to construct and operate a railway from some point within the town of Edmonton to a point in South Edmonton on the Calgary and Edmonton Railway 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 Sas- katchewan, together with a branch to a point on Sturgeon river. Other powers were granted of a general commercial character. By the Dominion Act of 1898, 61 Vic, chap. 63, the company was empowered to extend their line of railway from the Athabaska to the navigable waters of Pelly river. By the Dominion Act of 1889, 62-63 Vic, 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 River Pass, to a point in British Columbia, or to connect with the railway which the British Pacific Railway Company is authorized to construct, and also to construct and operate a branch line to some point on the Yukon river. By the Dominion Subsidy Act of 1903, 3 Edw. VII., 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 in all to $6,400 a mile, was authorized for 50 miles of a railway from the town of Strathcona to Edmonton, and thence westerly towards the Yellow Head Pass. The company having applied for this subsidy, a contract was entered into with them, accordingly, on June 24, 1904, the road to be completed by December, 1906. No payments have been made up to June 30, 1906. ELGIN, PETITCODIAC AND HAVELOCK RAILWAY COMPANY. (See Annual Reports for 1885-86 and 1890-91.) REPORT OF THE DEPUTY MINISTER xxxix SESSIONAL PAPER No. 20 ERIE AND HURON RAILWAY COMPANY. (Now part of Lake Erie and Detroit Eiver Railway.) (See Annual Eeport for 1886-87.) ESQUIMALT AND NANAIMO RAILWAY COMPANY. (Now part of Canadian Pacific Railway System.) (See Annual Report for 1886-87.) FREDERICTON AND ST. MARY'S BRIDGE COMPANY. (Now part of Intercolonial Railway.) (See Annual Report of 1904-05.) GRAND TRUNK, 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.) (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-WESTERN RAILWAY COMPANY. (See Nos. 567, 619.) This company was declared to be incorporated under date of the 21st day of August A.D. 1901, by the Act of the province of Nova Scotia, 2 Edward VII. . 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 Dominion 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 xl DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 mile, not exceeding in all $6,400 a mile, was authorized for lines of railway (a) from a point at or near Halifax to a point on the Central Railway at or near Mahone Bay, 68 miles; (b) from a point on the Central Eailway 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 Liver- pool, 29 miles. The company was admitted to contract on November 9, 1903, under authority of an order in council dated November 4, 1903. During the past fiscal year, payments have been made to the extent of $176,512, making the total payments up to June 30, 1906, $653,776. HALIFAX AND YARMOUTH RAILWAY COMPANY. (Formerly the Coast Railway Company of Nova Scotia, which see.) (Name changed by Nova Scotia Statute of 1899, Chap. 128.) (See Annual Report for 1902-03.) HARVEY BRANCH RAILWAY COMPANY. (See Annual Report of 1889-90.) HEREFORD RAILWAY COMPANY (FORMERLY HEREFORD BRANCH RAILWAY COMPANY). (See Annual Report of 1891-92.) INTERNATIONAL RAILWAY COMPANY (Now part of Canadian Pacific Railway System.) (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 railway commencing at the terminus of the first section of 10 miles of railway ex- tending 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 Edmund- ston, 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 srtenl of $5,000 per mile; the capital* stock to be $600,000, with provision for in- crease to $1,500,000. By the Subsidy Act of 1903, chap. 57, item 14, authority was given for the grant of a subsidy to the above company for a line of railway from the western end of the 10 miles of it> railway already constructed from Campbellton towards a point on the St. John river between Grand Falls and Edmundston, not exceeding 67 miles, being in lieu of previous subsidies. REPORT OF THE DEPUTY MINISTER xli SESSIONAL PAPER No. 20 Under date of May 13, 1905, a subsidy contract was entered into with the company accordingly, under the authority of an Order in Council of the 8th of that month. No payments have been made up to June 30, 1906. INVERNESS RAILWAY AND COAL COMPANY. (Name changed from Inverness and Richmond Railway Company by the Act of the province of Nova Scotia, 2 Edward VII., chap. 162 of 1902.) (See Nos. 208, 251, 357, 400, 523 and 568.) This company was incorporated by the Act of the province of Nova Scotia, 50 Vic, chap. 60 (1887), with powers for the construction of a line of railway between Hi kesbury and a point in the district of Margaree. By the Act of 1888, chap. 79, the location of the line was authorized as from Port Hawkesbury, through Port Hast- ings, Judique, Port Hood, Mabou and Margaree, to a point at Eastern Harbour, Cheti- camp. By the Subsidy Act, 57-58 Vic, chap. 4 (1894), assistance to the extent of $80,- 000 was authorized for 25 miles of railway from Port Hawkesbury towards Cheticamp, and the above company was admitted to contract for the work on November 23, 1894. By the Subsidy Act of 1897, 60-61 Vic, chap. 4, in lieu of the subsidy granted in 1894, a subsidy of $3,200 a mile with an addition of 50 per cent on expenditure in ex- cess of $15,000 a mile, such subsidy in all not to exceed $6,400 a mile, was authorized for a railway from Port Hawkesbury to Port Hood and Broad Cove, 53 miles, and the company was admitted to contract thereunder on April 29, 1898. By the Subsidy Act of 1903, chap. 57, item 24, the grant of a subsidy for 30 miles of railway from Cheticamp to a point on the line already built between Broad Cove and Point Tupper, being a revote and in substitution of the subsidy granted by chap. 4 of 1897, was authorized. The company was admitted to contract on November 9, 1903 ; the time for com- pletion being fixed as August 1, 1905. The total payments up to June 30, 1904, amounted to $368,545.97. Under the authority of an Order in Council, dated August 25, 1905, the time for completion of the company's works has been extended to August 1, 1907, being the statutory limit for the completion of the said works. No further payments have been made up to June 30, 1906. IRONDALE, BANCROFT AND OTTAWA RAILWAY COMPANY. (See Annual Report for 1900-01.) JAMES BAY RAILWAY COMPANY. (See No. 583.) This company was incorporated by the Dominion Act of 1895, chap. 50, with powers for the construction of a line of railway from Parry Sound, in the province of Ontario, to French river, at or near Doke's Indian reserve, thence in a northerly direction to the easterly side of Lake Wahnapitae, and thence to a point at or near the mouth of Moose river, on James's Bay. Other powers of a general commercial character were granted. xlii DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 By the Act of 1897, chap. 47, an extension of its line qf railway was authorized from Parry Sound to the city of Toronto, in addition to the line of railway authorized by the Act incorporating the company. Powers were also given to acquire and utilize water and steam power for the purpose of generating electricity for lighting, heating and motor purposes in connection with its railway or any branch or part thereof, also to construct and operate telegraph and telephone lines along the whole length of the railway extension and branches. All the provisions of the Act incorporating the com- pany as to the issue of bonds, debentures or other securities, and all the other powers of the company, shall apply to the extension and branch lines authorized. By the Dominion Subsidy Act, 3 Edward VII. (1903), chap. 57, section 2, item 39, 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 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 lien 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, under authority of orders in council, dated December 24, 1903, and July 23, 1904. Work has been done under this contract to the extent of 48 per cent of the total re- quired, and, under authority of an Order in Council, dated April 2, 1906, payment has been made to the extent of $651,264. JOGGINS RAILWAY COMPANY. (Now Canada Coals and Railway Company.) (See Annual Report for 1891-92.) KETTLE RIVER VALLEY RAILWAY COMPANY. (See No. 611.) This company was incorporated by the Dominion Act of 1901, chap 68, with powers for the construction of a line of railway from a point on the international boundary line at or near Cascade city, British Columbia, thence running in a westerly direction, following 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 company was authorized to form connections at the boundary line, at the said points, with a proposed railway to Republic in the State of Washington, and generally with the rail- way 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. (Z>.) 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 REPORT OF THE DEPUTY MINISTER xliii SESSIONAL PAPER No. 20 fork of Kettle River to Franklin Camp, thence to Killarney by the most feasible route. By the Dominion Subsidy Act, 3 Edw. VII., (1903) chap. 57, section 2, 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 in all $6,400 a mile, was author- ized 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. The company having applied for this subsidy, a contract was entered into with them, accordingly, on July 28, 1905, under authority of an order in council of the same date. No payments have been made up to June 30, 1906. KINGSTON, NAPANEE AND WESTERN RAILWAY COMPANY. (Amalgamated with Bay of Quinte Railway Company.) (See Napanee, Tamworth and Quebec Railway.) KINGSTON AND PEMBROKE RAILWAY COMPANY. (See Annual Report for 1884-85.) KLONDIKE MINES RAILWAY COMPANY. (See No. 615.) This company was incorporated by the Dominion Act of 1899, chap. 72, with powers for the construction of a line of railway from Klondike City along the Klon- dike river to Bonanza Creek, and thence along the Yukon river to Dawson City, to- gether with power to construct certain branch lines. Other powers of a general com- mercial character were granted. By the Subsidy Act of 1903, chap. 57, section 2, 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 in all to $6,400 a mile, was authorized for a railway from Dawson to Stewart river, 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, under authority of orders in council of May 7 and December 24, 1904, and January 7, 1905. The time for completion of this railway has been extended to August 1, 1907. No payments have been made up to June 30, 1906. KOOTENAY AND ARROWHEAD RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See No. 543.) This company was incorporated by the Act 1, Ed. VII., chap. 70 (1901), with powers to construct a railway from a point at or near Lardo, near the head of Koote- nay lake, to a point at or near Duncan ; thence north-westerly to Arrowhead on Arrow lake, B.C., together with such branch lines, none to exceed 30 miles, as may be au- Xliv DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 thorized by the Governor in Council. The company were empowered to lease or sell their works to certain companies named, including the Canadian Pacific Eailway Company. On August 15, 1901, this railway was leased to the Canadian Pacific Eailway Company for a term of 999 years. The leasing was approved by an Order in Council of June 29, 1903. By the Subsidy Act of 1901, chap. 7, item 28, 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, limited to $6,400 in all, was authorized for a railway from Duncan lake towards Lardo or Arrow lake, B.C., or from Lardo to Arrow lake, not exceeding 30 miles. The company having applied for this subsidy, a contract was entered into with them for the work on August 26, 1901, under authority of orders in council of June 8 and July 6, 1901; the time for completion being fixed as August 1, 1903. The road was built from Lardo to Trout lake, 33 miles, and was inspected in June, 1902, with a view to its being opened for public traffic. The time for completion of the said works was extended to September 1, 1907. During the past fiscal year, subsidy was paid to the extent of $89,076, making the total payments up to June 30, 1906, $93,252.15. KOOTENAY CENTRAL RAILWAY COMPANY. (See No. 610.) This company was incorporated by the Dominion 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. (&.) 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 Eailway, 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 com- mercial character were granted, including the acquisition and operation of smelters. By the Dominion Subsidy Act, 3 Edward VII. (1903), chap. 57, section 2, 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 in all to $6,400 a mile, was author- ized for a line of railway from Golden to the international boundary line, via Winder- mere and Fort Steele, and crossing the Crow's Nest Eailway at or near Elko, not exceeding 186 miles. The company having applied for this subsidy, a contract was entered into with them accordingly, on June 23, 1906, under authority of an order in council dated May 14, 1906. No payments have been made up to June 30, 1906. REPORT OF THE DEPUTY MINISTER xlv SESSIONAL PAPER No. 20 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.) l'assomption railway company. (See Annual Report of 1886-87.) LEAMINGTON AND ST. CLAIR RAILWAY COMPANY. (Amalgamated with Canada Southern Railway.) (See Annual Report of 1888-89.) LAKE TEMISCAMINGUE COLONIZATION RAILWAY COMPANY. (Now part of Canadian Pacific Railway System.) (See Annual Report of 1896-97.) LAURENTIAN RAILWAY COMPANY. (See St. Lawrence. Lower Laurention and Saguenay Railway Company.) LINDSAY, BOBCAYGEON AND PONTYPOOL RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1904-05.) LOTBINIERE AND MEGANTIC RAILWAY COMPANY. (See Animal Report of 1896-7.) MABOU AND GULF RAILWAY COMPANY, LIMITED. (See No. 562.) This company was incorporated by the Act of the province of Nova Scotia, 2 Edw. VII. (1902), chap. 134, with powers for the construction of a line of railway from the Mabou coal mines, in the county of Inverness, to a shipping point on Mabou Harbour, thence to connect with the Inverness and Richmond Railway, and also a branch con- necting with the Intercolonial Railway at or near Orangedale; and a branch from a point oil the Intercolonial Railway to a shipping pier on Caribou Cove or Inhabitants Bay. Other powers of a general commercial character were granted. By the Dominion Railway Subsidy Act, 3 Edw. VII. (1903), chap. 57, section 2, item 18, 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 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 revotc of the subsidy granted by chapter 4 of 1894, and in substitution of the 25 miles sub- sidized thereby from Orangedale to Broad Cove. Xlvi DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 The company having applied for this subsidy, a contract was entered into with them, accordingly on July 5, 1905, under authority of an Order in Council, dated June 28, 1905. No payments have been made up to June .30. 1906. MAGANETAWAX RIVER RAILWAY COMPANY. This company was incorporated by the Act 1 Edward VII. (Ontario), chap. 83 (1901), with powers to construct a railway between a point in or near the village of' Burk's Falls, in the district of Parry Sound, and a point on the Maganetawan river, in the said district of Parry Sound, where the said river is navigable for vessels. By the Kailway Subsidy Act, 1 Edward VII., chap. 7 (1901), item 22, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on an average ex- penditure in excess of $15,000 a mile, the whole subsidy not to exceed $6,400, was authorized for a line of railway from a point on the Grand Trunk Railway at or near Burk's Falls, Ontario, to the Maganetawan river, not exceeding two miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on March 19, 1903. During 1902-03 there was paid to the company the sum of $3,552. No further payments were made up to June 30, 1906. MANITOULIN AND NORTH SHORE RAILWAY COMPANY. (See No. 481.) This company was incorporated by the Dominion Act of 1900, chap. 64, 63-64 Vic, with powers to construct a line of railway from Little Current, Manitoulin Island, to a point 100 miles northerly, crossing the Canadian Pacific Railway at or near Onaping or Cartier stations; also from a point in or near the township of Drury or Hyman, on its said line, easterly to Sudbury, also from a point at or near Little Current, south-easterly to the south shore of Manitoulin Island, or Fitzwilliam Is- land, and from a point near Tobermory to Meaford, passing through Wiarton and Owen Sound; also with powers for dock construction, ferry operation, and electric power production. By the Subsidy Act of 1900, chap. 8, item 6, aid was authorized towards the con- struction of 66 miles of the company's railway from Little Current to Sudbury; the company to construct a bridge between Little Current and the mainland, with free provision for vehicular and passenger traffic. By an Act of 1901, section 5, work under the foregoing subsidy was allowed tc be carried on in two sections, the first beginning at Victoria Mines and extending to Sudbury and thence to Lake Wahnapitae, not exceeding 33 miles, the second begin- ning at Little Current and extending to and connecting with the Canadian Pacific Railway at or near Stanley, not exceeding 31 miles. Under date of May 15. 1902, a contract was entered into with the company under REPORT OF THE DEPUTY MINISTER xlvii SESSIONAL PAPER No. 20 the above subsidy for a railway from Victoria Mines to Sudbury and thence to Lake Wahnapitae. During the year 1902-03 there was paid to the company the sum of $32,000. No further payments were made up to June 30, 1906. MASSAWIPPI VALLEY RAILWAY COMPANY. (See Annual Report for 1900-01.) MIDDLETON AND VICTORIA BEACH RAILWAY COMPANY. (See Nos. 503, 536 and 566.) This company was incorporated by the statute of Nova Scotia, 60 Vic, chap. 82 (1897), as ' the Granville and Victoria Beach Railway and Development Company,' with powers to build a line of railway from some point on the Dominion Atlantic Railway at or near Bridgetown, through Granville, to some point at or near Victoria Beach on the Annapolis Basin, with approved branches, &c. This Act was revived by the Act of 1889, chap. 129. It was further revived by the Act of 1901, chap. 160, and extended for six years; the name being changed to the ' Middleton and Victoria Beach Company.' By the Railway Subsidy Act of Canada, 63-64 Vic, chap. 8, item 28, the grant of a subsidy»of $3,200 a mile, with a further subsidy of 50 per cent on cost in excess of $15,000 a mile, not exceeding in all $6,400 a mile, was authorized for 30 miles of a railway from Bridgetown to Victoria Beach, Nova Scotia. The above company having applied, they were admitted to contract for the work on May 5, 1902, under authority of an order in council of April 1, the railway to be completed by December 1, 1903. By the Subsidy Act of 1901, chap. 7, item 21, a similar subsidy was authorized to be granted for an extension from Bridgetown to Middleton, not exceeding 11 miles, and the company having applied for it, a contract was made with them, accordingly, on May 5, 1902 under authority of an Order in Council of April 1, the work to be completed by December 1, 1903. By the Subsidy Act of 1903, chap. 57, item 2, a similar subsidy was authorized for 41 miles of railway from Victoria Beach to Middleton, in lieu of subsidies granted by chap. 8 of 1900, and chap. 7 of 1901. Application having been made, the company was admitted to contract for this work on December 28, 1903, the time for completion being fixed as by Augusl 1, 1905. During the past fiscal year, payments have been made to the extent of $50,303.80, making the total payments up to June 30, 1906, $98,092.80. MIDLAND RAILWAY COMPANY, LIMITED. (Now part of Dominion Atlantic Railway System.) (See Annual Report of 1903-04.) xlvili DEPARTMENT OF RAILWAYS AXD CANALS 6-7 EDWARD VII.. A. 1907 MIDWAY AND VERXOX RAILWAY COMPANY. (See No. 613.) This company was incorporated by the Act of the province of British Columbia, 1 Edward VII. (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 it- .-aid Act of incorporation has been empowered to undertake and operate, are declared to be for the general advantage of Canada. By the Dominion Subsidy Act of 1903, chap. 57, section 2, item 09, 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 line of railway from Midway to Vernon, not exceeding 150 miles. The company having applied for this subsidy, a contract was entered into with rhem accordingly, on July 28, 1905, under authority of an order in council of the same date. No payments have been made up to June 30, 1906; MONTFORT COLONIZATION RAILWAY COMPANY. (See Annual Eeport for 1900-01.) MONTFORT AND GATINEAU COLONIZATION RAILWAY COMPANY. (Now part of Great Northern Railway Company 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 COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1890-91.) MONTREAL AND SOREL RAILWAY COMPANY. (Purchased by Delaware and Hudson Railroad Company.) (See Annual Report for 1892-93.) MONTREAL AND WESTERN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1893-94.) REPORT OF TEE DEPUTY MINISTER slix SESSIONAL PAPER No. 20 MONTREAL AND OTTAWA RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (Formerly the vaudreuil and prescott railway company. Name changed by 53 Vic, ch. 58.) (See Annual Report for 1898-99.) MONTREAL AND PROVINCE LINE RAILWAY COMPANY (Operated by Central Vermont Railway.) (See Annual Report for 1901-02.) NAPANEE, TAMWORTH AND QUEBEC RAILWAY COMPANY. ' (Name changed to the Kingston, napanee and western railway company by the Act 53 Vic, chap. 62.) (See Annual Report for 1895-96.) NAKUSP AND SLOCAN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1894-95.) NEW BRUNSWICK AND PRINCE EDWARD ISLAND RAILWAY COMPANY. (See Annual Report for 1888-89.) NEW BRUNSWICK COAL AND RAILWAY COMPANY. (See No. 522.) This company was incorporated by the Act 1 Edward VII. (1901), chap. 77 (New Brunswick), with powers to construct a line of railway from Chipman to Gibson, with the right to build branches thereto and connecting with any railway or railways in New Brunswick. By the Subsidy Act of 1901, 1 Edward VII., chap. 7, item 7, the gran I of a sub- sidy of $3,200 a mile, with a further subsidy of 50 per cent on average expenditure in excess of $15,00 a mile, the whole subsidy not to exceed $6,400 a mile, was author- ized for a line of railway from Chipman station. New Brunswick, to. Gibson, in lieu of the subsidies granted by 1897, chap. 4, and 1899, ehap. 7, section 2, item 31, not exceed- ing 45 miles. The company having applied for Ibis subsidy, a contract was entered into with them, accordingly, on June 30, 1902. Tlr lotal paid up to -Tune 30, 1904, amounted to $48,000. No further payment- were made up to June 30, 1906. NEW GLASGOW IRON, COAL AND RAILWAY COMPANY. (Now Nova Scotia Steel Company.) (See Annual Report for 1S95-96.) 20— d 1 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 NICOLA, KAMLOOPS AND SIMALKAMEEN COAL AND RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See No. 570.) This company was incorporated by the British Columbia Act of 1891, chap. 47, with powers 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 6f Sim- alkameen river in a southerly direction to Osoyoos lake; also fiom 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, section 2, 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 in all 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 exceed- ing 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, under authority of an Order in Council of April 20, 1905. The sum of $110,592 was paid during the past fiscal year, the total paid up to June 30, 1906. NORTHERN AND PACIFIC JUNCTION RAILWAY COMPANY. (Now part of Grand Trunk Railway System.) (See Annual Report of 1890-91.) NORTHERN AND WESTERN RAILWAY COMPANY. (See Annual Report of 1889-90.) (Also under the head 'Canada Eastern Railway' in Annual Report of 1894-95.) NOVA SCOTIA CENTRAL RAILWAY COMPANY. (See Annual Report for 1898-99.) NOVA SCOTIA EASTERN RAILWAY COMPANY, LIMITED. (See Nos. 516, 519, 563, 607.) This company was incorporated by the Act 1, Edward VII. (1901), chap. 130 (No\a Scotia), with powers to construct a line of railway from a point on the Intercolonial Railway at or near New Glasgow, in the county of Pictou, and passing through the counties of Pictou and Guysborough, to the deep waters of Country Harbour, in the county of Guysborough, and from the Cross Roads, Country Harbour, in the said county of Guysborough, to a point at or near the town of Guysborough, and thence to a point on the Strait of Canso, in the said county of Giiysborough, and such other lines as may become feeders for the main trunk line above described. By the Subsidy Act of 1901, 1 Edward VII., chap 7, item 1, the grant of a sub- sidy of $3,200 a mile, with a further subsidy of 50 per cent on average expenditure in excess of 15,000 a mile, the whole subsidy not to exceed $6,400 a mile, was author- REPORT OF THE DEPUTY MINISTER li SESSIONAL PAPER No. 20 ized for a line of railway from a point on the Intercolonial Railway, at or near New Glasgow to Country Harbour, and from a point at or near Country Harbour Cross Eoads to Guysborough, in lieu of the subsidies granted by 1897, chap. 4, and 1899, chap. 7, sec. 2, item 34, not exceeding 80 miles. The company having applied for this subsidy, a contract was entered into with them, accordingly, on February 19, 1903. By the Subsidy Act of 1903, chap. 57, items 19 and 63, the grant of subsidies was authorized, on terms similar to the above, for lines of railway from New Glasgow to Cross Roads, Country Harbour, via Guysborough, to the Straits of Canso, with a branch from Cross Roads down the Country Harbour river to navigable waters, 116 miles ; and from Dartmouth through the Musquodoboit valley to a point at or near Melrose, to connect there with the railway mentioned in item 19. The company having applied, were admitted to contract under both subsidies, the two agreements being dated April 19, 1904 ; the railways to be completed by December 31, 1906. No payments have been made up to June 30, 1906. NOVA SCOTIA SOUTHERN RAILWAY COMPANY. (See Annual Report for 1902-03.) ONTARIO AND PACIFIC RAILWAY COMPANY. (Name changed to Ottawa and new york railway company, by 60-61 Vic, chap. 57, 1897. (See Annual Report, for 1901-02.) ONTARIO AND QUEBEC RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See West Ontario Pacific Railway Company, and Annual Report for 1891-92.) ONTARIO, BELMONT AND NORTHERN RAILWAY COMPANY. (Operated by Central Ontario Railway Company.) (See Annual Report for 1896-97.) ONTARIO AND RAINY RIVER RAILWAY COMPANY. (Amalgamated with and under the name of the Canadian northern railway company under the Act 62-63 Vic, chap. 80.) (See Ontario and Rainy River Railway Company in Annual Report for 1902-03, and under Canadian Northern Railway Company in present report.) ORFORD MOUNTAIN RAILWAY COMPANY. ~? (See Annual Reports for 1S93-94 and 1894-95.) (See No. 594.) 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. 20— Di lii DEPARTMENT OF RAIL 1 1 A I'.S AND C. i XALS 6-7 EDWARD VII., A. 1907 By the Subsidy Act of 1903, chap. 57, section 2, item 50, 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 ;mthorized for a line of rail- way from a point on its main line between Lawrenceville and Eastman to Lake Bon- ella, 5 miles ; from Kingsbury to Windsor Mills, 10 miles ; and from Eastman to the town line between the township of Bolton and the township of Potton, 12 miles — not exceeding in the whole 27 miles. 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 sections above named, under the authority of orders in council, dated .March 25. 1905, for the two first named sections of 5 and 10 miles, and on February 10, 1905. for the last named section. During the past fiscal year, payments have been made to the extent of $45,764.50, making the total paid to June 30, 1906, including previous subsidies, $168,814.50. OTTAWA AND NEW YORK RAILAVAY COMPANY. (Purchased by New York Central Railroad Company.) (See Ontario and Pacific Railway Company.) OTTAWA, ARNPRIOR AND PARRY SOUND RAILWAY COMPANY. (Now the Canada Atlantic ratlw \v oompany, by amalgamation, under the Art 62-68 Vic, chap. 81, 1890. fSee Annual Report for 180S-99.) OTTAWA AND GATINEAO VALLEY RAILWAY COMPANY. (Same changed to the Ottawa and gatineau railway company, by the Act 57-58 Vic, chap. 87, which consolidated and amended Acts relating to the, company.) (Xame further changed to the Ottawa northers and western railway company, by the Act ] Edw. VII.. chap. 80, 1901.) (See Annual Report for 190:j,-04.) OTTAWA NORTHERN AND WESTERN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Ottawa and Gatineau Valley Railway Company and Pontiac Pacific Junction.) Railway Company.) OSIIAWA RAILWAY AND NAVIGATION COMPANY. (Name changed to the oshawa railway company. !>?/ 51r55 Vic, ch. 91.) (See Annual Report for 1895-96.) parry sound colonization railway company. (Now part of Grand Trunk Railway System.) (See Annual Report for 1895-96.) REPORT OF THE DEPUTY MINISTER liii SESSIONAL PAPER No. 20 PEMBROKE SOUTHERN RAILWAY COMPANY. (See Annual Keport for 1899-1900.) PHILLIPSBURG JUNCTION AND QUARRY COMPANY. (See Annual Report for 1894-95.) (Note the phillipsburg railw w and quarry company. Name changed by 58 Vic, + ch. 65, 1895.) (See Annual Report for 1899-1900.) PORT ARTHUR, DULUTH AND WESTERN RAILWAY COMPANY. (Formerly the thunder bay colonization railway company, now part of the Canadian Northern Railway System.) (See Annual Report for 1892-93.) PONTIAC AND RENFREW RAILWAY COMPANY. (See Annual Report for 1899-1900.) PONTIAC PACIFIC JUNCTION RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report for 1900-01.) QU'APPELLE, LONG LAKE AND SASKATCHEWAN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (S#e Annual Report for 1S90.) QUEBEC BRIDGE COMPANY. {Now the qi ebec bridge and railway company, — name changed by the Act 3 Ed. VII., ch. Ill, 1908.) (See No. 467 and Acts, chaps. 54 and 177 of 1903.) This company was incorporated by the Dominion Act, 50-51 Vie., 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. liv DEPARTMEXT OF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 By the Eailway 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, 4he company were admitted to contract for this subsidy work. The site and plans of the bridge were approved by the Eailway 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 150 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. No further payments have been made. By the Dominion Special Act, 3 Ed. VII., 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 Eailway with the Intercolonial Eailway at Chaudiere Curve, or to some point on those lines near named section to connect with the line of the Canadian Pacific Eailway. Other powers of a general commercial character were granted. The powers of the company for the construction of all its authorized works were 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. 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 be- fore 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 directors of the company. By this agreement the company releases the government from any claim for the unpaid balance of the subsidy of $1,000,000 granted to them, and the government agrees 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 by 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 REPORT OF THE DEPUTY MINISTER lv SESSIONAL PAPER No. 20 to have the right to take possession of the undertaking and property at any time on jone 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 obliga- tions 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 completion of the works was fixed as by December 1, 1906. 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 order in council of January 27, 1904, for the line from the northern terminus 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. Under the terms of the company's aforesaid agreements 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. A new agreement was made on February 9, 1906, between the company, the King and the Bank of Montreal for a further advance not exceeding $1,250,000, at 5 per cent, to be paid over to the Royal Trust Company, who are to pay the company 80 per cent (or, with the consent of the bank, a greater percentage) of the par value of the bonds mentioned in the Chief Engineer's certificates. An agreement, dated March 3, 1906, was made between the Company and the King in order to carry out the above. Up to June 30, 1904, no certificates were issued. During the fiscal year 1904-05, certificates were issued showing work done and and materials delivered to the value of $1, 989,162.85, justifying the issue of bonds to the extent of $2,340,186. During the past fiscal year, 1905-06, certificates were issued showing work done and materials delivered to the value of $1,593,980.13, justifying the issue of bonds to the extent of $1,698,875. The total value of work done and materials delivered, as certified to up to June 1 W6, was $3,583,142.98, justifying the issue of bonds to the extent of $4,039,061. QUEBEC CENTRAL RAILWAY COMPANY. (See Annual Report of 1895-96.) lvi DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 QUEBEC AND LAKE ST. JOHN RAILWAY' COMPANY. (See Annual Eeport of 1895-96.) (.See No. 601.) 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 Eailway Subsidy Act, 3 Edw. VII., (1903) chap. 57, section 2, 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 in all to $6,400 a mile, was authorized for a line or ; 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. The company having applied for this subsidy, a contract was entered into with them, accordingly, on October 12, 1901, under authority of an order in council dated May 5, 1904. During the past fiscal year, payments have been made to the extent of $86,016, the total paid up to June 30, 1906. It may be observed that the company had previously been subsidized, under various Acts, for a line of railway from Quebec to Lake St. John, 186 miles, includ- ing a bridge across the St. (diaries river, and also for the Chicoutimi branch, 72 miles, the aggregate payments for these works amounting to the sum of $1,006,743.50. QUEBEC, MONTMORENCY AND CHARLEVOIX RAILWAY COMPANY. (Now the Quebec Railway, Light and Power Company.) (See Annual Report of 1894-95.) QUEBEC AND NEW BRUNSWICK RAILWAY COMPANY. (See No. 517.) This company was incorporated by the Act (1900), 63-64 Vic, chap. 75, with powers to construct a railway from Connor station on the St. Francis Branch of the Temiscouata Railway (New Brunswick) to a point on the Intercolonial Railway at or near St. Charles Junction, or a point on the Quebec Central Railway at or near St. Anselme, or a point on the Grand Trunk Railway at or near Chaudiere Junction (Quebec) a distance of about one hundred and thirty miles. By the Railway Subsidy Act of 1901, 1 Edward VII., chap. 7, item 2, the grant of a subsidy of $3,200 a mile, with a further subsidy of 50 per cent on an average ex- penditure in excess of $15,000 a mile, the whole "subsidy not to exceed $6,400 a mile, was authorized for a railway from a point at or near St. Charles or at or near Chau- diere Junction or a point on the Quebec Central Railway, near St. Anselme, towards the present terminus of the St. Francis Branch of the Temiscouata Railway, not ex- ceeding 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, chap. 8, sec. 2, item 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, chap. 7. sec. 2. item 43, not exceeding 3 miles; in all not exceeding 63 miles. REPORT OF TEE DEPUTY MINISTER lvii SESSIONAL PAPER No. 20 The company having applied for this subsidy, a contract was entered into with them, accordingly, on August 25, 1902. No payments have been made up to June 30, 1900. RED DEER VALLEY RAILWAY AND COAL COMPANY. (Sec Annual Report for 1902-03.) BESTIGOUCHE AND WESTERN RAILWAY COMPANY. (Now International Railway Company of New Brunswick, which see.) (See No. 527.) This company was incorporated by the Act of the province of New Brunswick. W Vic, chap. 82 (1897), with powers to construct a railway from Campbellton, to a point on the River Saint John between Grand Falls and Edmundston. By the Subsidy Act 60-61 Vic, chap. -1 (1S97), there was authorized a subsidy for a railway from Campbellton ,on the Intercolonial Railway, towards Grand Falls. N.B., 20 miles, $3,200 a mile, with an addition of 50 per cent on the cost in excess of $15,000 a mile; the whole not to exceed $6,400 a mile. This was in lieu of a previous subsidy to a specified company. The Restigouche and Western Railway Company having applied, were admitted to contract for the work on December 24, 1897. During the fiscal year 1903-04, subsidy to the extent of $30,208 was paid, making the total payments $77,138 up to June 30, 1904. By the Subsidy Act, 1 Edward VII. (1901), section 2, item 12, the grant 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 its line of railway from Campbellton on the Intercolonial Railway, New Brunswick, towards Grand Falls, in lieu of the subsidy granted by 1897, sec. 2, paragraph 10, not exceeding 20 miles. The company having applied for this subsidy, a contract was entered into with them, acordingly, on February 17. 1904, under authority of an order in council dated the 12th of that month. During the past fiscal year, subsidy to the extent of $50,070.07 was paid, under an order in council dated January 22, 1906, authorizing payment of the sum of $50,862, the full amount due upon the completion of this section of railway, leaving a balance of $791.93 for the settlement of certain outstanding claims. SCHOMBERG AND AURORA RAILWAY COMPANY. (See Annual Report of 1903-04.) SHUSWAP AND OKANAGAN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Report of 1894-95.) lviii DEPART V EXT OF RAILWAtS AXD CAXALS 6-7 EDWARD VII., A. 1907 SOUTH NORFOLK RAILWAY COMPANY. (Operated by Grand Trunk Railway Company.) (See Annual Report of 1888-89.) SOUTH SHORE RAILWAY COMPANY (of New Brunswick). (See Annual Report of 1896-97.) SOUTH SHORE RAILWAY COMPANY, QUEBEC. (See Annual Report of 1904-05.) ST. CATHARINES AND NIAGARA CENTRAL RAILWAY COMPANY. (Now Niagara, St. Catharines and Toronto Railway Company, electric.) (See Annual Report of 1895-96.) ST. CLAIR FRONTIER TUNNEL COMPANY. (See Annual Reports of 1890-91 and 1891-92.) ST. GABRIEL DE BRANDON AND STE. EMELIE DE l'eNERGIE RAILWAY COMPANY. (See Annual Report for 1902-03.) ST. JOHN YALLEY AND RIVIERE DU LOUP RAILWAY COMPANY. (See Annual Report for 1893-94.) ST. STEPHEN AND MILLTOWN RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Annual Reports for 1895-96 and 1900-01.) STEWIACKE VALLEY AND LANSDOWNE RAILWAY COMPANY. (Now part of the Dominion Atlantic Railway System.) (See Annual Report 1895-96.) ST. LAWRENCE AND ADIRONDACK RAILWAY COMPANY. (Operated by New York Central Railroad.) (See Annual Reports for 1893-94 and 1900-01.) ST. LAWRENCE, LOWER LAURENTIAN AND SAGUENAY RAILWAY COMPANY. (Name change i to laurentian railway company, by Provincial Act 51-52 Tie, ch. 108.) (See Annual Report for 1891-92.) ST. LOUIS AND RICHIBUCTO RAILWAY COMPANY. (See Annual Report for 1884-85.) REPORT OF THE DEPUTY MINISTER lix SESSIONAL PAPER No. 20 st. mary's river railway company. (See Nos. 495, 614.) This company was incorporated by the Dominion Act, 63-64 Vic, chap. 79 (1900), with powers to construct a railway from some point between Lethbriclge and Stirling, on the railway of the Alberta Railway Company to some point on the international boundary line, between ranges 24 and 30, west of the 4th meridian, N.W.T., and, with the approval of the Governor in Council, to build branch lines, limited to 15 miles each in length. By the Dominion Act, 4 Ed. VII., chap. 43 (1904), this company has been author- ized to amalgamate with the Alberta Railway and Coal Company and the Canadian North-west Irrigation Company, under the name of the Alberta Railway and Irriga- tion Company. By the Subsidy Act of 1903, chap. 57, item 70, 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, limited in all to $6,400 a mile, was authorized for a line of railway from Spring Coulee, cross- ing St. Mary's river at 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. The company having applied, they were admitted to contract, on March 14, 1904, the lines to be completed by August 1, 1905. The gauge of this railway being 3 feet only, the subsidy payable under the said contract is limited to $3,200 per mile. During the fiscal year 1904-05, subsidy was paid to the extent of $32,134, making the total payments up to June 30, 1905, $148,094. No further payments have been made up to June 30, 1906. TEMISCOUATA 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.) THiSONBURGj 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.) lx DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 TRANS-CANADA RAILWAY COMPANY. (See No. 540.) This company was incorporated under the name of ' The Trans-Canadian Rail- way Company,' by the Act 58-59 Vic, chap. 28 (1895), with powers to construct a railway from a point at or near the city of Quebec; thence westerly and as nearly as practicable in a straight line to a point north of Lake Winnipeg; thence westerly by way of the Yellow Head or other convenient and practicable pass in the Rocky mountains; and thence by the Skeena river to Port Simpson or Port Essington, with the option of adopting any other more feasible route west of the Rocky muntains to reach a point on the Pacific coast between fifty-two and fifty-five degrees north lati- tude. Powers were also given for operation of vessels in connection with their railway; for wharf, dock, elevator and warehouse construction, and for production and use of electric power; also for telegraph and telephone lines to any point on James' bay, Hudson bay and Hudson straits. Additional powers were given by the Act of 1894. chap. 65, for the construction of a branch from the main line at the St. Maurice river, Quebec, thence southerly to the village of Montcalm in the parish of St Liguori. and thence in a direct line to the city of Montreal; the construction of such a branch not to be commenced until after two hundred miles of the main line beginning at the city of Quebec has been constructed and put into operation. This Act also changed the name of the company. By the Act 2 Edw. VII., chap. 108 (1902), the time for the construction of the railway authorized by the above Acts, was extended to May 15, 1912: their powers of construction were also extended as follows: — To enable the company to 'continue the construction of its main line, which was commenced at Roberval on the Quebec and Lake St. John Railway, from that point in a westerly or north-westerly direction,' and to build ' a branch line from the nearest point on its main line to deep water near the mouth of the Nottaway river,' (which empties into James' bay), and also ' a branch line from Chicoutimi to the mouth of the Saguenay river at or near St. Catharine's bay ' ; also, with the sanction of the Governor in Council, to enter into an agreement with the Great Northern Railway of Canada, the Quebec and Lake St. John Railway Company, or the Canadian Northern Railway Company, for conveying or leasing its railway, or for an amalgamation with such company. By the Railway Subsidy Act of 1901, 1 Edw. VII., chap. 71, item 25, the grant of a subsidy of $3,200 a mile, with a further subsidj' of 50 per cent on average ex- penditure in excess of $15,000 a mile, the whole subsidy not to exceed $6,400 a mile, was authorized ' for a line of railway from Roberval, Quebec, westward towards James' bay, not exceeding 60 miles.' The company having applied for this subsidy, a contract was entered into with them accordingly, on January 19, 1903. No payments have been made up to June 30, 1906. UNITED COUNTIES RAILWAY COMPANY. (Now part of Deleware and Hudson Railroad System.) (See Annual Report for 1900-01.) REPORT OF TEE DEPUTY MINISTER lxi SESSIONAL PAPER No. 20 VAUDREUIL AND PRESCOTT RAILWAY COMPANY. (Leased to Canadian Pacific Railway Company.) (See Montreal and Ottawa Railway Company.) WATERLOO JUNCTION RAILWAY COMPANY. (Operated by Grand Trunk Railway.) (See Annual Report for 1891-92.) WESTERN COUNTIES RAILWAY COMPANY. (Nairn changed to the Yarmouth and annapolis railway company, by 56 Vic, ch 68.) (Name further changed to the dominion Atlantic railway company, by 57-58 Vic, ch. 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 CENTERVILLE RAILWAY COMPANY. (See Annual Report for 1895-96.) YARMOUTH AND ANNAPOLIS RAILWAY COMPANY. (See Western Counties Railway Company.) YORK AND CARLETON RAILWAY COMPANY. (See Annual Report for 1901-02.) LAND SUBSIDIES. A number of companies have been aided by subsidies in land, duly authorized by parliament and granted by the Department of tbe Interior, to whose reporl reference must be had for information as to iheir position. In the annual report of this departmenl for 1895-96 information was given as to a number of these land subsidized companies. CANALS. The total expenditure charged to capital account on the original construction and subsequent enlargement of the 3everal canals of the Dominion up 1o June 30, 1906, amounts to $90,846,879.60. Tn addition, an aggregate of $28,548,402.07 has been ex- pended from the consolidated fund, covering repairs, renewals, maintenance an cts. Ill 70 225 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 Repairs. $ cts. 555 78 6,122 07 6,539 58 1,558 57 889 35 17 45 200 63 232 42 367 85 183 11 297 81 343 23 1,588 40 353 38 255 34 312 02 1,461 24 1,856 30 1,986 70 353 55 260 90 1 20 453 85 456 61 1,483 30 841 63 274 44 764 11 122 45 1,095 90 253 65 151,134 50 ; 74,887 00 , 31,482 82 * Expenditure as above $ 648,547 14 Less expenditure prior to Confederation 156,523 32 Agreeing with Public Accounts, 1900, page 4 $ 492,023 82 Department of Railways and Canals, Ottawa, September 30, 1906. S. LEONARD SHANNON, Accountant. 6 DEPARTMENT OF RAILWAYS AND CANALS i 6-7 EDWARD VII., A. 1907 Statement showing the amounts expended on Construction, Renewals, &c. — Continued. BAIE VERTE CANAL. Government expenditure prior to Confederation, since ■• Capital. Ill" > Capital. Government expenditure prior to Confederation Government expenditure since ' nfederation. . . . r original construction Expenditure by Dominion Gov ernment • ••nlargement . Total . . 1,933,152 09 1868 1869 1870 1871 1872 1873 1874 1875 10,692 04 1876 1877 1878 1879 1880 1881 1882 L883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1899 1900 1901 1902 1903 1904 1905 1006 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 I 67,945 74 I 163,993 85 j 365,038 01 ; 599,001 85 ' 398,555 25 352.536 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 79 09 1.945,624 73 5,273,441 94 Renewals Chargeable to Income. Staff. I ets. I ets. 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 S3 20,063 79 Repairs. 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 17.104 13 17,896 58 70,129 29 45,792 64 71,073 68 71.246 77 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 7,219,066 67 148,950 48 783,035 87 506,509 52 * Included in total cost of St. Lawrence River and Canals. >ee page 9. Department op Railway- and Canals, Ottawa, September 30, 1906. >. LEONARD SHANNON, Accountant STATEMENTS OF THE ACCOUNTANT SESSIONAL PAPER No. 20 *3 O « O O On x o - «! i— i - 'o Em § £5§ © co ^r S ^ S iV: =c ^ - ci -r - 3; as -* © oj oi o> oo o •* ej i>- £ ; «ojo <© iffec tvVT<g r t-T i>r l-t t-r t>r t~r t^ t>r t-r t c t>r tC t>r oo" oo" c? oo" ©" cT 0g aurif Suipuo Ji38^ «f NHOC.-I-CJI C-. CO CO Ci5MNlDnX^(»OlOnOb- nnenscceeoNoot- rH ^H r-l rH C-l CO CO -* CO t~- ci :r. ~- © © CO C~ "^ Oi ~ Tft CC Ci -t< OHWM^L'5!Ol-SOOOr;e3«2|jg C . P E % S = ! Ill Q o a * i-P° 1 t- 5j u It O 0, O O 14 DEPARTMENT OF RAILWAYS AND CANALS i 6-7 EDWARD VII., A. 1907 Ofi oa,fl s 3 - - g H«C« IC i^- g CO & ^ r' x* 30 =' © — w ©' as — ' eg — ~t- © t i IN X — l~ Tl .- O — — C CO N 3! — ■* xnx:^:i go © c © a 3rjC.c-r.i'C-i- s: x o © t— © © co -r oi i" co ?i es x' ©' — r — * (0 01OH00l> O *0 CO U- C CC N O X — t- — £ co io cd t - -r' 10 i - x' — > x' !S 5c: c~© .-. C) — OS — — r . * - i — —- -.J *-. ^ — i^- — £3 -f J-.SlXCHti-K CO IN — — ic co co 1-1 © co 10 co e> >-J © c© in' © Ol N lO ©- CO — T CO N N f. Q4 Qg aurif Suipua Juajt ceo © 1-1 ce ■* 00 a sc N 1* CO u- C CC l_ M C. C 1- Cl 71 I - N X — — \z t~ x © c — n co — .-. .: —©©©——©—© © © 300000000505050! 5 © © £ K O^ 65 65 < = GO Q OS « < g 65 C X f£ B h- 1 o3 O -a go 5S* - "■5 - 1 b - n :. 0 0 S = S3 6C L 2 - * a o 35 CD = c ^ "■ H < j STATEMENTS OF THE ACCOUNTANT 15 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, Arc. — Continued. WELLAND CANAL. Capital. s cts. [mperial Government i j< ivernment expenditure prior tod mfederation . 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 11)01 1902 1903 1904 1905 1906 222,220 ■,416,019 12,097 43,486 Renewals Chargeable. to Income. $ eta. Start'. * cts. Total 53,680 82,282 746,420 ,047,119 ,569,478 199,962 ,138,392 ,552,697 252,924 242,943 603,402 549,433 432,336 463,505 215,380 071,073 429,720 225,910 117,633 36,371 29,541 8,259 1,571 3,809 1,677 2,282 22,173 72 48,569 10 6,022 44 47,876 27 700 00 18,167 224,536 303,997 315,819 555,751 890,457 715,198 26,795,564 37 6,593 19 13,664 80 I ' 5,979 03 y Imperial Government. .$ 26,795,564 37 222,220 00 'Agreeing with Pablic Accounts Balance Sheet, 1906, page 4 $ 26,573,344 37 Original coat of construction, including first enlargement * 7,693,824 03 Enlargement, including new Welland Canal ... 19,101,740 34 Total expenditure as above $ 26,795,564 37 Department of Railways and Canals, Ottawa, September 30, 1900. LEONARD SHANNON, Accountant. 16 DEPARTMENT OF RAILWAYS AND CANALS i 6-7 EDWARD VII., A. 1907 Statement showing the amounts expended on Construction, Renewals, ifcc. — Continued. ST. ANNE'S LOCK AND CANAL. Government expenditure prior toConfederation since ■■ 1868 1869 1870 1871 1872 1-7:; 1874 L875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 . 1888 i 1889 , 1890 1891 1892 ; 1893 1894 1895 1896 L897 1898 1899 1900 1901 1902 1903 1904 1905 1906 Total . Capital. Renewals Chargeable to Income. Staff. •8 cts. 134,456 51 12,753 27 . 32,627 71 24,935 85 30,003 08 . 14,618 85 22.113 02 . 3,054 68 69,042 7<'. 193,15s 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 % 170, 215 63 I eta. 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 1,984 39 $ cts. 778 16 1,062 96 1,136 54 1,285 84 1,106 80 2,199 64 2,614 90 1,859 20 1,952 14 1,982 65 2,057 32 2,202 03 2,152 57 2,553 02 2,611 30 2,569 86 2,775 32 2,618 60 2,611 90 2,537 41 2,505 61 2,569 22 2,571 04 2,505 69 2,571 28 2,581 08 2.641) 00 2,508 14 2,495 54 2,357 51 1,904 10 1,920 12 1,840 51 1,895 89 1,994 52 2,072 17 2,292 94 2,151 01 2,259 16 Repairs. 59,249 72] 84,303 69 I 432 47 1,873 51 1,280 36 1.539 02 1,393 63 1,264 40 7,208 63 1,506 68 4,033 72 1.756 93 541 95 3,259 70 1,704 71 3.257 92 2,343 99 3,448 83 2,725 49 4,042 04 5,803 01 1,499 96 1,380 75 1,730 79 1,525 51 1,503 56 1,666 21 2,800 03 2,799 63 3,025 91 4,993 89 1,688 12 1,699 44 1,997 96 2,679 21 3,999 02 3,015 97 4,684 42 2,244 13 6,091 44 2,294 86 105,737 80 Included in total cost of Ottawa River Works, see page 19. Original construction 8 134,456 51 Enlargement, including new lock 1,035,759 12 9 $ 1,170,215 63 S. LEONARD SHANNON, Accountant. Department of Railways and Canals, Ottawa, September 30, 1906. i STATEMENTS OF THE ACCOUNTANT 17 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, etc. — Continued. CARILLON AND GRENVILLE CANAL. Imperial Government. Governmentexpenditure [ rior toConfederation nee 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 Capital. $ cts. 63,053 64 165, 133, 245, 339, 326, 245, 22, 243, 281, 336, 433, 433, 399, 157, 104, 20, 38, 257 28 199 10 258 38 864 76 203 16 738 04 676 20 141 24 514 27 707 53 084 39 575 10 267 16 187 72 973 24 747 11 996 29 298 17 17 58 34, 585 64 207 00 385 55 850 31 908 44 663 37 999 37 802 27 930 65 Renewals, Chargeable to Income. $ eta. 19,817 22 4, 167 96 23,119 37 ' 3^05i 38 75 00 4,528 61 4,395 25 15,036 48 42,298 74 20,034 94 5,963 76 |4,182,092 96 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 33 241,352 46 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 11,401 30 11,501 22 11,959 14 13,059 18 14,387 49 17,479 58 17,393 91 19,702 30 20,597 82 20,011 36 21,531 12 22,098 88 15,896 16 21,230 22 17,458 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 1C,224 94 15,858 19 1.8,232 71 54* Capital. Renewals Chargeable to Income. Staff. Repairs. Government expenditure since Confederation, it ii it . . 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 IS! IS 1899 1900 1901 1902 1903 1904 L905 1906 f cts. $ cts. S cts. $ cts. 835 53 38,388 99 OH, 059 29' 76,842 44 56,081 87 5,933 53 20,094 19 16,688 20 4,721 62 29,507 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 ., .. 202 50 962 85 790 00 695 00 733 50 730 00 730 00 730 00 259 31 162 33 288 99 ., .. " 572 75 M ll It . . 2,396 14 967 33 739 50 1,050 00 747 83 7:;0 60 116 53 „ . 2,183 15 9,122 05 1,546 25 1,420 65 2,540 14 1,475 26 745 25 736 00 749 00 730 00 430 05 499 91 „ 13 55 494 43 434 28 100 00 3,085 00 197 00 1,135 00 "2,204 50 2.9BR 00 M . •382,776 46 60,923 37 11,507 48 7,036 15 * Included in total cost of Ottawa River Works, see page 19. S. LEONARD SHANNON, Accountant. Department of Railways i*d Canals, Ottawa, September 30, 1906. STATEMENTS OF THE ACCOUNTANT 19 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, etc. — Con. RIDEAU CANAL. Imperial Government Government expendi tine prior to Confederation since n 5 » Capital. Renewals Chargeable to Income. Total . 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1870 1880 1881 1882 1883 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 i896 1897 1898 1899 1900 1901 1902 1903 1901 1905 1906 3,911,701 47 153,062 60 166 50 7,298 12 9,310 85 2,163 96 214 11 13 16 732 98 967 50 070 97 793 16 7,703 88 133 50 ' 70'65 ,597 50 ,098 76 550 00 823 96 889 48 665 22 124 10 967 25 363 23 274 71 485 11 559 48 452 29 079 11 608 39 700 29 780 41 1,565 84 894 40 235 13 525 04 513 35 272 90 Staff. 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 4,085,889 21 370,540 15 1,154,007 11 Repairs. 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 63 897,840 67 * Ottawa River Works. Ste. Anne's Lock, page 16 $ 1,170,215 63 Carillon and Grenville Canal, page 17 4,182,092 96 Culbuce Canal, page 18 382,776 46 Rideau Canal, as above $ 4,085,889 21 Less expenditure by Imperial Government 3,911,701 47 L74.187 74 Total ( >ttawa Riyer Works (Capital) $ 5,999,272 79 Add expenditure on slides and booms prior to Confederation § 719,247 13 ii ■< i since ii 7,243 60 n on Chats Canals prior to Confederation 482,950 81 M in L881, charged to Miscellaneous, Bee page 220, part ii, Public Accounts _ 1,138 84 Add amount transferred, seepage xxxvi, Public Accounts Balance Sheet, 1881 233,555 85 1, HI, 13 I 23 $ 7,353,407 02 Less expenditure prior to Confederation, transferred to Income Account.? 320,618 28 Less expenditure in 1K72, on Carillon and Grenville Canal, as shown in Public Accounts Balance Sheet, page xx. under Miscellaneous . . . 165,257 28 485,875 56 Agreeing with Balance Sheet, Public Accounts, 1906, page. 4 $ 6,867,531 46 Department of Railways and Canals, Ottawa, September 30, 1906. S. LEONARD SHANNON, Accountant. 20 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., 'A. 1907 Statement showing the amounts expended on Construction, Renewals, &c. — Con. ST. OURS LOCK. Government expenditure prior to Confederation since m 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 1S94 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 19(C) 1906 Capital. 121,537 65 '121,537 65 Renewals Chargeable to Income . 17,230 32 5,279 17 4,700 64 17,964 45 24,571 96 21,696 74 3,585 34 1,596 88 3,610 06 15.549 27 9,344 89 7,984 41 14,900 90 7,307 39 155,322 42 Staff. 532 75 ,755 15 458 09 414 48 565 80 076 50 219 13 362 22 403 92 533 40 556 65 581 55 614 01 741 97 002 71 361 65 315 37 271 57 311 70 175 37 216 04 421 14 138 40 011 08 168 44 136 66 216 68 161 63 094 91 135 60 049 67 244 12 181 43 128 25 262 39 288 63 334 67 179 66 582 95 78,506 34 Repairs. 753 1,399 1,006 1,210 1,263 1,575 2,363 1,245 1,601 750 283 456 705 1,299 1,902 2,188 1,494 3,652 4,143 5,864 2,801 2,002 1,935 4,460 1,944 1.994 924 915 1,678 707 692 1494 2,681 1,681 984 1,671 1,690 1,716 3,872 71,010 62 * Included in the total cost of Chambly Canal and Richelieu River, see page 21. S. LEONARD SHANNON, Accountant. Departmemt of Railways and Canals, Ottawa, September 30, 1906. STATEMENTS OF THE ACCOUNTANT 21 SESSIONAL PAPEH No. 20 Statement showing the amount expended on Construction, Renewals, > 1901 284,503 89 10,494 82 5,254 51 13,075 89 it t< 1902 449,075 45 26,165 93 5,575 52 14,984 88 ii it 1903 523,950 74 18,548 58 6,993 25 10,791 15 ii ti 1904 489,038 44 21,228 55 7,237 05 21,179 12 it ii 1905 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 Total *5,277,443 24 307,199 69 123,791 42 218,446 00 * Total expenditure on Capital Account as above $5,277,443 24 Less— Expenditure prior to Confederation § 309,371 31 Year 1880 56150 309,932 81 Agreeing with Public Accounts Balance Sheet, 1906, page 4. . . ..$4 967.510 43 LEONARD SHANNON, Accountant. Department of Railways and Canals, Ottawa, September 30, 1906. 24 DEPARTMENT OF RAILWAYS AND CANALS i 6-7 EDWARD VII., A. 1907 Statement showing the amounts expended on Construction, Renewals, &c. — Con. TAY CANAL. Government expenditure since Confederation. 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 .1 1899 . 1900 . 1901 L902 . L903 1904 1905 1906 Total . * Included ir. Rideau Canal. + Agreeing with Public Accounts, 1906, page 4. Capital. cts. Renewals Chargeable to Income. 4,831 80 50,878 12 92,473 97 65,561 51 49,617 92 54,166 57 89,486 18 22,226 23 17,114 78 29,771 65 10,720 50 2,750 00 1 489,599 23 cts. 748 65 .Staff. Repairs. cts. 748 65 S. LEONARD SHANNON, Accountant. Department of Railways and Canals. Ottawa, September 30, 1906. i STATEMENTS OF THE ACCOUNTANT 25 SESSIONAL PAPER No. 20 Statement showing the amounts expended on Construction, Renewals, &c. — Con. SAULT STE. MARIE CANAL. to a . x - * J: Capital. Renewals Chargeable to Income. Staff. Repairs. Government expenditure since Confederation. 1868 1869 1870 .1871 1872 1873 1874 1875 1*76 1877 1878 1879 1880 1881 If- 82 1883 1884 1885 1S86 1887 1888 1889 1890 1891 1892 1X93 1894 1895 1896 1897 189S 1899 1900 1901 1902 19(13 1904 1905 1906 $ cts. $ cts. $ cts. $ cts. . 949 35 ' * u ii n „ .. 8,145 06 34,018 95 176,568 55 325,336 33 341,474 31 589,801 25 1,316,529 29 466,151 50 189,986 59 209,561 82 21,004 56 63,935 48 27,157 98 323,353 93 122,505 73 65,933 43 32,029 54 llu,181 69 » !! " !! 3,432 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 2,650 17 7,671 79 8,172 09 6,564 40 13,219 87 .. 48 39 10,289 18 14,839 71 10,855 70 ,. 9,491 44 14,776 33 20,086 15 .. 120, uOO 00 *4 543,075 99 997 74 168,962 54 118,616 83 Agreeing with Public Accounts, 19C0, page 4. Department of Railways and Canals, Ottawa, September 30, 1906. S. LEONARD SHANNON, Accountant. 26 DEPARTMENT OF RAILWAYS AXD CANALS i 6-7 EDWARD VII., A. 1907 Statement showing the amounts expended on Construction, Renewals, &c. — Con. SOULANGES canal. t - Capital. S . Ct8. Govemmentexpenditure prior toConfederation since Total *6, 891, 174 70 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1S79 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 Renewals Chargeable to Income. Staff. 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 S cts. $ cts. Repairs. i cts. 115 00 15,608 69 30,406 25 16,033 79 6.711 84 25,154 78 i 22,672 501 31,987 06 25.235 2o 25,432 49 24,817 3' 62,163 73 162,011 29 5,000 00 5,888 77 2,267 13 10,362 23 39,382 01 21,174 84 17,096 33 101,171 31 * Included in total cost of St. Lawrence River and Canals, see part i, page 9. Department of Railways and Canals, Ottawa, September 30, 1906. S. LEONARD SHANNON, Accountant. STATEMENTS OF THE ACCOUNTANT 27 SESSIONAL PAPER No. 20 Statement showing amount expended on Construction and Enlargement of Canals, to June 30, 1906. Canal. St. Pierre Lachine.. Beauharnois St. Lawrence River and Canals Lake St Louis Lake St. Francis Cornwall fFarran's Point Williamsburg. Galops. 1 Rapide Plat. L Willi; Welland. St. Anne's *Carillon and Grenville. Culbute Rideau St.Ours Chambly Murray Trent Tay Sault Ste. Marie Soulanges illiamsburg Total Construction. 648, 589, 636, 18, cts. 547 14 532 85 690 26 442 85 1,945,624 73 320, 693, 134. 63, 382, 085, 121. 637, 248, 277, 489, 543, 891, 655 54 824 03 456 51 053 64 776 46 889 21 537 65 056 76 820 26 443 24 599 23 675 99 174 70 39,728,801 05 Enlargement. cts. 8,989,377 08 3,218, 298, 75, 5,273, 877, 5,960, 2,157, 10, 19,101, 1,035, 4,119, 519 61 176 11 906 71 441 94 090 57 844 40 487 09 696 26 740 34 759 12 039 32 51,118,078 55 Total. $ cts. 648,547 14 11,578,909 93 1,636,690 26 3,236,962 46 ^298,176 11 75,906 71 7,219,066 67 10,32(5,773 86 26,795, 1,170, 4,182, 382, 4,085, 121, 637, 1,248, 5,277, 489, 4,543, 6,891, 564 37 215 63 092 96 776 46 889 21 537 65 056 76 820 26 443 24 599 23 675 99 174 70 90,846,879 60 * Construction by Imperial Government not included, records relating to same were kept in Ordnance Ottioe, Montreal, and were destroyed by fire in 1852. 8. LEONARD SHANNON, Accountant. Department of Railways and Canals, Ottawa, September 30, 1906. 28 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 *RECAPITULATION— -Expenditure on Canals, also showing Revenue received. c . - - > Capital. Income. Staff. Repairs. Re venue received. Government ex pend i t u r e § cts. $ cts. $ cts. $ cts. $ cts. prior to Confederation, in -I eluding Imperial Govern ■ 20,593,866 13 98,378 46 Government expen d i t u r e since Confederation .... | 1868 33,784 06 95,347 79 113,084 50 101,646 44 403,879 19 •> ii 1869 126,898 20 55 00 116,069 76 118,579 31 400,263 32 *■ it 1870 90,355 96 120,403 02 150,176 70 414,687 02 1371 116,429 54 135,040 81 140,467 52 488,538 76 1872 255,645 75 33,289 27 124,137 09 152,086 25 466,847 52 1873 256,547 27 127,369 55 148,581 18 186,573 13 486,433 26 1874 1,189,591 91 51,037 .05 167.194 40 213,613 86 510,755 99 1875 1,714,830 37 479 00 168,401 21 203,226 85 414,979 59 1876 2,388,733 46 810 75 178,411 80 190,578 45 390,337 04 1877 4,131,374 30 22 30 179,661 40 138,448 51 390,857 37 1878 3,843,338 62 187,521 31 122,251 60 373,814 17 337,675 13 1879 3,064,098 61 191,892 44 115,349 99 1880 2,123,366 34 195,039 33 147,167 52 341,598 14 361,558 17 1881 2,075,891 65 7,246 69 197,573 62 154,653 63 1882 1,593,174 09 55,025 03 224,572 61 187,399 02 325,231 54 1883 1,763,001 97 62,503 14 269,415 01 178,617 86 361,604 01 1884 1,577,295 42 60,993 99 280,657 29 192,219 38 372,561 69 1885 1,504,621 47 58,297 59 280,226 20 201,708 47 321,289 47 1886 1,333,324 80 31,984 02 282,323 63 198,251 97 328,977 43 1887 1,783,698 16 65,983 06 285,172 62 198,888 84 321,784 88 1888 1,033,118 34 120,561 59 292,458 76 201,928 93 317,902 04 1889 972.918 43 162,015 49 301,040 23 240,261 36 333,188 90 1890 1,026,364 24 146,853 54 290,516 63 176,089 00 354,816 92 1891 1,318,092 15 165,843 87 294,562 12 204,768 45 349,431 90 1892 1,4X7,149 30 194,129 61 293,115 58 231,089 54 324.475 24 1893 2,069,573 30 196,185 84 291,588 97 204,759 39 357,089 87 . 1894 3,027,164 19 109,216 33 294,t4ii 34 179,630 13 387,788 97 1895 2,452,273 65 216,057 58 281,477 04 164,033 71 339,890 49 1896 2,258,778 97 85,820 49 292,121 05 209,321 60 339,538 72 1897 2,348,636 91 101,205 74 287,970 36 178,385 47 384,780 53 . 1898 3,207,249 79 82,400 55 280,872 44 203,478 86 407,652 81 1899 3,899,877 31 82,205 60 280,628 57 202,312 36 369,044 38 . 1900 2,639,564 93 120,653 93 292,609 24 227,626 97 322,642 86 . 1901 2,360,569 89 135,500 57 314,095 04 262,876 07 315,425 69 . 1902 2,114,689 88 213,044 91 317,838 61 263,768 27 300,413 68 . 1903 1,823,273 61 275,103 58 390,281 82 294,113 92 230,213 15 1904 1,880,787 20 298,678 23 381,016 82 350,278 54 79,536 51 1905 2,071,593 72 352,855- 43 431,499 60 401,742 79 78,009 21 1906 1,552,121 21 90,846,879 60 310,716 7<» 447,962 92 375,889 60 108,007 76 Total 4,324,657 77 9,901,481 37 7,864,260 26 13,513,583 32 'This does not include expenditure which has been charged to Canals— General — but amounts ex- pended -.ii specified canals. Department of Railways and Canals, Ottawa, September 30, 1906. S. LEONARD SHANNON, Accountant. STATEMENTS OF THE ACCOUNTANT 29 SESSIONAL PAPER No. 20 pq >-a 2 oj « » fS5*do El 7® $ jjT = § <] s ai — 0) ? 3-" CNlNtCOfHKOMOO & r.cHX«»H5:orjOO o t-CCITKKCI-'lfll'H ^ w m s t c: t- o Tf in o © CO 'fift^Cl x'co" — ' co" 00 y-> 1-H 00 CM rfl>N<#l x -r © i- © i-h o hki-h-t O » M M e « H t 1(5 I-. s » NOJi-iooonciOrroiooeorH tOOOHMrH^ '"l'* ■* ° co fc-TtoTt? so" of co" bo 2 **■ i- s * n ° 0 S3 » > 5 TS i — ' il ai ZJ :3 75 ~.1> rr >> om3vx\ ©l-Ol-PX-Pi-*©©^©© 9>(OH»nwHnoa09o oi ^- x m iq so oq ih >o oo *q © i - C Ti-r:'; r. :ir. ci?i-tH Krj~-rr.i-; -roo © oo rHrHOC x co © H90Sb-3<0^0000 © © © o in ci © co © © © © © co ■ © x co © •— © © in -f to ic t - oi -p — • -r © in © co © ^ CO © S CO r-l X t- © © X © u K r. c oi co c r. :o ifi co i> ^- 01 CO — . X lO X CO 01 CO -p i- oi oxioarf CO — I - < < < X 6h o O H ^ W B H a < & Ed - 30 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 525 W H H CO W P3 Eta U3 an 0 S u ?. KlO f~- CM tO © x o : oi IO rt -it-nC © m © X X 0 a » • 2 ~ — E »OIM — coco -r C © X i~ t- © CM X © 0- T X X X r. n m [ oc OrH n i-H CM © ■* 1 X T-l Tf SQS'C OB 1 z> © ^ 1 IT: © CO CO § § °5 i-H 1 " CO CO | 1 go -COCO 1 ffl 'OOOOOO! CO ■ © © • © . ' © © ■ t o o • r-i ir : ^ • © © 1- © i-( lO • in • © © • © : © © • © "3 'oa i cs cnxxr./. ■ CM | • CO Oi • CM X 35 1 *■- • -T © "»• ■f x -r r. o o © • in i— • •-0 iO Ol ■ x €& • CO -1" 1 t- • © i-i O X 0-1 00 • r-< 1 r-l TJ< - . >— CM 1 CO : co © t^ i— x t- i N (M m . t~ — — o GO o ■ oo Io ■ 5 c io r © co ' «) • © © • © © © : © • CO ..-. .-. -t< • © © • = © © ■ - H _:' o *— ^* § i g ■XH I O ■ «© CO CO 00 © CJJ ■ © I • © CM • CM •open : t^- ~ S < ■ »H tH CM HXr-ra-N • — IOH ■ m cm ■ X =" = CC qOC3 g H « u r s 33 - > ^ K Jt ST ft* bB — ,"0 ~ e& ! i-TcnT CO (M CM : 1 ■ ©,i-l OXNH • i ! co'©'^ -r '. IC . in • n ■ t— 1 ; • . -»■ ■* a 00 00 1 CO ■ © CO • © © • o • • • • 3— o lis HO | N ■ (M 00 i O • © :© © • i-HX • 5S SO ■> Q 'a, .2 > ; s c ■ o • • z z 11 J • ! ! m » ee'e ' / 8 ■ . : * ' o ■ © © c~© c; i- ■ ■« • © © © © © ° :- £ ■ ; X I- O: ■ © CO CO x © © • o co ci • CM X 35 t^ i CI ■ i— X -i © I- CM • — m cm X n «fc • CO ^ -r C — C X 01 i-l ■ E 1-1 -tj. If j ^o co" co'©'t>r -r . i -5 o CM -IO . t - "3 • cooc so ' <=> © •' OS © i£ . . . . : - = .- "_ = - £ S - — - CM © • © • CO © ■ i-l x • m -xx C CN . . . . : cm cr CM CO co co i- • X . «fc o CO ■ © ©_ ■C cc - 0 -f '. m '. . -§^<: ■ CH 99 « ; ; ■ : u a, o — -r • = 8 8& ' : 1 « 1 : 1 so , : . : : ; 1 m H 0) 0 i .... a a 9& 1 : : : • ; 1 - .... ■ | > - -: be j> b o n 5 - ,C -~ d o5 s • X X •i-i o ■CM X © CM ;© ! •© • '© ~ ■ o-. © © • i-i X ■ in -xx • «n CM il < Z - D > ' 02 Q 0 €fc •CM a: CM CM CO co • co i- ■ © te^ • f © BO ; y' o O v. H 1- : : I STATEMENTS OF THE ACCOUNTANT 31 SESSIONAL PAPER No. 20 97,507 00 1,477 33 429 40 427 33 © © 3! X of © ■*« © X © CM © ©© T1 CN CO* ■* X CN © © co" CN© ^*© ■*■© n X in cm x" CN © © X x" CO m 1 OS CO X © o© CN © >- -CO co* ; © © CN CO • © • © © 1 © in | 1 • © • © m • m © . cn" >*< m © 3S r-l CM" © © in © CO © © © x" © CO t^. T © ©rH © © x" © © © ©_^ X* © rH o © o -f © CO ©© m ■JHN ^H CM CO © X o eo~ . © • © ■ •CN •CO o 1 © CN 1 CO • © •© © © • © • © • in CO .cm" o rf« I-H CM" © © in © CN CO l~ © r-l • l« : |« 1 t~ ■ i ° © ©© x © © ^5 ^H 1-H © X © CN • i . 1 © © CM o © © CM o r-l 07 lO CO ©" *-< rH 1 CM in 1 w 1 ** s 1 + X ^2 or St if- — CJJJ- .°'c a ■fc E-" | 0 SO -*- — &5 * g : a tsi oi o "c PC a d i X b — a PL G e ■~ 2 = c <3 > s ?• \ a — 4-J £ a > J '- PuJ O e3 f-r- S-o a a -§•.£ r S- ) a a - c C C a 1 1 i a E & Pi a r? m © in CM © CO -f IC O CO 0-1 © -f CN co- © ! ■© © © OS 1 -CM -J< -CO CO" : © © © 4 o o 3 cm" TP © m © © 1 in © © T-H -t< cm" CO © CO © x" © rH ir; © o -r © co © © m co" © 1 ■© X • © H 1 CM Ifl CO T | CO" 1 . © o © © i— i CO -f CN m -r -r cff © © in © CM CO c © © X © © © I-HrH 71 © X © CN © © CN O © © CM in CM in CO © i i 1 1 1 = ^ 1 • • 1 :l 1 1 © © © X © © t— in o © r-l rH CN © X OS CM ■ i © : © • CN © © CM m CM m CO ©' s W p r?H O s T— I 05" „ < CO y. < t- - 9 < Oh CD S x < ~ «J5 32 DEPARTMENT OF RAILWAYS AND CANALS f 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY. (Including amounts paid to Nova Scotia Railway and European and North American Railway, N.B. ) Expenditure prior to Confederation since 1868 18G9 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 188.3 1884 1885 1886 1887 1888 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 Total Construction. Income. $ cts. $ cts. 10,766,725 483,353 282,615 1,729,381 2,916,782 5,131,141 5,201,450 3,614,898 3,426,099 1,108,321 1,318,352 408,816 226,639 2,048,014 608,732 585,568 1,616,632 1,405,377 1,195,363 544,958 823,070 742,203 6K5,228 365,246 79,929 168,101 228,984 166,362 327,034 259,105 145,142 252,367 1,081,929 1,796,318 3,633,836 1,621,841 2,254,2'iO (-1,880,850 ".. 037,621 J3, 765, 170 54 65 is 49 13 51 37 si 55 59 19 74 1!) 60 so 7'.» 96 52 08 17 si; 09 13 . 4S . I 43 :.l 23 00 ■jo !H 29 57 or, 68 0(1 '.13 Working Expenses in- cluding Windsor Branch Ry. $ cts. 70,000 00 210,000 00 !)0 *71,803,873 65 280,000 00 359 387: 445 442 595 1,011 1,847 1,532 1,277 1,661 1,811 2,010 1,607 1,780. 2,080, 2,383. 2,366. 2,460, 2,508. 2,854, 3,300, 3,174. 3,500. 3,691 3,458 3,062, 2,999, 2,904, 3,029, 2,936, 3,275, 3,478, 4,444 5,477, 5,590, 6,214, 7,264, s. :>:;:,. 7,599, 961 08 548 47 208 75 993 31 076 22 892 60 175 24 589 62 107 79 673 55 273 56 183 22 956 70 353 53 592 37 477 20 719 95 229 87 473 10 158 91 481 94 785 19 455 80 273 65 891 39 207 45 317 07 940 98 304 08 89 71 830 14 559 30 296 25 285 30 139 57 496 38 263 13 689 91 400 33 Revenue received, in- cluding Windsor Branch Ry. $ cts. 115,423,942 61 420,752 58 455,022 76 471,245 09 565,713 52 622,900 56 703,458 26 893,430 17 861,593 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 85 2,395,034 99 2,376,666 19 2,392,605 00 2,406,858 88 2,621,337 41 2,937,337 40 2,923,736 46 2,958,243 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 3,775,558 08 4,599,423 14 5,019,497 76 5,720,990 50 6,366,884 .'.3 6,392,865 48 6,833,561 50 7,693,282 40 106,625,243 34 * Including S296.672.90 charged to 'Consolidated Fund.' ! »enditiire for year $ 1,894,856 90 Less refunds of previous years . 14,000 30 $1,880,856 '60 J Expenditure for year $ 3,760,942 95 Add refunded cheque of 1901-02 paid during fiscal year 1905-6 4,227 95 $3,765,170 90 i STATEMENTS OF THE ACCOUNTANT 33 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILW A Y— Concluded. Total cost of construction as shown on page 32 $71,803,873 65 Less amounts transferred from Capital to Consolidated Fund as follows : — European and North Nova Scotia Ry. American Ry. L868 $ 16,800 99 $ 11,302 89 1870 34,403 45 1,749 21 1871 50,405 69 1873 : 106,899 59 75,31108 S 208,509 72 $ 88,363 18 208,509 72 296,872 90 $71,507,000 75 Cape Breton Railway, page 37 3,860,679 14 Ox ford 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 45 800,000 00 Total capital cost of Intercolonial Railway system *$81, 238,728 63 *Agreeing with Public Accounts, 1905-6, page 4. S. LEONARD SHANNON, Accountant. Department ©f Railways and Canals, Ottawa, September 30, 1906. 20— i_3 34 DEPARTMENT OF RAILWAYS AND CANALS { 6-7 EDWARD VII., A. 1907 EASTERN EXTENSION RAILWAY. Government expenditure prior to Confederation . ii >ince Total 1868 1869 1870 1871 1872 1873 1874 1875 1876 1877 1878 1879 1880 1881 1882 1883 1884 1885 1886 1887 18S8 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 Capital. Working Expenses. $ cts . S cts. 1,284,311 97 2,055 92 183 79 34,235 73 3,255 46 10,033 77 78,273 65 94,756 06 94,254 04 90,954 73 90,719 04 79,102 77 Revenue received. % 1,324,042 81 538,094 06 8 cts . 30,767 66 73,050 01 66,893 11 64,107 10 70,552 20 72,436 65 84,658 95 t t t t t t t t t t t t t t t + 462,465 68 * Included in Intercolonial Railway expenses, t Included in Intercolonial Railway revenue. X Included in total cost of Intercolonial Railway system, page 33. LEONARD SHANNON, Accountant . Department of Railways and Canals, Ottawa, September 30, 190• 33 296,872 90 Railways .. 48 723,689 90 Canals ., 28 4,324,657 77 m 48 253,390 45 General, Railways and Canals n 48 635,728 70 -$ 245,722,966 22 III n nut Account — Canals — Operating and maintaining Staff, secpage28..$ 9,901,481 37 Canah - Repairs, see page 28 7,864, 260 26 48 1,204,612 22 Railways -Working Expenses, sec page 47 123,865,523 80 48 45,039 97 1 leneral— Railways and Canals „ 48 69,711 05 6,514,339 78 142,950,628 67 183,720,103 51 Total expenditure on Railways and Canals § 429,443,069 73 EXPENDITURE AS ABOVE SEPARATED AS BETWEEN RAILWAYS AND CANALS. Railways. Capital Account $ 154,876,086 62 Consolidated Fund 159,466,261 69 Canals. Capital Account $ 90,846,879 60 Consolidated Fund 23,548,402 07 314,342,348 31 114,395,281 67 General, Common to both. Consolidated Fund 705,439 75 Total expenditure on Railways and Canals $ 429,443,069 73 REVENUE, SEPARATED AS BETWEEN RAILWAYS AND CANALS. Railways -Revenue received from July 1, 1867, to June 30, 1906, (for details see page 47). .$ 112,571,053 19 Canals .< „ „ „ „ 28).. 13,513,583 32 Total Revenue, Railways and Canals $ 126,084,636 51 Tins amount does not include the subsidy of 825,000,000 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 granted by 47 Vic, ch. 8 (1884) 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, 1898-94, pagex. Department of Railways and Canals, Ottawa, September 30, 1906. 20— i— 4 S. LEONARD SHANNON, Accountant. 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 PART II SKETCH MAPS OF DOMINION RAILWAYS AND CANALS AND REPORT OF THE CHIEF ENGINEER COMPRISING REPORTS OF GENERAL MANAGER OF GOVERNMENT RAILWAYS AND SUPERINTENDENTS OF CANALS 1905-1906 20— ii— 1 6-7 EDWARD VII. SESSIONAL PAPER No. TO A. 1907 DEPARTMENT OF RAILWAYS AND CANALS. LIST OF 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. T. Williams, Chief Accountant and Treasurer, I.C.R. 3. D. Pottinger, General Manager Government Railways, Windsor Branch. T. C. Burpee, Engineer of Maintenance, Windsor Branch. T. Williams, Chief Accountant and Treasurer, Windsor Branch. 4. D. Pottinger, General Manager Government Railways, P.E.I. Ry. W. B. MacKenzie, Chief Engineer, P.E.I. Ry. G. A. Sharp, 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. Fripp, Engineer in Charge, Sault Ste. Marie. 10. J. C. Boyd, Superintendent, 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 — 1J 6-7 EDWARD VII SESSIONAL PAPER No. 20 A. 1907 CHIEF ENGINEERS REPORT. Department op Railways and Canals, Office of the Chief Engineer, Ottawa, November 1, 1906. Sir, — I have the honour to submit my annual report for the fiscal year ended June 30, 1906, covering, however, the works of construction up to October 1, 1906. First.- — The annual report of the General Manager of Government Railways, to which are attached the report 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, Trent and of the St. Lawrence canals. And the engineer in charge of the im- provements to the entrance to the Sault Ste. Marie canal. The following shows the length of the government railways in operation on June 30, 1906 :— INTERCOLONIAL RAILWAY. MAIN LINE AND BRANCHES. MILES. Halifax to Truro 61 Dartmouth Branch 12 Truro to Moncton 124 Moncton to St. John 89 Point du Chene Branch 11 Moncton to Campbellton 185 Campbellton to Ste. Flavie 105 Indian Town Branch 13 Ste. Flavie to Riviere du Loup 83 Riviere Ouelle Branch 6 Riviere du Loup to Point Levis 115 Hadlow to Chaudiere Curve 5 Chaudiere to Ste. Rosalie 115 St. Charles Junction to Chaudiere Junction. Nicolet Branch Dalhousie Branch Pictou to Oxford Junction 5 L6 14 7 69 •83 •38 •03 •36 •38 •16 •09 •51 •28 •25 •47 •62 ■95 •98 •61 •00 •10 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 Brown's Point to Stellarton 12-23 Junction near New Glasgow to Pictou Landing- 7-76 Pugwash Junction to Pugwash 4-70 Truro to Mulgrave 123-07 Point Tupper to Sydney 91-48 North Sydney Branch 4-38 Fredericton to Loggieville 125-00 1,405.62 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 1,445-92 FREIGHT BRANCHES AND Y^S OWNED. Y's at Windsor Junction, Truro, Brown's Point, Oxford Junction, Painsec Junction, Moncton, Chaudiere, Springhill Junction, Stellarton, Mulgrave, Nth. Sydney Junction, Newcastle, Riviere Ouelle, St. Charles Junction, St. Leonard Junction, Ste. Rosalie Junction. ... 3 Switch near North Street to D.W.T., Halifax. . . . Halifax Cotton Factory 2 Dartmouth Station to end of line 2 Stewiacke Wharf Branch Sydney Station to Wharf North Sydney Station to Wharf Switch near Pictou Landing to Coal Wharf. . . . Pictou Station to Wharf Pictou Station to Copper Crown Smelter Logan's Tannery Siding Pugwash Station to Wharf Sackville Wharf Branch Dorchester Wharf Branch 1 Moncton Wharf Branch 1 Courtney Bay Branch 2 St. John Water Front Extension St. John Station to Deep Water Wharf Newcastle Wharf Branch 1 Dalhousie Station to Wharf Branch Campbellton Wharf Branch Rimouski Wharf Branch 2 Trois Pistoles Spur 2 62 85 10 29 87 90 78 7."> 15 72 48 07 47 00 00 39 44 28 75 40 43 00 38 ii CHIEF ENGINEER'S REPORT 7 SESSIONAL PAPER No. 20 Riviere 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 1,489-26 WINDSOR BRAinCH. Windsor Junction to Windsor 32 PRINCE EDWARD ISLAND RAILWAY. Souris to Tignish 166 Mount Stewart to Georgetown 24 Charlottetown to Royalty Junction 5 Emerald Junction to Cape Traverse 13 Alberton to Cascurnpec Wharf 1 Charlottetown to Murray Harbour 52 '3 261-3 Total length of government railways • 1,782-56 The result of the year's operations of the government railways may be stated as follows : — Name of Railway. Mileage in Operation. Amount. Profit. Loss. Intercolonial Divisioc 1,446 | 32 { 261 J 1,730 8 cts. Earnings 7,643,829 90 8 cts. 61,915 54 31,966 53 8 cts. One-third earnings... 49,452 50 Maintenance . 17,485 97 Working expenses... 294,253 16 Earnings 257,270 57 Net profit. Windsor Branch Prince Edward Inland Division. . 36,982 59 36,982 59 56,899 48 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 modern standard. The working expenses of the Intercolonial Railway given above include the $140,- 000 rental paid to the Grand Trunk Railway. DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 The gross earnings of the government railways for the last two years compare as follow 1904-05. Intercolonial Division $6,783,522 83 Windsor Branch 50,038 67 Prince Edward Island Division 217,330 61 1905-06. $7,643,829 90 49,452 50 257,270 57 $7,050,892 11 $7,950,552 97 Showing an increase in the gross earnings of $898,660.86. The gross working expenses of the government railway^ for the hist two years compare as follows: — 1904-05. 1905-06. Intercolonial Division $8,508,826 75 $7,581,914 36 Windsor Branch 26,863 16 17,485 97 Prince Edward Island Division ■ 370,464 44 294,253 16 Total $8,906,154 35 $7,893,653 49 - working expenses of govern- ment railways $8,906,154 35 $7,893,653 49 Gross earnings of government rail- ways 7,050,892 11 7,950,552 97 Excess of earnings over working expenses, which in- clude rental, $140,000, Grand Trunk Eailway. . $ 56,899 48 Showing a decrease in working expenses for the year, compared with the previous year, of $926,912.39, which is made up of the following : — 1904-1905. 19(i5 1906. Difference. Increase. Decrease. Locomotive power $ cts. 3,116,053 40 2,040,133 13 1,722,616 65 937,816 11 535,541 85 S cts . 2,930,07:, 83 1,617,119 70 1,397,143 62 1,032,764 20 586,267 90 8 cts . S cts . 180,577 66 Maintenance of way and works 423,013 43 325,473 03 94,948 09 50,726 05 Rental leased lines 8,352,761 23 140,000 00 7,563,371 25 140,000 00 145,674 14 935,064 12 8,492,761 23 4 lb,065 52 7,703,371 25 —121,456 89 7,581,914 36 Car mileage (total decrease, 137, 522' 41). . 8,508,826 75 11 CHIEF ENGINEERS REPORT SESSIONAL PAPER No. 20 INTERCOLONIAL DIVISION. Comparative Statement of Ocean-borne Passenger Business done at the Port of Halifax during the Winter Seasons of 1904-1905 and 1905-1906. 1904-1905. Name of Steamer. 1905 190C Name of Steamer. No. of Passen gers. No. of Passengers. 1st Class. 2nd Class. Total. 1st Class. 2nd Class. Total. Parisian 33 61 76 35 25 8 8 7 Nil. 4 34 36 8 54 5 8 Nil. 75 23 25 Nil. 7 1L 4 2 1113 1,217 1,882 714 832 522 241 454 452 114 881 1,337 539 1,3110 272 689 229 1,4! 16 431 977 1,012 3' 0 394 457 157 646 1,278 1.95S 749 857 530 249 4bl 452 118 915 1,373 547 1,444 277 697 229 1,571 454 1,002 1,012 367 405 461 159 Parisian South wark 112 45 Nil. 43 172 1 Nil. 3 Nil. 31 85 31 8 246 Nil. Nil. Nil. Nil. 38 56 Nil. Nil. 5 876 1,849 1,938 1,648 1,288 1,945 1,078 884 30 546 1,245 1,416 986 1,361 3,719 443 717 447 1,746 1,171 2,835 2,287 214 305 30,098 1,961 1,983 1,648 1,331 Virginian Virginian 2,117 1,079 Mongolian 884 33 Albano Numidian 546 1,276 1,501 1,017 1,369 3,965 Lauren ti an Laurentian 443 717 447 L,746 Dominion Dominion Sicilian 1,209 2,891 2,287 Vancouver Kensington Sarmatian City of Vienna Total 214 310 Sarmatian Total 549 17,662 18,211 30,974 * Note. — Of the total number 30,974, 22,864 travelled over the Intercolonial Railway as follows: 18,033 via St. John ami Canadian Pacific, 4,832 via, Intercolonial Railway, long haul. 10 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 Comparative Statement of Ocean-borne Freight Traffic during the Winter Seasons of 1904-5 and 1905-6. Name of Line of Winter ov 1904-1905. Name of Line of Steamers. Winter of 1905-1906. Steamers . Measure- ment tons Weight tons. Total tons. Measure- ment tons Weight ' Total tons. tons. Allan Line Furness Line . ... Canadian Pacific. . Canada-Jamacia ) Steamship Line i Pickford and Black Various other lines and Tramp Steam- 4,736 3.927 275 3,394 5,189 47 1,938 13,399 48,800 8,130i 9,116 322 1,938 13,399 48,800 Allan Line Furness Line .... Canadian Pacific. . . Canada-Jamacia 1 Steamship Line / Pickfcrd and Black Various other lines and Tramp Steam- 5,414 4,257 388 15 3,656 8,728 1,121 S73 8,942 9,070 12,985 1,509 873 8,957 Total 8,938 72,707 81,705 Total. 10,074 23,320 32,394 The above statement shows a decrease of 48,311 tons of ocean-borne freight traffic for the winter season of 1905-06 as compared with the winter season of 1904-05. The following is a statement of the quantity and classes of the rolling stock pur- chased on capital account during the fiscal year ending June 30, 1906: — -/ ert i be a be G M Q 16 Passenger cab Stuck. '• be i ■/. £ ~ -'- - . - ~~ '- ■^ E z 43 . a — CD I ■0*3 X TZ bC S re H ' bOfl z re re — 0Q a cS J, — - 0) a a re "5 » s u re re > CD CO ^: cc a? s I: u £3 fl 4= bj re o >> o re o re S 3 o bp O CD 53 0 ,: _5 3. ts o — a o O 20 re v cc ■s.'Z z <*- pq 385 re^ O o a a. be c be _re "re pa 21 .5 < .... aq 3 i- G < 130 2 10 2 11 CHIEF ENGINEER'S REPORT 11 SESSIONAL PAPER No. 20 The following is a statement of the quantity and classes of rolling stock which bavfc been rebuilt during the year ended June 30, 1906, at the cost of revenue to main- tain the work: — 1) 'So c Passenger Car Stock. s > o o 3 § so c3 ! 0 c! li •SP 1} 0) ** m c.s t8 * O ^ 1) > C >" D □a bo 3 O "ft & o e 02 CO -n bo 3 O bo .5 to - be c to s a ? c H DO >-. u CS O - — T3 C C3 60 c ft s 5S'a 5 3 « § -^ 3 ft CD -/J +o CO cc E d CO M C IN T3 a 58 no bog m (4 O X o PQ 1 O s o 1 Total 1 26 1 1 Nineteen box cars of 60,000 lbs. capacity were purchased on revenue account. 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 opened as a through line to the west. 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. . . lN'.to '.il . . . 1891-92... 1892-93... 1893-94... 1894-95... 1895-96 . . 1896 97. . is; i: 98 •1898-99. •1899-1900 *1900 01 . . •1901 02 . *1 902-03.. L903 04. . * 1904-05. *1905 06. Pal 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 I,i4r 1,201 1,301 1,301 1,301 1,301 1,3151 1,321 1,446 l, lie Working Ex [lenses. 1,661.673 55 1,816,273 56 2,010,183 22 1,603,429 71 1,759,851 27 2,069,657 48 2,360,373 27 2,377,433 62 2,519,751 56 2,583,999 67 2,922,369 62 3,366,781 74 3.244.647 73 3,560,575 74 3,662,341 94 :;, 139,377 00 3,045,317 50 2,981,671 98 2,936,902 74 3,012,827 62 2,925,968 67 3.327.648 51 3,675,686 21 4,431,4u| 69 5,460,422 64 5,574,563 30 6,196,653 19 7,239,982 04 8,508,826 75 7,581,91 I 36 < i r< iss Earnings. $ e. 1,154,145 33 1,378,946 78 1,294,009 69 1,506,298 48 1,760,393 92 2,079,262 66 2,370,910 10 2,384,414 92 2,441,203 66 2,450,093 88 2,660,116 93 2,983,336 05 2,967,801 00 3,012,739 87 2,977,395 3X 2,915,441 97 3,065,499 09 2,987.510 27 2,. MO, -17 95 2,957,640 10 2,866,028 02 3,117,669 85 3,738,331 44 4,552,071 71 4,972,235 87 5,671,385 91 6,324,323 72 6,339,231 43 6,783,522 83 7,643,829 90 Profit. Loss. 542 65 9,605 18 10,547 83 6,981 30 20,181 59 5,838 29 3,815,21 62,645 i:; 12(1,667 02 96,822 61 127,ii7o 53 61,915 51 507,228 22 432,326 78 716,083 53 97,131 23 78,547 90 133,905 79 262,252 :9 383,445 69 276,847 73 847,835 87 684,946 56 493,935 03 55,187 52 59,940 65 209,978 66 488,186 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 1,3 12,710 1,276,816 1,379,618 1,296,028 1,434,576 1,750,761 2,151,208 2,111,310 2,385,816 2,790,737 2,664,149 2,7*2,257 3,156,189 No. of Passengers carried. 613,420 118,957 640,101 581,483 631,245 779,991 878,600 944,636 957,228 932,880 942,784 1,040,163 1,136,272 1,219,233 1,298,304 1,297,732 1,292,878 1,301,062 1,352,667 L.471,866 L,501,690 1,523,444 1,603,095 1,791,751 2,025,295 2,186,226 2,404,230 2,663,156 2.810,960 2,737,160 The working expenses include the rental paid for leased line. 12 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY. Statement of Earnings from the several sources named from June 30, 1876, to June 30, 1906. Year. Miles in operation. Passenger traffic. Freight traffic. Mails and sundries. Total. 1876-77 1877-78 1878-79 714 714 714 829 840 850 940 887 941 946 977 971 971 971 1,094 1,1*42 1,132 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 $ c. 460. 3i is 15 175,256 82 451,893 29 490,388 66 545,114 48 651. 2! (6 94 741,992 7- 775,783 77 747,2S5 13 765.900 03 828,328 28 884,44s (>7 906,246 47 895,094 53 962,316 88 961,427 94 1,002,912 74 958,915 13 963.911 4 1 971,426 26 979,005 57 1,053,864 64 1.107.453 16 1,404, 46! » 87 1,607,166 79 1,770,941 13 1,927,916 97 2,021,568 to 2,105,066 75 2,297,716 52 S ft 607,564 99 801,709 82 752.490 85 915,486 50 1,113.872 21 1,303,496 (to 1,487,601 98 1,461,390 37 1,542.052 10 1,523,487 72 1,(177,971 59 1.032.877 85 1,909,094 44 1,964.646 86 1,854,629 ss 1,803,52!) 03 1,868,823 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 t,128,25£ 4,041,122 48 4,373,178 75 5,019,805 53 $ c. 86,512 21 101,985 07 88.715 55 100,473 32 101,407 23 124,470 72 141,826 40 147.240 78 151,566 35 K',o.7(i(i 13 153,817 06 166,010 13 152,460 09 152,998 4S 160,448 62 ISO, 485 00 184,468 SO 193,762 51 194,194 97 167,400 66 199. 072 03 206. (105 15 222,781 70 234,811 32 244,002 93 255,931 36 268,151 75 276,540 55 305,277 53 326,307 85 $ c. 1,154,443 33 1,378,946 78 1,294,009 69 L879 80 1880-81 1,506,298 48 1,760,493 92 1 881-82 2,079,262 66 1882-83 1883-84 1884-85 1 2,379,910 10 2,383.414 92 2,441,203 66 1885-86 1886 87. . .' 2,450,093 88 2,660.116 93 1887-88 2,983,336 95 1888-89 2.! 107. 801 00 1890-91 1891-92 1893-94 1894-95 : 1897 98 1898-99 3.012,739 87 2,977,395 38 2,945,411 97 3,065,499 09 2,987,502 27 2,940,717 95 2,957,640 10 2,866,028 02 3,117,669 85 3,738,331 44 1899-00. . 4,552,071 91 1900 01 4,972,285 87 1901-02 5,671,385 91 1903-04 1904-05 6,324,323 72 6,339,231 43 0,783,522 S3 1905-06 7.643,829 90 11 CHIEF ENGINEER'S REPORT 13 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY. Statement showing the Number of Tons of I^cal and Through Freight Carried from June 30, 1876, to June 30, 1906. 1876- 1877- 1878- 1879- 1880- 1881- 1882- 1883- 1884- 1885- 1886- 1887- 1888- 1889- 1*891 ■ 1891- 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 Miles in operation. 714 714 714 829 840 840 840 887 941 946 977 971 971 971 091 142 142 142 142 142 145 201 315 315 315 315 315 321 446 446 Local Through freight. freight. The informal ! ion for these years was destroyed when the general offices iiiMoncton were burned. 571,684 267,272 537,025 443,936 584,581 424.656 506,574 483,362 580,076 443,712 633,455 509,565 727,599 561,224 624,436 594,441 756,696 612,123 .797,492 507,04? 750,783 513,792 1,030.628 357,452 9h6,114 376,596 901,374 366,442 1,011,229 368,389 927,167 368,859 1,053,569 381,007 1,351,569 399, 102 1,713,928 437,280 1,633,671 477,639 1,914,551 471,265 2,239,993 550.744 2,123,261 540,888 2,119,528 662,729 2,113,863 742,326 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 2,664,149 2,782,257 3,156,189 14 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY. Statement of the Number of Local a*l Through Passengers carried from June 30, 1876, to June 30, 1906.. Miles Number of Number of Year in Local Through Total. Operation. Passengers. Passengers. 1876 7. . 714 714 The information for these 613,420 1877 8 vears was destroyed 618,957 1878-9 714 when the general offices 640,101 829 inMoncton were burned. 581,483 1880-1. 840 631,245 1881 2 840 647,534 132,460 779,994 1882 3. 840 887 941 728,186 784,715 812,028 150,414 159,921 145,200 878,600 1883-4. . . 944,636 1884-5 957,228 1885-6. 946 977 971 784,817 814,032 948,324 148,063 128,752 91,839 932,880 1886-7. . 942,784 1887 8 1,040,163 971 1,050,.. 92 85,680 1,136,272 971 1,112,695 91,531 1,219,233 1,094 1,203,814 94,490 1,298,304 1891-2 1,142 1,198,649 99,083 1,2'. 17, 732 1,142 1,188,827 104,051 1,292,878 1893 4. ... 1,142 1,142 1,216,027 1,272,284 85,035 80,383 1,301,062 1894-5 1,352,667 1,142 1,386,803 85,063 1,471,866 1,145 1,416,631 85,059 1,501,690 1897 8 1,201 1,438,590 89,854 1,523,444 1898 9 1,315 1,504,652 98,443 1,603,095 1899 1900. 1,315 1,315 1,678,858 1,905,599 112,896 119,696 1,791,754 2,025,295 1,315 2,061,196 125,030 2,186,226 1,315 2,255.013 149,217 2,404.230 1,321 2,447,843 215,313 2,663,156 1904 5 1,446 2,589,928 221,032 2,810,960 1905-6. 1,446 2,491,472 245,688 2,737,160 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 : — For the West. To Local Stations. Total. Via Ste. Rosalie. Via Montreal. Via St. John. 1876-77 103,420 97,043 112,232 135,369 174,483 218,361 227,380 252,014 213,791 215,272 233,178 309,727 338,538 366,967 344,829 392.441 402,653 367,390 310,253 369,708 331,469 351,069 484,163 599,714 506,454 546,986 725,727 691.346 596,290 610,444 103,420 97,043 1877-78 1878-79 30(1 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 9,0g4 4,644 3,495 5,763 7,817 637 265 1,625 112'532 1879-80 136,466 184,607 248,158 262,423 293,562 349,004 407,592 453,585 529,659 526 487 1880-81 4,022 11,779 22,206 19,534 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 0,775 513 5,022 661 1881-82 1882-83 1883-84 1884-85 1885-86 1886-87 1887-88 1888-89 1889-90 554,546 498,038 433 806 1890-91 1892-93 ::::::.::::: 543,296 478,691 385,200 432,513 382,172 369 949 1893-94 1894-95 1895-96 1896-97 1897-98 1898-99 494,206 603,289 506 590 1899-1900 1900-01 i36 1,131 2,200 2.260 800 7,542 1901-02 1902-03 557,520 742,519 694,761 602,377 020,272 1903-04 1901-05 1905-06 16 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 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 1891-92 1893-94 1894-95 1895-06..... .. 1896-97 1897-98 1898-99 Is:i:i-1900 1900 01 845.997 155,306 Nil. Nil. Nil. Nil. 8,000 30,000 13,239 147 Nil. Nil. 147,438 Nil. *170,000 519,500 197,666 8,026 Nil. Nil, Nil. Nil. Nil. Nil. Nil. Nil. Nil. Nil. Nil. 1,265.417 1877-78 . . 352,! (75 8.020 1878-79 . . . 1279-80 Nil. 1*80-81 Nil. 1881 82 1882-83 1883-84 18£ 4-85. . . 31.011 73,389 300,901 389,122 ".75.880 69,021 12!i,725 502,012 148,803 31,011 73,389 300, '.Mi] 389,122 575,880 69,021 129,72.", 502.012 218, 33 7 Nil. 8,000 30,000 13,239 L885 36 147 1886-87 1901-02 Nil. 1887 88 Nil. 1888-89 1903-04 147,438 1889-90 1905-06 Nil. 1890-91 59,543 170,000 * 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 1*77 78. 1878 n 1879 86 1—0 si 1881-82. 1 — t 95 1885-86. 1886-87. S87 38 1888-89 . 1889 90 1890 '.'1 Year. Barrels. 254,710 557,778 630,329 535,248 672.310 692,095 983,916 M7.1H4 935,977 701,127 763,894 871.83S 948,514 1,116,050 1,013.129 1891-92.. 1802-93 . 1893-94 . . is: 14 95.. L895 96.. is: if, !I7 , L897 58. . 1X98-99.. 1899-1900 L900 01 . 1901-02.. 1902-03 . 1903 04 . 1904-05 - 1905-06 . Barrels. 954,015 856,913 944,967 938,351 822,097 847,701 987,408 157,250 234,077 ,292,106 ,311,707 ,521,540 (if >7,050 ,769,480 882,630 11 CHIEF EXGIXEER'8 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 *i 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. . 1899-90.. 1890-91. . Year. Bushels. 292 331 302 534 565, 560 1,195 654. 734. 849, 1,018, 1,219, 1,256, 2,610. 2,890, 852 170 921 021 678 253 601 673 902 800 395 035 158 202 921 1891-92. . 1892-93. . . 1893-94. . . 1894-95. . . 1895-96. . . 1896-97. . . 1897-98. . . 1898-99. . 1899-1900. 1900-1901. 1901-02. . . 1902-03... 1903-04. . 1904-05. . 1905-06. . Year. Bushels. 776,677 514,619 304,684 036,384 064,385 093,499 551,372 595,353 720,453 535,364 959,761 392,252 788,772 317,910 924,226 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. Year. Feet. Year. Feet. 1876-77. 1877-78. , 1878-79. 1879-8U. 1880-81. 1881-82. , 1882-83. 1883-84. , 1884-85. 1885-86. , 1886-87. 1887-88. . 1888-89. 1889-90. . 1890-91. . 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 1891-92 175,474,340 1892-93 181,211,013 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 1898-99 306,554,031 1899-1900 379,350,074 1900-1901 396,858,964 1901-02 428,051,029 1902-03 459,231,589 1903-04 1 465,379,803 1904-05 j 518,434,310 1905 06 1572,878,600 20— ii— 2 18 DEPARTM ENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII.. A. 1907 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. Year. Number. Year. Number. 1876-77 34.414 46,498 47,584 70,990 61,574 73,47'.i 68,338 60,090 70,785 74,498 82,896 98,302 85,960 80,771 95,529 1891-92 1892-93 87,889 93,369 79,203 72,106 64,051 72,082 89,301 109,821 92,813 95,923 98,495 127,060 113,006 110,670 106,589 1877-78 1878-79 1893-94 1896 07 1879-80 1880-81 1881-82 1882 83 1883-84 1884-85 1885-86 I 1897-98.. 1898-99 1899-1900 1900-01 1886-87 1S87-8H 1888-89 1889-90 1901-02 1902-03 1903-04 ! 1904-05 1905-06 1890-91 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 is; in moo 1900-01 . . . 1901-02... 1902-03... 1903-04. . L904 05. . 1905 00 .. Year. Via Ste. Via Mont- Rosalie and real to from the and from the West. West. Via St. John to and from the West. 322 1,106 SIT •J, 07'. i 284 2,026 949 ill's 073 154 607 875 696 787 464 923 864 340 895 923 719 295 023 74:» 7H7 654 950 Hi.-) 379 SCO 780 925 377 325 217 17 100 204 213 314 263 1,637 243 307 1,142 1,528 1,194 2,994 3,687 5,337 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 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 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. Raw Sugar. Refined Sugar. Year. Via Ste. Rosalie. To Montreal for the West. To St. John for the West. To Local Stations Tons. i Total. Tons. 340 186 1,041 12,220 13,872 15,546 9,973 16,846 14,012 8,392 28,950 28,405 31,518 16,303 17,973 21,637 10,137 6,775 10,342 9,824 4,925 To Ste. Rosalie for the West. Tons. To Montreal for the West. To St. John for the West. Tons. To Local Total. Stations 1876-77. . . . 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 Tons. Tons. Tons. Tons. 1877-78.... 1878-79.... 1879-80.... 1880-81.... 4,022 7,H6 11,126 14,543 18,024 7,674 15,044 21,641 12,955 6,778 10,130 ' 12,633 8,327 17,729 13,351 15,138 5,694 6,624 8,138 9,795 14,791 6,831 5,763 8,628 7,107 12,268 • "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 2,902 3,607 5,497 7,265 S,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 6,924 10,753 16,623 21,808 26,469 13 518 1881-82.. .. 4,670 3,960 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 1882-83.... 1883-84. . . . 1884-85.... 1885-86. . . . 1886-87. . . . 23,439 28,774 24,075 12 903 1887-88. . . . 1888-89.. . 1889-90.... 1890-91. . . . 1891-92.... 16,594 32,721 22,623 33,581 33,865 40,181 20 720 1892-93. .. 1893-94.... 1894 95. . . . 1895- 96 1896-97.... 1897-98.... 26 534 1898-99.... 26,164 29,907 25 821 1899-1900.. 1900-01.... 96 489 90 194 875 509 715 78 68 11^553 17,137 7,495 1,495 9,308 96 489 11,643 17,331 8,727 15,684 10,091 403 3,101 3,183 6,013 1,446 4,235 1901-02.... 1902-03.... 29,632 31,111 44,920 31,764 41,459 1903-04. . . . 1904-05.... 1905-06... . 357 602 20— ii— 2£ 20 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 Table showing the number of tons of fresh and salt fish carried over the road during each year since it was opened as a through line. Year. Fresh Fish. To Ste. Rosalie for the West. To Mont- real for the West. To St. John for the To Local Sta- West. tions. Tons. Tons. Tons. 530 921 527 596 1,015 474 471 1,336 817 519 1,362 453 498 1,879 920 475 1,619 957 542 384 393 838 1,682 412 1,062 1,885 484 1,669 1,645 902 1,278 1,572 2,008 1,533 1,477 1,031 2,474 2,000 1,870 2,235 1,787 2,111 2,029 2,788 1,848 1,3117 1,746 547 j 1,683 1,875 3,340 1,959 2,192 2,224 2,006 3,726 1,160 1,966 3,059 1,319 I 3,307 3,115 1,286 1 3,575 3,703 1,052 1 1,210 2,070 3,305 I 2,547 2,706 3,686 ] 2,009 3,207 4,125 3,013 4,373 5,477 1 2,269 3,040 4,842 1 1,939 3,588 5.002 1.902 3,674 5,516 : 2,748 2,439 7,706 | Tota] Salt Fish. To Ste. Rosalie! for the West. To Mont- real for the West. To St. John To Local for the West. Sta- tions. Tons. Tons. Tons. 551 1,848 802 898 1,644 805 988 1,038 1,048 1,612 2.238 959 2,418 937 1,051 4,031 1,066 2,487 3,229 759 1,354 1,322 1,143 1,224 3,563 3,600 1,596 1,680 2,047 3,376 3,236 569 1,747 2,617 476 1,099 3,070 7,746 2,994 2 449 847 3,288 1,953 1,917 3,236 1,946 928 1,889 | 3,262 1,811 2,176 2,921 1,814 2,962 2,075 1,849 5,285 1,863 1,087 2,791 2,168 1,176 2,536 1,729 1,066 2,210 1,651 1,198 3,625 2,421 1,563 2,659 3,419 1,346 4,643 3,150 1,413 5,196 2,808 1,615 6,579 2,359 564 5,848 2,673 272 6,759 2,740 346 6,994 Total. 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.. . Tons. 37 219 140 539 779 284 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 Tons. 360 283 493 225 433 683 Tons. 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 7,10(5 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 During the year 106 -34 miles of 56, 58, 67, 80 and 110 lb. rails were taken up and replaced with 67 and 80 lb. rails ; 609,244 ties and 207 sets of switches renewed. Cost of road and equipment up to June 30, 1906 — On capital account — Road, including $1,464,000 paid on account purchas- ing Drummond County Railway $64,354,747 25 Rolling stock 16,883,981 38 Total $81,238,728 63 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. 11 CHIEF ENGINEER'S REPORT 21 SESSIONAL PAPER No. 20 WINDSOR BRANCH. This road continues to be operated by the Dominion Atlantic Railway Company, formerly the Windsor and Annapolis Railway 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. Year. Miles in oper- 1880-81 . . 1881-82.. 1882-83.. 1883-8-1.. 1884-85.. 1885-86.. 1886-87.. 1887-88.. 1888-89.. 1889-90.. 1890-91.. 1891-92.. 1892-93 . . 1893-94.. I 1894-95.. 1895-96.. , 1896-97.. 1897-98. . 1898-99.. 1899-1900' 1900-01 . . 1901-02 1902-03.. 1903 04.. 1904 05.. 1905-06.. 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 32 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 81 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 Proportion of 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 43 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 Proportion of one-third gross earnings credited to the Windsor Branch. $ cts. 21,216 21,052 24,113 23,018 24,451 23,658 25,327 24,553 28,372 30,162 33,508 30,235 34,316 32,975 39,077 36,561 40,603 37,226 42,474 47,351 47,261 49,604 42,560 53,634 50,038 49,452 Maintenance expenses. $ cts. 20,502 26 13,099 55 23,103 93 22,140 86 18,751 96 19,229 49 26,04? 33 24,040 33 20,856 50 18,982 82 28,931 71 19,514 37 16,889 95 17,645 09 14,640 07 16,476 46 10,821 04 18,181 09 12,873 06 12,891 56 16,862 66 16,376 27 17,843 19 24,281 09 26,863 16 17,485 97 Profit. 714 27 7,953 64 1,009 96 878 07 5,699 39 4,428 62 513 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 Loss. cts. ' $ cts. 714 75 22 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 PRINCE EDWARD ISLAND. CAPITAL ACCOUNT. The cost of road and rolling stock up to June 30, 1906 : — Road, &c $ 6,631,664 57 Rolling stock 583,924 12 Total $ 7,215,588 69 The rolling stock provided on capital account consisted of : — Passenger Car Stock. 09 U =s o !i '5 m o Engines. m i-c 2nd class cars. Baggage, smoking and pos- tal . 27 23 19 14 i "2 cS a o -C bo ~ 3 | 03 ? C >-. O o cS c a M 4 1 9 j The capital expenditure during the year amounted to $496,124.89, of which was expended on the construction of the Murray Harbour branch railway and on the Hills- boro' bridge, $194,029.16. The following works are being carried on, on capital account : — 1. Bridge over the Hillsboro' river at Charlottetown of which Mr. M. J. Haney is the contractor for the substructure, which work is well advanced. Total expenditure up to June 30, 1905 $ 1,281 ,2b8 60 Expenditure from June 30, 1905, to June 30, 1906. . . . 75,133 99 Total expenditure up to June 30, 1906 $ 1,362,972 59 2. Murray Harbour branch, of which Mr. Willard Kit- chen is the contractor. Total expenditure up to June 30, 1905 $ 1,135,802 83 Expended from June 30, 1905, to June 30, 1906. . . . 118,295 17 Total expenditure up to June 30, 1906 $ 1,254,098 00 11 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. 1875-76 . 1876-77 . 1877-78 . 1878-7!) . 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 . Miles in operation . 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 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 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 24 234,390 03 217,330 61 257,270 57 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 98 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 Tons of freight carried. No. of passengers 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 57,988 62,227 73,696 75,381 80,582 86,286 75,969 87,162 Miles. Steel rails (50 and 56 lb. to yard) 257 '3 Iron rails (40 lb. to yard) 4 Total length of road 261-3 The road and rolling stock are in good running condition. 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;U89 122,586 121,498 126,510 129,667 147,471 157,793 184,748 205,265 224,517 235,194 256,092 24 DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII., A. 1907 Plans and Sections showing the on each of the Canadian Canal Canal which is uncompleted. 60 " ~te ■!-4 * WW////M, Weltand. Soulanges Beauharnois. SaulT Ste. Mane. There are no locks on the through Montreal of less dimension than 11 CHIEF ENGINEER S REPORT 25 SESSIONAL PAPER No. 20 dimensions of the smallest lock Systems Except the Trent 4? id Lachine S1 Anne, S!0urs, Carillon, e, Grenville. route between Lake Superior and those of the Welland Canal locks. Chambly. Rideau. St Peters 26 DEPARTMENT OF RAILWAYS A\D CANALS 11 6-7 EDWARD VII., A. 1907 TRETSTT CANAL Hydraulic Lift-Lock at Peterborough. 65 Feet Lift. ii CHIEF EX UNEER'S REPORT m 27 SESSIONAL PAPER No. 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, St. Anne, Chambly, St. Ours, Kideau, Trent and St. Peter's are also shown. CONSTKUCTION. 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 June 30, 1905 $6,886,174 48 Expended during the year ended June 30, 1906. . . . 5,000 22 Total expended up to June 30, 1906 $6,891,174 70 Expended from June 30, 1906, to October 1, 1906. 549 47 Total expended up to October 1, 1906 $6,891,724 17 There yet remains 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. It having been found necessary to lengthen the entrance piers at each end of the canal, a contract has been entered into with Mr. Birmingham to extend south lower' entrance pier 800 feet. The work is completed. For the extension of 800 feet to the south upper entrance pier, a contract has been entered into with O'Boyle Bros., which is nearing completion. When this work is brought to a finish the construction of the canal may be considered complete, unless, with a view to appearance of neatness and beauty, it is considered desirable to level up the grounds, lay them out in parterres, and plant them with trees and shrubs. Total expenditure up to June 30, 1905 $4,423,675 99 Expended from June 30, 1905, to June 30, 1906. .. . 120,000 00 Total expended up to June 30, 1906 $4,543,675 99 Expenditure from June 30, 1906, to October 1, 1906. 46,294 56 Total expenditure up to October 1, 1906 $4,589,970 55 28 DEPARTMENT OF RAILWAYS AND CANALS ij 6-7 EDWARD VII., A. 1907 TRENT CANAL. This canal is designed to extend from the waters of Lake Ontario to the Georgian bay on Lake Huron, 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. Sections 1 and 2, on the Peterborough-Lakefield division, 9-61 miles, which were constructed by Messrs. Brown, Love & Aylmer and Messrs, Corry & Laverdure respec- tively, were opened for traffic on July 9, 1904, on which date the hydraulic lift lock at Peterborough was formally put in operation. The lift lock has a lift of 65 feet. It was fully described in the report of 1904. The only work of construction at present being carried on is in connection with the completion of section No. 3, and the extra work on section 2, Simcoe-Balsam lake division, ordered, namely, the construction of a road and bridge along the fourth concession of Eldon and the construction of the steel work of the hydraulic lift lock at Kirkfield. The contract for the steel for this hydraulic lift lock was awarded to the Domin- ion Bridge Company of Montreal, on February 15, 1905, and the work under this contract is proceeding. Eighty per cent is erected. The structural work is well under way. 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. Section No. 2 is completed with the exception of the extra work in connection with the raising of a road along the fourth concession of the township of Eldon, which will be finished this fall. The concrete of the high level bridge is completed and the work of raising the road is well advanced and will be completed this season. Section No. 3. — The contract for this section was awarded to Messrs. Brown & Aylmer on September 6, 1900. The work consists of constructing five concrete locks, three dams, three swing bridges, the necessary excavation, culverts, &c. All the con- crete work with the exception of the closures in Nos. 1, 2, and 3 dams and a few other small items is completed. There is yet some excavation, both dry and dredging, to be done, also a considerable length of protection lining to lay, but the end of this season all the work should be completed. 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 section from Lake Simcoe to Georgian bay and the work between Heeley's falls and Lake Ontario waters. ii CHIEF ENGINEER'S REPORT 29 SESSIONAL PAPER No. 20 The following is a statement of the expenditure made on the construction of this canal from its commencement up to October 1, 1906 : — Expended prior to June 30, 1867 $ 309,371 31 Expended subsequent to June 30, 1867, and June 30, 1894 (date of works contracted for) 782,584 88 Expended from June 30, 1894, to June 30, 1904. . . . 3,512,435 81 Total expenditure up to June 30, 1905 4,957,653 75 Expended from June 30, 1905, to June 30, 1906. . . . 319,789 49 Total expenditure up to June 30, 1906 $5,277,443 24 Expended from July 1, to October 1, 1906 41,411 72 Total expenditure to October 1, 1906 $5,318,854 96 ENLARGEMENT. LACHINE CANAL. This canal extends from Montreal to Lachine, a distance of 8£ miles. There are 5 lift locks, 270 x 45 feet, with 14 feet of water on the mitre sills, giving a total rise of 45 feet. There was a large amount of woi'k 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 12,000 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 xotal expenditure up to June 30, 1869 $2,589,532 85 Total expenditure for enlargement up to June 30, 1905 $8,885,578 80 Expended in year ended June 30, 1906 103,798 28 Total expenditure to June 30, 1906 $8,989,377 08 Expended from June 30, 1906, to Oc- tober 1, 1906 2,703 47 Total expenditure for enlargement to October 1, 1906 $8,992,080 55 Total expenditure for construction and enlargement to October 1, 1906 $11,581,613 40 30 DEPARTMENT OF RAILWAYS AND CANALS jj 6-7 EDWARD VII., A. 1907 CORNWALL CANAL. This canal extends from Cornwall to Dickenson's Landing, a distance of 11 miles, No special work done during the year. 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 enlarge- ment up to June 30, 1905, is $877,090 57 Expended during yead ended June 30, 1906 Nil Total expenditure up to October 1, 1906 $877,090 57 ' RAPIDE 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 June 30, 1905 $2,157,487 09 Expended during the year ended June 30, 1906 Nil Total expenditure up to June 30, 1906 $2,157,487 09 Expended from June 30, 1905, to October 1, 1906. . Nil Total expenditure up to October 1, 1906 $2,157,487 09 GALOPS CANAL. The works of enlargement of both the Iroquois section and the Cardinal section of this canal are completed, and the engineers are preparing the final estimates, the details of which, in order to meet the requirements of the Auditor General's office, are very voluminous. 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. A wharf was built at Cardinal. Total expenditure on enlargement up to June 30, 1905. .$5,819,923 75 Expended from June 30, 1905, to June 30, 1906 140.920 65 Total expenditure up to June 30, 1906 $5,960,844 40 Expended from June 30, 1906, to October 1, 1906. . . . 7,427 40 Total expenditure up to October 1, 1906 $5,968,271 80 WELLAND CANAL. The trunk line extends from Port Dalhousie on Lake Ontario to Port Coltorne on Lake Erie, a distance of 26| miles. ii CHIEF ENGINEER'S REPORT 31 SESSIONAL PAPER No. 20 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 contrack for ' New Docking along West Pier,' has made very good progress ; nearly all of the cribs being in place and a large portion of the concrete superstructure. The foundations for the proposed elevator on Dock No. 2, under contract to Messrs. Larkin & Sangster, has been completed, and the filling around the piers has been put in. place by Messrs. Hogan & McDonell. Total expenditure up to June 30, 1905 $ 959,939 72 Expended from June 30, 1904, to June 30, 1906.. .. 250,019 38 Total expenditure up to June 30^1906 $1,207,959 10 Expended from June 30, 1905, to June 30, 1906. . . . 250,019 38 Total expended up to October 1, 1906 $1,330,405 41 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 build new structures spanning the entire channel, until all the bridges have been rebuilt. Six of these bridges have been replaced with modern structures, giving a clear channel 100 feet in width. Other improvements of various kinds have been caried out. Total expenditure up to June 30, 1905 $ 587,496 83 Expended from June 30, 1905, to June 30, 1906 68,967 38 Total expenditure up to June 30, 1906 $ 656,464 21 Expended from June 30, 1906. to October 1, 1906. . . . Nil. Total expenditure up to October 1, 1906 $ 656,464 21 DEEPENING PORTIONS OF LONG LEVEL. This work is being executed by Magann & Phinn. This deepening will give 17 feet at normal level and 15 feet at extreme low water ; the work is nearing completion. Total expenditure up to June 30, 1905 $ 387,288 76 Expended from June 30, 1905, to June 30, 1906 105,000 00 Total expenditure up to June 30, 1906 $ 492,288 76 Expended from June 30, 1906, to October 1, 1908. . . . 40,674 35 Total expenditure up to October 1, 1906 $ 532,963 11 32 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 Construction. Enlargement. Total expenditure up to June 30, 1905. $7,693,824 03 $18,386,542 10 Expended from June 30. 1905 to June 30, 1906 715,198 24 Total expenditure up to June 30, 1906. . . $19,101,740 34 Expended from June 30. 1906, to October 1, 1906. . . . 174,587 20 Total expenditure up to October 1. 1906 $19,276,327 54 ST. LAWRENCE RIVER AND LAKE IMPROVEMENTS. GALOPS RAPIDS CHANNEL. Tbis work is being- executed by tbe contractors, the Gilbert Blasting and Dredging Company. Total expenditure up to June 30, 1905 $ 959,626 55 Expended from June 30, 190".. to June 30, 1906. . . . 26,506 26 Total expenditure up to June 30, 1906 $ 986,132 81 Expended from June 30, 1906, to October 1. 1906. . . . 4,575 03 Total expenditure up to October 1. 1906 $ 990.707 84 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. The work also comprises the building of a dam from Adam's island to Galops (Ogden) island. These works are being executed by the contractor, Mr. M. A. Cleve- land, and it is expected that they will all be completed this season, 1906. Total expenditure up to June 30, 1905 $1,456,561 74 Expended from June 30. 1905, to June 30, 1906. . . . 83,028 98 Total expenditure up to June 30, 1906 $1,539,590 72 Expended from June 30. 1906, To October 1, 1906. . . . 21,140 00 Total expenditure up to October 1, 1906 . . .$1,560,730 72 11 CHIEF ENGINEER'S REPORT 33 SESSIONAL PAPER No. 20 ST. LAWRENCE RIVER AND CANALS. REDUCING SHOALS WEST OF CORNWALL CANAL. The contemplated improvement of the river channel west of the upper entrance of the Cornwall canal has been completed by the removal of the following five shoals : — Wagner's Island shoal. Dawson's Point. Archibald's Point. Markell's Point. Maxwell's shoal. The removal of these shoals to a depth of 17i feet of water, has materially im- proved the channel. It has changed the direction of the current, which, instead of flowing in the direction of the Long Sault as heretofore, has taken a direct course towards the entrance of the canal, a deviation which greatly advantages the navigation of the channel. Total expenditure on river reaches to June 30, 1905. . . .$ 483,830 20 Expenditure June 30, 1905, to June 30, 1906 7,435 85 Total expenditure to June 30, 1906 $ 491,286 05 Expended from June 30, 1906, to October 1, 1906 1,136 41 Total expenditure to October 1, 1906 $ 492,402 45 SUMMARY. ■ To summarize, I may state the cost of construction and enlargements of the canals and improvements to the river and lakes up to June 30, 1906, 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. Laclune Canal $ cts. 2,589,532 85 $ cts. 8,989,377 08 $ cts. $ cts. 11,578,909 93 298,176 11 6,891,174 70 75,906 71 7,211,630 82 10,326,753 86 298,176 11 Soulanges Canal 6,891,174 70 75,906 71 1,915,624 73 1,320,655 54 5,266,006 09 10.676 26 A 877,090 57 ( 2,157,487 09 | 5,960,844 40 ) 986,182 81 718,674 78 1,539,590 27 986,132 81 718,674 78 1,539,590 27 1,248,820 26 26,795,564 37 4,543,675 99 1,248,820 26 7,693,824 03 4,543,675 99 19,101,740 34 Sault Ste. Marie Canal Total 26,233,308 10 42,363,221 83 3,618,481 16 72,215,011 09 20— ii— 3 34 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 If to the above total there is added the cost of the Beauharnois canal — $1,636,- 690.26, now not required for navigation — the total expenditure is $73,851,701.35. Route from Lachine to Ottawa. St, Anne's Lock Carillon and Grenville Canals. Original Construction. Total. $ cts. 134,456 51 63,053 64 197,510 15 Enlargement. Total. Jg cts. $ cts. 1,035,759 12 1,170,215 63 4,119,039 32 ; 4,182,092 96 5,154,798 44 5,352,308 59 Construction by the Imperial Government is not included. Records relating to same were kept in Ordnance Offi ce, Montreal, and were destroyed by tire in 1852. Route from Ottawa to Kingston. Original Construction. Rideau Canal Tay Canal Total $ cts. 4,085,889 21 489,599 23 4,575,488 44 Enlargement. % cts. Total. S cts. 4,085,889 21 489,599 23 8,575,488 44 Route from St. John, P.Q., to Sorel. — Original Construction. Enlargement. Total. Chambly Canal. S cts. 637,056 76 121,537 65 758,594 41 *p CtS. $ cts. 637,056 76 St. Ours Lock . . Total 121,537 65 758,594 41 Route from Lake Ontario to Georgian Bay. — Original Construction. Enlargement. Total. Trent Canal $ cts>. 5,277,443 24 $ cts. S cts. 5,277,443 24 Total 5,277,443 24 5,277,443 24 11 CHIEF ENGINEER'S REPORT 35 SESSIONAL PAPER No. 20 Eoute from Atlantic Ocean to Bras d'Or Lakes. — Original Construction. Enlargement. Total. % cts. 248,762 84 $ cts. 399,784 30 $ 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 canal 1,636,690 26 Total $2,019,466 72 MAINTENANCE AND OPERATION. LACHINE CANAL. Operation. No interruption occurred to the traffic through this" canal during the season of 1905. Maintenance. 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 June 30, 1906, is as follows : — Ordinary repairs under head of staff and repairs. . . . $60,064 84 Special repairs under head of income — Rebuilding wharf below lock 1 $10,000 00 Rebuilding wall, basin No. 2 34,369 55 Building spare gates, lock 5 4,078 71 Rebuilding portions of Lachine wharf. . . . 21,496 90 Paving bridge approaches 14,600 00 Gate lifter 5,188 43 Walls St. Gabriel basin, No. 1 12,538 37 To repair a leak from basin No. 1 to lock No. 1 24,757 24 Raise roof of flour shed Nos. 4 and 5. . . . 6,489 57 $133,518 77 Total $193,582 61 20— ii— 3£ 36/ DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 SOLLANGES CANAL. Operation. The operation of this canal was conducted without interruption during the sea- son of 1905. The cost of repairs made during the year ended June 30, 1906, is as follows : — Ordinary repairs under head of staff and repairs. .. . $17,096 33 Special repairs under head of income — General repairs, including gasoline boat. . $14,834 64 Eepairs to slope. St. Amour's Gully. . . . 1,199 15 $16,033 79 Total. $33,130 12 CORNWALL CANAL. Operation. No interruption occurred to the traffic through this canal during the season of 1905. The canal 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 June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs . . . .$31,893 13 Special repairs under head of income — Cornwall — To rebuild wooden piers with concrete $2,324 33 To fill in space between old and new locks at foot of canal 9,223 00 To put in rip-rap facing of stone around ' The Point' between the locks 8,516 46 20,063 79 Total $51,956 92 WILLIAMSBURG CANALS. Operation. No interruption occurred in the traffic through these canals during the season of 1905. 11 CHIEF ENGINEER'S REPORT 37 SESSIONAL PAPER No. 20 i Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. .. .$16,148 66 < Galops — To stop leak in bank $18,783 00 Williamsburg — Steam hoist and steam pump 1,200 00 19,983 00 Total $36,131 66 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 canal. Maintenance. The cost of repairs during the year ended June 30, 1906, is as mollows : — Ordinary repairs under the head of staffs and repairs. .. .$78,704 93 Special repairs under head of income — Welland— Stone protection to banks of new canal . . . . $10,146 98 To change valves and hanging gear of New Welland canal lock gates 14,995 03 To build retaining wall in rock cut 2,550 15 1 27,692 16 Total $106,397 09 SAULT STE. MARIE CANAL. Operation. No interruption to navigation occurred in this canal during the season. During the season of 1905, there were 4,100 lockages, passing 5,185 registered craft and 475 unregistered vessels and scows, with a total tonnage of 5,059,251 tons; of this total tonnage 1,870,486 tons was of Canadian vessels, being an increase in this class of tonnage of 117,340 tons. Maintenance. The cost of repairs during the yiaar ended June 30, 1906, is as follows: — Ordinary repairs under the head of staff and repairs. .. . $20,086 15 38 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 CHAMBLY CANAL. The operation of this canal was conducted without interruption during the sea- son of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under head of staff and repairs $25,173 48 Special repairs under head of income — Kenewing bridge No. 3 $3,598 97 To strengthen banks 5,998 99 To macadamiz road west side of canal. .. . 6,594 69 To macadamize tow path 10,000 07 26,192 65 Total $51,366 13 ST. OURS LOCK AND DAM. Operation. There was no interruption to navigation on this canal during the season of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, was as follows : — Ordinary repairs under the head of staff and repairs. .. . $3,872 75 Special repairs under head of income — New boom piers and booms $7,307 39 $7,307 39 Total $11,180 14 STE. ANNE'S LOCK. Operation. There was no interruption to navigation on this Iock during the season of 1905.. Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. . $2,294 86 CARILLOX AND GRENVILLE CANALS. Operation. There was no interruption to navigation on these canals during the season of 1905. ii CHIEF ENGINEERS REPORT 39 SESSIONAL PAPER No. 20 Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. . $10,924 72 Special repairs under head of income — Repairs Jo guide piers, Greece's Point $ 4,659 74 Building new lighthouse 185 01 Rebuilding Grenville wharf 19,034 58 Total $34,804 05 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 June 30, 1906, is as follows : — Ordinary repairs under head of staff and repairs. . . . $18,640 71 Special repairs under head of income — Completing St. Barbe dyke 599 85 Rebuilding weir at Valleyfield 1,931 39 $21,171 95 MURRAY CANAL. Operation. There was no interruption to navigation on this canal during the season of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. . $2,840 91 Special repairs under head of income — To rebuild piers wth concrete, east end 293 75 Total .. $3,134 66 40 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 RIDEAU CANAL. Operation. There was no interruption to navigation on this canal during the season of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. . $54,495 63 Special repairs under head of income — To rebuild retaining walls at foot of locks, Ottawa . . 4,997 90 To provide ferry scow 275 00 Total $59,768 53 TRENT CANAL. Operation. There was no interruption to navigation on this canal during the season of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, is as follows : — Ordinary repairs under the head of staff and repairs. .. .$33,398 85 Special repairs under the head of income : — Trent — Improvements $ 14,522 31 Kepairs to guard gates m. . . . 1,730 80 Repairs and renewals to Trent and Bensfort bridges 4,585 One dredging engine, boiler and steel boom, and completion dredge 4,500 00 To complete dump scows 691 92 Contribution towards construction of a road across McLaren's creek Nil. 25,030 36 $58,429 21 st. peter's canal. Operation. There was no interruption to navigation on this canal for the season of 1905. Maintenance. The cost of repairs during the year ended June 30, 1906, as follows : — Ordinary repairs under the head of staff and repairs .... $ 253 65 ii CHIEF ENGINEERS REPORT 41 SESSIONAL PAPER No. 20 CULBUTE CANAL. This canal has been abandoned for navigation purposes. Summary. Cost of maintenance and operation of the canal sys- tem for the year ended June 30, 1906 $1,250,612 89 Net revenue of canals after deducting refunds 78,009 2] Excess of cost of maintenance and operation over revenue $1,172,603 68 Table showing the dates of opening and closing of the canals for the season of 1905-06. Name of Canal. Lachine Soulanges Cornwall Farran's Point Rapide Plat Galops Murray Welland Sault Ste. Marie Grenville. Carillon Ste. Anne's ... Chainbly St. Ours .-.. r>:j f At Ottawa. . Kideau \ ». xt- . I, At Kingston . Trent Beauharnois St. Peter's Navigation opened 1906. April May April May April 29 23 17 17 17 17 14 16 14 30 30 19 1 IS 28 30 10 1 23 Navigation closed 1905. December December 6 16 20 November 30 30 30 30 29 29 2« December 26 November 30 January 9 CANAL STATISTICS. These statistics are for the season of 1905, they have, as usual, been prepared by Mr. R. Devlin, the officer in charge of the canal statistics office. Table showing the tons of freight passing through each canal, the number of trips of vessels passing through each canal for the season ended December, 1905. Name of Canal. Welland St. Lawrence . . . Chambly Ottawa Rideau S. Peter's Trent Murray Sault Ste. Marie Tons of Freight passed through 1,092,050 1,752,855 447,009 390,771 59,8(54 81,077 29,421 45,231 5,473,406 No. Tolls charged. 157,478 61 128,(510 73 28,391 88 28,949 43 5,589 43 2,911 96 1,309 13 1.205 89 No tolls. No. of Trips of Vessels passing through. 1,595 9,996 3,343 2,152 4,715 1,595 2,046 707 5,662 42 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 GENERAL REMARKS. For 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. For 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 Paris 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 July 1, 1906, for which cash subsidy per mile was granted. There will also be found the amount of subsidy per annum paid up to July 1, 1906, with the number of miles built. CANAL STATISTICS. These statistics are for the season of 1905. They have been prepared by Mr. R. Devlin, the officer in charge of the canal statistics. Comparative Statement, for seasons of 1905 and 1904, showing the amounts that would have been collected had not the canals been made free. Name of Canal. Welland Canal St. Lawrence Canals Chambly Canal Ottawa Canal Rideau Canal St. Peter's Canal Trent Canal Murray Canal Sault Ste. Marie Canal Total 354,447 0( Season Season of of 1905. 1904. 8 cts. $ cts. 157.478 61 117,562 01 128,610 73 111,726 25 28,391 88 27,451 87 28,949 43 22,244 72 5,589 43 4,804 98 2,911 96 2,745 75 1,309 13 1,333 15 1,205 89 1,097 82 No tolls. No tolls. 288,966 55 11 CHIEF ENGINEER'S REPORT 43 SESSIONAL PAPER No. 20 Comparative Statement of Tons of freight which passed through the canals in seasons of 1904 and 1905. Season ot 1905. Season of 1904. Number of trips of vessels passing through Season of 1904. Season of 1905. Welland Canal 1,092,050 1,752,855 447.069 390,771 59,864 81,077 29,421 45,231 5,473,406 811,371 1,427,316- 448,187 335,993 55.120 73,416 45,689 28,439 5,030,705 1,413 8,678 3,475 1,805 4,042 1,654 2,287 768 3,962 1,595 9,996 3,343 2,152 4 715 St. Peter's Canal . Murray Canal 1.595 2,046 707 5 662 Total 9,371,744 8,256,236 28,104 31,811 44 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 Summary of Tables of Steam Railways for the years ended June 30, 1905, and June June 30, 1906. Miles of railway completed (track laid) ii sidings ~ ii iron rails in main line steel rails ii ii (double track) Capital paid (including the 4 following items) Government (Dominion and Provincial) bonuses paid •i ii ii loans paid ii (Provincial only) subscriptions to shares paid . . Municipal aid paid . . . Miles in operation Gross earnings 'Working expenses Net earnings Passengers carried ... Freight carried (tons) Train mileage Passengers killed Number of elevators . . . . highway crossings at rail-level, with watchman . . . ii ii without watchman. overhead bridges, highway crossings over railway. highway crossings under railway farm n ■■ level crossings of other railways junction with other railways . ii branch lines engines owned . . ii hired sleeping cars owned ii hired parlor cars owned ii hired. dining cars owned ii hired official cars owned fii st class cars owned ■• hired second class and immigrant cars owned ii ii hired baggage, mail and express cars owned 'i ii hired refrigerator cars owned ii hired cattle and box freight cars owned H hired platform cars owned hired coal cars owned hired , conductors' vans owned H hired tool cars owned ii hired snow ploughs owned hired flangers owned H hired other rolling stock Included in the above there are the following : Number of cars with air brakes owned ii .. ii hired H .. with automatic couplers owned H ii H hired June 30, 1905, Steam Railways only. 20,601 3,632 68 20,533 838 ,248,666,414 208,208,070 20,613,489 300,000 17,198,211 20,487 106,467,199 79, '.)77, 574 26,489,625 25,288,723 50,893,957 65,934,114 35 281 222 13,746 472 329 251 295 390 234 2,808 98 169 25 41 4 58 5 61 1,195 90 680 3 784 12 1,455 56 55,060 2,169 18,348 321 8,552 235 1,363 15 802 4 319 202 *2,126 75,429 2,749 82,122 3,259 June 30, 1906, Steam Railways only. 21,518 4,085 74 21,444 878 1,332,498,705 216,853,117 20,613,489 300,000 17,125,164 21 353 125, 322', 865 87,129,434 38,193,431 27,989,782 57,966,713 72,723.482 16 320 203 12,962 431 336 394 315 374 265 2,911 20 216 19 92 4 75 5 61 1,243 46 715 1 838 4 1,487 168 61,081 848 18,496 29 8,287 8 1,416 6 1,325 340 1 199 6 2,868 85,616 826 91.C15 167 * Includes steam cranes, steam shovels, derricks, bo.irding cars, pile drivers, &c. 11 CHIEF ENGINEER'S REPORT 45 SESSIONAL PAPER No. 20 Si mmary of Tables of Electric Railways for the years ended June 30, 1905, and June 30, 1906. Comparative Statement. June 30, 1905. June 30, 1906 Miles of railway completed (track laid) ii sidings .i iron rails in main line m steel u ii n ii H double track Capital paid (including1 the 3 following items) Government (Dominion and Provincial) bonuses paid Municipal aid paid Miles in operation Gross earnings Working expenses. . .... Net earnings Passengers carried Freight carried (tons) Car mileage Passengers killed Number of highway crossings at rail-level with watchman H ii without watchman . overhead bridges highway crossings over railway. . highway crossings under railway farm crossings under railway level crossings of other railways junctions with n H branch lines power-houses (steam power) owned ii H hired H (water-power) owned H ii hired passenger cars (motor) owned H H hired ii (trailers) owned official cars owned locomotives owned baggage, mail and express cars owned cattle and box freight cars owned . . . platform cars owned tool cars owned snow ploughs owned snow sweepers owned other rolling stock owned 61 9 5 3 203 45 793 35 25 768 186 033,321 60.800 173 000 793 357,125 918,194 438,931 467,317 510,350 959,101 30 10 273 26 9 2 117 46 11 38 10 3 2,278 260 3 12 13 14 66 15 39 77 21 814 45 3 811 195 63,857,970 60,800 173,000 814 10,966,872 6,675,038 4,291,834 237,655,074 506,024 50,618,836 12 14 288 28 9 2 124 46 13 41 12 3 2,389 266 3 11 15 20 80 13 43 89 *21 Includes 2 Conductor's vans, 3 coal and dump cars and 16 refrigerator cars. 6-7 EDWARD VII. SESSIONA'. PAPER No. 20 A. 1907 RAILWAYS DISTANCES OF THROUGH RAILWAY ROUTES FROM THE • ATLANTIC TO THE PACIFIC. LENGTHS OF THE GOVERNMENT RAILWAYS CANALS LENGTHS AND LOCATIONS OF THE DOMINION CANALS AND THE INTERMEDIATE WATERS WITH THE DIMENSIONS OF LOCKS. MAPS 47 48 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 EAILWAYS. The following shows the several routes of railway giving through communication between the Atlantic and Pacific coasts: — The routes available between Halifax and Montreal are four in number, in all of which the Intercolonial is used, either in whole or in part, as follows: — Halifax to Montreal. Miles. 1. Intercolonial Railway, via Levis, to Montreal S37 2. Intercolonial Railway to St. John 275 Canadian Pacific Railway, from St. John to Montreal. . 480 Total 755 3. Intercolonial Railway to St. John 275 Canadian Pacific Railway, from St. John to Vanceboro'. 90 Main Central Railway, from Vanceboro' to Danville Junction 224 Grand Trunk Railway, from Danville Junction to Mont- real 270 Total 859 4. Intercolonial Railway to St. John 275 Canadian Pacific Railway from St. John to Edmundston. 170 Temiscouata Railway, from Edmundston to Riviere du Loup 81 . Intercolonial Railway, from Riviere du Loup to Mont- real 278 Total 804 St. John to Montreal. 1. Intercolonial Railway, via Levis, to Montreal 740 2. Canadian Pacific Railway to Montreal 480 3. Canadian Pacific Railway to Edmundston 170 Temiscouata Railway, from Edmundston to Riviere du Loup 81 Intercolonial Railway, from Riviere du Loup to Mont- real 278 Total 529 ii CHIEF ENGINEER'S REPORT 49 SESSIONAL PAPER No. 20 MONTREAL, OR QUEBEC, TO THE PACIFIC OCEAN. Montreal to Vancouver. Miles. 1. Canadian Pacific Railway to Vancouver 2,906 Canadian Pacific Railway from North Bay to Vancouver 2,546 2. Grand Trunk Railway to North Bay 560 Total 3,102 Quebec to Vancouver. Miles. 1. Canadian Pacific Railway to Vancouver 3,052 2. Intercolonial Railway to Montreal 162 Canadian Pacific Railway from Montreal to Vancouver. . 2,906 Total 3,068 3. Grand Trunk Railway to Montreal 172 Canadian Pacific Railway from Montreal to Vancouver. . 2,906 Total 3,078 4. Grand Trunk Railway to North Bay 732 Canadian Pacific Railway from North Bay to Vancouver 2,542 Total 3,274 The Canadian Pacific Railway was opened for through traffic 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 June 30, 1906, was 1,445 -95 miles, and tor freight branches 12 -50 miles, making a total of 1,457 42 miles. The following are the through distances : — Miles. Halifax to Montreal, via Levis 837 St. John to Montreal, via Levis 740 Sydney to Montreal, vin 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. x 20— ii— 4 50 DEPARTMENT OF RAILWAY* AND CANALS {{ 6-7 EDWARD VII., A. 1907 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 5 Emerald Junction to Cape Traverse 13 Alberton to Cascumpec wharf 1 Charlottetown to Murray Harbour 52 '3 261 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. CANALS. The following statements give in r-oncise 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 : — 11 CHIEF ENGINEER'S REPORT 51 SESSIONAL PAPER No. 20 First. — The through route between Montreal and the head of Lake Superior (l^ 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. Cornwall Canal 11 River St. Lawrence 5 4. Farran's Point Canal 1 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. Savdt Ste. Marie Canal 1J Lake Superior to Port Arthur 266 Total 1,2231 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. Peters Canal. RIVER 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 connect- ing canals, afford a course of water communication extending from the Straits of Belle [sle 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. 20— ii— 4i 52 DEPARTMENT OF RAILWAYS AND CANALS ji 6-7 EDWARD VII., A. 1907 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. Ln 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 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. 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 the canals on the main route be- tween Montreal and Lake Erie comprises locks of the following minimum dimen- sions: 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 11 CHIEF ENGINEER'S REPORT 53 SESSIONAL'PAPER No. 20 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 8£ 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 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 o'f 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. Length of canal 14 statute miles. XT . , , . Uift 4 JN umber ol locks i ■, ., (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. From the head of the Lachine to the foot of the Soulanges the distance is sixteen miles. CORNWALL 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 51 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD 'VII., A. 1907 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 Eapids from the town of Corn- wall to Dickenson's Landing. WILLIAMSBURG 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 of lockages 3 \ feet. Depth of water on sills of new lock 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. RAPIDE PLAT CANAL. Length of canal 31 miles. Number of locks 2 Dimensions of locks 270 feet by 45 feet. Total rise or lockage ll£ feet. Depth of water on sills 14 " Breadth of canal at bottom 80 " Breadth of canal at surface water 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 10J miles. The canal was formed to enable vessels ascending the river to pass the rapids at that place. Descending vessels run the rapids safely. ii CHIEF ENGINEER'S REPORT 55 SESSIONAL PAPER No. 20 GALOPS CANAL. Length of canal 7 h miles. Number of locks 3 Dimension of locks, one of which is a guard-lock < _ nhrn , .' I 2-270 by 45. 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 pier heads 5& 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. WELLAND CANAL. Main line from xJort Dalhousie, Lake Ontario, to Port Colborne, Lake Erie. Old Line. Enlarged on New Line. Length of canal 27 J miles. 26 J miles. Pairs of guard-gates (formerly 3). • 2 ,T , , , . /guard 26 25 JN umber oi locks. | j^ -^ -. ( 1 (tidal) 2:30 x 45 j Di—Si°- \\ 5 Z : 45 ™ feet x 45 fact. (. 24 locks 150 x 45 J Total rise or lockage 326f feet. 326| feet. Depth of water on sills 10^ " 14 " WELLAND RIVER BRANCH US. 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 feet. Chippewa Cut to River Niagara 1,020 feet. 56 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 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 Welland 10 feet. Depth of water on sills 9 feet 10 inches. GRAND RIVER FEEDER. Length of canal 21 miles. Number of locks , 2 tv • * i i ( 1 of 150 by 26£ feet. Dimensions of locks j 1 o£ m ^ 45*feet Total rise or lockage 7 to 8 feet. Depth of water on sills 9 feet. PORT MAITLAKD BRANCH. Length of canal If miles. Number of locks 1 Dimensions of locks 185 feet by 45 feet. Total rise or lockage 7 \ feet. Depth of water sills 11 feet. 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, llf 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 chan- nel, 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 dis- tance thorough Lake Superior to Port Arthur is 2G6 miles, and to Duluth 400 miles. SAULT STE. MARIE 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. 11 CHIEF ENGINEER'S REPORj 57 SESSIONAL PAPER No. 20 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 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. 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 : — 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 From Carillon to Grenville canal The Grenville canal From the Grenville canal to entrance of Rideau navigation. Rideau navigation ending at Kingston Interme- diate Distance. Total Distance front Montreal. Miles. 8* 15" l 27S a 4 56 120} Miles. 23 23 50 51 57 63 119 245 STE. ANNE'S LOCK. New Lock. Old Lock. Length of canal i mile. & mile. Number of locks 1 1 Dimensions of locks 200 x 45 feet. 190 x 45 feet. Total rise or lockage 3 feet. 3 feet. Depth of sills 9 " 6 " This work, with guide piers above and below, surmounts the Ste. Anne's rapids between lie Perrot and the head of the Island of Montreal, at the outlet of that por- tion of the River Ottawa which forms the Lake of Two Mountains. 23} miles from Montreal harbour. 58 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 THE CARILLON 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 5f miles. Number of locks 5 Dimensions of locks 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 " 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. Length of navigation waters 126£ miles. Number of locks going from Ottawa to Kingston. .. ' ascen ing. (14 descending. Total lockage 446£ feet j^f"^ ^H high Water' Dimensions of locks 134 x 33 feet. Depth of water on sills 5 feet. Navigation depth through the several reaches.. .. 4£ " , . (60 feet in earth, bottom {,-** x • Breadth of canal reaches at u /54 feet in rock Breadth of canal at surface of water 80 feet in earth. ii CHIEF ENGINEER'S REPORT 59 SESSIONAL PAPER No. 20 PERTH BRANCH. Length of canal 6 miles. Number of locks 2 Dimensions of locks 134 feet x 32 feet. Total rise or lockage 26 Depth of water on sills 5 " 6 inches Length of dam 200 " Breadth of canal at bottom 40 ^ , , , , (60 " in clay. Breadth of canal at surface at water < .~ u • r ej. 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: — ' Prom the summit, the route towards Ottawa follows the Rideau river, and that towards of Kingston follows the River Cataraqui. 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 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- boro', 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 Kingston. 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. Prom the boundary line to New York the distance is 330 miles. 60 DEPARTMENT OF RAILWAYS AND CANALS n 6-7 EDWARD VII., A. 1907 The following table shows the distances between Sorel and New York : — Section of Navigation. Sorel to St. Ours lock St. ( >urs lock to Chambly canal Chambly canal Chambly canal to boundary line Boundary line to Cham plain canal Champlain canal to junction with Erie canal. Erie canal from junction to Albany Albany to New York ... . . Interme- diate Distance. Miles. 14 32 12 23 111 66 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 at low water. Length of dam 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. Length of canal Number of locks Dimensions of locks : — Guard lock, No. 1 at St. Johns. Lift " 2 12 miles. 9 122 feet. 124 3, 4, 5, 6 118 " " 7, 8, 9 combined. . . . Total rise or lockage Depth of water on sills Breadth of canal at bottom Breadth of canal at surface of water. 125 74 7 36 60 ( From 22J to f 24 feet wide. 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. ii CHIEF ENGINEER'S REPORT 61 SESSIONAL PAPER No. 20 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 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 communication 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 Imperial 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. The following table 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 J — Percy landing to Heeley's Falls dam — 14J Heeley's Falls dam to Peterborough 51| — Peterborough to Lakefield — 9J 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 150i 65f 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 Young Point, Burleigh Rapids, Lovesick, Buckhorn Rapids, Bob- 62 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 caygeon, Fenelon Falls and Eosedale ; also dams at Lakefield, Young's Point, Burleigh Falls, Lovesick, Buekhorn, Bobcaygeon and Fenelon Falls. By these works there is afforded communication between Lakefield, 9J 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, 9£ miles from Peterborough, the dam at the head of the Nine Mile 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. The lock here, it should be observed, is controlled by the Pro- vincial government. 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 Buekhorn rapids, 7 miles from Burleigh rapids, there is a canal about one- fourth of a mile long. At Bobcaygeon, 15f miles from Buekhorn 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. The following is a list of the locks, with their dimensions: — 1 Lock at RosedaJe, ICO' x 30" x 4' 6" to (>' 6" depth water on mitre sill. 2 Locks at Fenelon 134' x 33' 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 .... 134' x 33' x 5' 8" to 7 6" " " 1 " Buekhorn 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 Poinl (a provincial government work) 134' x 33' x 5' 0" to 14' 0" depth of water on mitre sill. 1 Peterborough. . .134' x 33' x 5' 0" to 10' 0" depth of water on mitre sill. 1 " Chisholm's 134' x 33' x 5' 0" to 8' 6" 1 " Hastings 134' x 33' x 7 0" to 10' 6" 1 Hydraulic lift lock at Ashburnham. 14 ST. PETER'S CANAL, (APE BRETON. Length of canal About 2,400 feet. Breadth at water line 55 feet. Lock One tidal lock, 4 pairs of gates. Dimensions 200 feet by 48 feet. ii CHIEF ENGINEER'S REPORT 63 SESSIONAL PAPER No. 20 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. BEAUHARNOIS CANAL. Length of canal 12 statute miles. Number of locks 9 Dimensions of locks 200 feet by 45 feet. Total rise or lockage 82£ " Depth of water on sills 9 " Breadth of canal at bottom 80 " Breadth of canal at water surface. . . . 120 " As the now Soulanges canal is now opened for navigation the Beauharnois canal is practically aliandoned 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 H. R. Emmerson, Minister of Railways and Canals. 64 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY OF CANADA. Office of the General Manager, Moncton, N.B., August 27, 1906. Sir, — I have the honour to submit the following report on the working of the Intercolonial Railway during the fiscal year ended June 30, 1906. 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 chief accountant and treasurer : — 1. Capital account, 2. Revenue. 3. Locomotive power. 4. Car expenses. 5. Maintenance of way and works. 6. Station expenses. 7. General charges. 8. Special votes. 9. General stores. 10. General balance. 11. Comparative statement of averages. The length of railway in operation during the year was 1,445 -92 miles. The extension from North Sydney to Sydney Mines, 2 -70 miles in lengthy although not entirely completed, was opened for traffic on June 25, 1906 CAPITAL ACCOUNT. The cost of road and equipment on June 30, 1905, was $77,473,557.73 The additions during the year were as follows : — To increase accommodation at Sydney $ 54,432 22 Original construction 778 57 To strengthen bridges 244,582 68 To increase accommodation at Levis 6,287 09 Air-brakes to freight cars 25,048 56 New machinery for locomotive and car shops 20,641 83 To exchange drawbars of freight cars 16,000 00 To dredge and blast rock at deep water terminus, Halifax 237 16 Improvements at Little Metis 4,926 74 New station at Windsor 16,605 25 Increased accommodation at Stellarton 22,568 17 Engine-house, machine shop, &c, at Riviere du Loup. 26,548 04 Engine-house, &c, Chaudiere Junction 26,492 93 Increased accommodation at St. John 75,784 53 To increase accommodation at Pictou 100,531 90 Improvements at North Sydney 7,400 97 To increase accommodation at Ste. Flavie 23,994 66 Protection to Grand Narrows bridge 23,592 92 ii INTERCOLONIAL RAILWAY 65 SESSIONAL PAPER No. 20 Double-tracking parts of line $ 206,948 74 Increased accommodation at Truro 99,743 50 To reduce curve at Birch Cove 39,798 17 Diversion of line at St. Leonard Junction 4,894 98 Diversion of line at Mitchell 1,780 37 To increase acccommodation at Moncton 88,187 08 To increase accommodation at Halifax 304,371 66 Drummondville, improvements at 13,392 15 Increased accommodation at Antigonish 5,889 21 Newcastle, improvements at 1,489 05 Campbellton, improvements at 1,339 71 Sackville, improvements at 1,255 00 New Glasgow, increased accommodation at 14,318 84 Additional sidings and spur lines 120,127 39 St. Moise, station at 2,525 97 Increased accommodation at Memramcook 4,114 45 Subway near St. Fabien 18 00 To increase accommodation at Amherst 8,270 42 Semaphores at stations 2,502 84 Boiling stock 1,291,234 77 Improving grades on line 18,906 40 Extension to Sydney Mines 42,402 70 Steel rails and fastenings 379,956 74 To increase water supply 32,007 84 Increased accommodation and facilities along line. . 42,016 37 Elevator at Halifax 3,474 35 To put railway between Indiantown and Blackville into condition for operation 959 96 Fredericton and St. Mary's bridge 300,000 00 Coal handling machinery and appliances 36,781 02 Total $ 3,765,170 90 Making the total cost on June 30, 1906 81,238,728 63 Air-brakes to freight cars. Two hundred and thirty-eight freight cars were equipped during the year with Westinghouse automatic quick-action air-brakes. 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. To exchange drawbars of freight cars. Three hundred and twenty freight cars were changed from the link and pin draw- bar to the M.C.B. coupler. Rolling stock. Sixteen Pacific type locomotives for passenger service, five combined second-class sleeping and baggage cars, three hundred and sixty box freight cars, twenty-five refri- gerator cars, one hundred and thirty convertible dump cars, twenty freight vans, ten wing elevator snow-ploughs, two double-track snow-ploughs, two Sanger cars and two ballast plough cars were purchased. Coal handling machinery and appliances. The coal used by the railway comes from mines in Nova Scotia and New Bruns- wick, and it has usually been hauled by train to all parts of the line. It was consid- 20— ii— 5 65 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 ered that it would be more economical to have the coal which is required at the more distant points carried there by water, and the railway wharfs at several points were prepared for this, and five steam cranes were purchased to transfer the coal from vessels to cars or wharfs. Explanations in regard to the other expenditures on capital account will be found in the report of the Chief Engineer. REVENUE ACCOUNT. A strong effort was made during the year to make the earnings and the working expenses balance, and the statements sent herewith shew that this desirable result has been attained. The gross earnings and the working expenses for the year compare as follows : — Gross earnings $7,643,829 90 Working expenses 7,581,914 36 Surplus $ 61,915 54 The gross earnings compare as follows with those of the previous year : — In 1905-06 $7,643,829 90 In 1904-05 « 6,783,522 83 Increase $ 860,307 07 The earnings from passenger traffic compare as follows : — In 1905-06 $2,297,716 52 In 1904-05 2,105,066 75 Increase $ 192,649 77 The earnings from freight traffic compare as follows : — In 1905-06 $5,019,805 53 In 1904-05 4,373,178 55 Increase $ 646,626 98 The earnings from mails and express freight compare as follows: — In 1905-06. . $326,307 85 In 1904-05 305,277 53 Increase $ 21,030 32 The earnings by mile of railway compare as follows : — In 1905-06 $5,286 48 In 1904-05 4,795 13 The earnings by train mile compare as follows : — Cents. In 1905-06 ' 1 ,029 In 1904-05 , 0*929 11 INTERCOLONIAL RAILWAY 67 SESSIONAL PAPER No. 20 The number of passengers carried compare as follows : — In 1905-06 2,737,160 In 1904-05 2,810,960 Decrease 73,800 There was a decrease of 98,456 in the number of local passengers, and an in- crease of 24,656 in the number of through passengers. The weight of freight carried compares as follows : — Tons. In 1905-06 3,156,189 In 1904-05 2,782,257 Increase 373,932 There was an increase in local freight of 294,335 tons, and an increase in through freight of 79,597 tons. The following is a comparative gtatement of a few of the chief articles of freight, showing the quantity carried in this and in the previous year: — Articles. Barrels of flour and meal. . . Bushels of grain Lumber in superficial feet . . Head of live stock Coal in tons . Manufactured goods in tons Cords of firewood All other articles in tons . . . 1904-05. 1905-06. 1,769,480 3,317,910 518,434,310 110,670 602,377 632,023 58, W) 504,991 1,882,630 2,924,226 572,878,600 106,589 620,272 866,955 47,106 510,080 Increase. 113,150 54V444I296 17,895 234,932 5,089 Decrease. 393,684 4,081 Tl',294' There was an increase over last year in the quantity of the following articles car- ried : Flour, meal and other mill products, potatoes and other vegetables, calves, horses, pigs, lumber, pulpwood, pit props, telegraph poles, railway ties, tanbark, shingles, clap- boards, laths and palings, extract of hemlock bark, coal, ore, stone, lime and cement, brick, sand, iron and other metals, fresh, salted, dried and canned fish, oysters, sugar, salted and fresh pork, fresh beef, hides, skins and leather. There was a decrease in the quantity of the following: Eggs, hay and straw, apples, horned cattle, sheep and lambs, logs, firewood, clams, molasses and salted beef. WORKING EXPENSES. The working expenses compare as follows with the previous year: — In 1904-05 $8,368,826 75 In 1905-06 7,441,914 36 Decrease $ 926,912 39 The averages compare with those of last year as follows: — Per mile run by engines — In 1905-06 In 1904-05 20 — ii — 54 79-98 88-93 68 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 Per mile run by trains — In 1905-06 100-23 In 1904-05 114-69 Working expenses per mile of railway: — In 1905-06 $ 5,146 83 In 1904-05 5,915 74 The rent paid to the Grand Trunk Bailway Company, $140,000, is not included in the above, as it would disturb the comparison with previous years ; no corresponding charge relating to the cost of any portion of the railway having been included in the working expenses previous to the year 1898-99. The permanent way and structures and all the works of the railway received necessary repairs and are in good order. During the year 609,244 ordinary ties, and 207 sets of switch ties were put in. 74-88 miles of track were reballasted, 112,333 cubic yards of ballast being used. Two and one-half miles of additional sidings were provided at various points. Bridges, culverts, wharfs and buildings received necessary repairs. The fences were repaired and 191-49 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. Nineteen box freight cars of thirty tons capacity each were purchased; one box freight car, twenty-six platform cars, and one Sanger car were built in the workshops ox the railway, all to replace an equal number taken out of service. The box and platform cars were of greater capacity than the ones they replaced. STORES. The value of stores purchased was $3,692,365 18 The value of stores used was 3,860,819 32 The value of material sold was 329,916 73 The value of stores on hand at the end of the year was : — Miscellaneous $ 290,358 62 Fuel 190,395 83 Track materials 220,194 96 Steel rails and fastenings 792,774 42 Total $1,493,723 83 GENERAL. The winter of 1905-06 was comparatively mild, and little delay was experienced from snow storms. On August 29, 1905, the station, freight-house, coal-shed, and other railway build- ings at Belmont were destroyed by a forest fire. On February 24, 1906, a very destructive fire occurred in the workshops of the railway at Moncton. It started about eight forty-five p.m., in the paint shop, and before it was stopped it had entirely destroyed the paint shop, a wooden building 535 feet long and 65 feet wide, the freight car repair shop, a wooden building 565 feet long and 78 feet wide, the car shop, a two storey brick building, 455 feet long and 78 feet wide, a large brick building containing the steam boilers which supplied the power for all the workshops, a brick building 50 feet long and 40 feet wide used as a storehouse, the boiler shop, a brick building 160 feet by 100 feet, used for making and repairing boilers. This was the last building destroyed, but the machine shop, a brick building INTERCOLONIAL RAILWAY 69 SESSIONAL PAPER No. 20 adjoining, 230 feet by 100 feet was considerably damaged by fire and water. The contents of all the burned buildings were destroyed as there was no time to remove them. The following rolling stock was destroyed: — Thirteen passenger train cars, forty-one freight cars of the Intercolonial and other railways, also two steam shovels of the Intercolonial. The two storey brick car shop was equipped with machinery for building and repairing cars and all this was entirely destroyed. A part of the machinery in the boiler shop was destroyed and the balance was much damaged. A considerable quantity of railway stores, and also some freight in transit were burned. In short the entire car building and repairing premises and plant, and a portion of the locomotive premises and plant were destroyed. Immediately after the fire was extinguished work was commenced upon the ruins. Temporary buildings were rapidly constructed as shelters, but notwithstanding every effort made the delay and inconvenience have been very great and have entailed great loss in the operation of the railway, and this will continue for some time until per- manent buildings are erected and equipped with machinery. Some of the buildings destroyed were new, some had been extended at various times, and further extensions were under consideration at the time of the fire. These extensions, although much needed, in consequence of the increasing business of the railway, had been delayed from time to time because the railway had not sufficient land conveniently situated for the purpose. After careful consideration of all the circumstances it was decided that it would not be in the best interest of the railway to rebuild on the old site, but that a tract of land sufficient not only for the present but for the future should be procured, and that on it the new and larger buildings required by the increasing traffic of the railway should be erected. A suitable place was selected in the western part of the city adjoining the main line of the railway, and distant five thousand seven hundred feet from the site of the burned buildings. There an area of 287£ acres was purchased for workshops and other railway purposes. Plans of the new buildings were prepared and two of them, the freight car repair shop, and the planing mill were put under contract, and it is ex- pected that they will be completed this fall. Plans of the other buildings are being prepared. I regret to record the death of one of the principal officials of the railway, Mr. James E. Price, general superintendent, which took place at Moncton on August 2, 1905, after a short illness of one month. He was born in October, 1854, entered the service of the railway in 1867, and passed through the various grades of telegraph operator, train despatcher, and district superintendent to the position which he occupied at the time of his death. Although only in his fifty-first year he had served the railway continuously for thirty-eight years. He was much esteemed by all who knew him for his upright and conscientious life and character. It gives me pleasure to testify to the diligent, faithful, efficient and careful manner in which he performed his duties. In his death the railway sustained a great loss. The office of general superintendent has not been filled. I have the honour to be, sir, Your obedient servant, D. POTTINGER, General Manager, Government Railways. M. J. Butlkr, Esq., C.E. Deputy Minister and Chief Engineer, Department Railways and Canals, Ottawa, Ont. 70 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VI!., A. 1907 Intercolonial Eailway of Canada, Office of the Chief Engineer, Moncton, N.B., August 15, 1906. Sir, — I have the honour to submit the following report on capital account ex- penditure for the fiscal year ending June 30, 1906. To increase accommodation at Sydney. The new brick and stone passenger station, for which the contract was let last year, has been completed, and electric lighting installed. Umbrella roofs in connection with the new station were provided, and materials were ordered and preparations made for laying cement platforms. The old baggage building, the express building, and the building occupied by the trackmaster as an office, were moved and fitted up for the use of the mechanical department. The old passenger station was moved to new location on Ferry street and con- verted into offices for the freight department. Three platforms, 800 feet long by 7 feet wide, and one 40 feet long by 20 feet wide, were provided for use in connection with the cleaning of cars. A 15-ton pillar crane was provided, and will be erected next year. The material required for the foundation was provided. Temporary platforms of wood were put down for use of the new passenger station until permanent concrete platforms are laid. The station yard was graded, and tracks rearranged where required. Original construction. Under this vote, amounts were paid to settle claims in favour of: Alexander McKinnon, North Sydney; John A. McDonald, Iona; also legal expenses in connec- tion with the above. To strengthen hridges. The following new steel bridges were erected during the year by the Canadian Bridge Company, Limited., Walkerville, Ont. : — Sutherland's river, 1 mile west of West Merigomish station, 1 span rivetted Pratt truss, 161 feet 6 inches .; LaPlanche, \ mile west of Amherst station, 1 span through Pratt truss, 80 feet ; Sackville river, 1 mile West Sackville station, 3 spans rivetted Pratt truss, 160 feet each ; Salmon river, \ mile west of Plumweseep station, 2 spans, 100 feet each. The necessary alterations of the masonry of abutments and piers have been made, new floors put upon these bridges and the work of reconstruction has been completed. A contract was let for new steel bridges at Hammond river, Elmsdale, Enfield and Shubenacadie. The work of construction of these bridges is well under way, and they will be erected during the coming year. Ten bridges have been painted. To increase accommodation at Levis. The concrete platform in connection with the new station and umbrella roofs was completed. To dredge and "blast rock at Beep "Water Terminus, Halifax. Nothing was done under this vote during the year, except to make soundings and borings. Improvements at Little Metis. Additional sidings required were put in. 11 INTERCOLONIAL RAILWAY 71 SESSIONAL PAPER No. 20 New station at Windsor. A new passenger station and a freight shed were provided, and electric lights in- stalled. The station yard was rearranged, and additional sidings pnt in. The roadway that was diverted last year in connection with the new location of the freight shed was completed. Wood platforms required in connection with the new station and freight house were provided. Increased accommodation at Stellarton. A concrete platform was laid in connection with the new station and baggage build- ing. Electric lights were installed. An addition was made to the existing freight shed. An extension of two stalls was made to the engine-house. The coal trestle was ex- tended. The yard was rearranged, the necessary grading done, and additional sidings put in. Engine-house, &c, at Riviere du Loup. An 80,000 gallon water tank was erected. The yard was rearranged; additional tracks were put in, and sidings extended. Hose and a horse-reel were supplied for fire protection. Electric lighting was installed in the new engine-house and machine-shop. Engine-house, &c, at Ghaudiere Junction. Considerable grading was done, and 8,579 feet of sidings were put in the new yard. Improvements were made to the water service. Eire hydrants, hose and hose-reel were installed for fire protection. Plans and specifications were prepared for a building for stores and offices. Electric lighting was installed in engine-house and freight-shed. To increase accommodation at St. John. The extension to the train shed was completed. The baggage-room was extended, and the rooms on the second floor were fitted up for rest-rooms for the trainmen, and provided with steam heating, up-to-date plumbing, electric lights, &c. Additional room was provided for express offices. The rest-room for enginemen, in connection with the new engine-house, was sup- plied with desks, tables, chairs, stoves and shower baths, &c. The steel work for the two overhead bridges — Wall and Stanley streets — was pro- vided, and will be erected next year. Jardine's bridge, over the IMarsh creek, at the west end of the yard, was widened to allow a second track to be laid. A bridge was also built over the Marsh creek, for a passage way from the city road to the engine- house. The water service was extended. Considerable grading was done, and additional sidings were put in. An electric light plant was installed in the new round house. To increase accommodation at Pictou. The brick and stone building for passenger station and baggage room was com- pleted. Umbrella roofs and concrete platforms in connection with the new station were provided. Electric lighting for the station and umbrella roofs was installed. A contract was let for a 9-stall engine house, and the work of construction is well under way. The work of building and filling sea-wall, track laying, &c., in connection with now engine house is being done, and will be completed next year. A new turn- table was purchased, and will be erected next year. The creosoted pile wharf, for which the contract was let last year, was completed. An additional lifting gangway was provided at the wharf, for the accommodation of passengers and freight landing from the steamers. 72 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 A retaining wall was built for the protection of the embankment between the custom house and the new station. Considerable grading was done to yard, and additional sidings put in. Improvements at North Sydney. Additional land was purchased for yard accommodation. Electric lights were installed in station and freight, shed. Some grading was done, and additional sidings put in. To increase accommodation at Ste. Flavie. A new ash pit was built. 3,900 feet of new sidings. Improvements were made to the water service. Hose and hose reel were supplied for fire protection. An agree- ment was made with the Mont Joli Water Company, of Levis, for the construction and maintenance of a main sewer. Protection to Grand Narrows bridge. The work in connection with the protection of this bridge has been completed. Double-tracking parts of the line. The grading for double track between Stellarton and New Glasgow has been completed, and the second track laid and ballasted. The grading, track-laying and ballasting for the double track between Rocking- ham and Bedford.. N.S. The sub-structure for the 3-span double- track bridge over the Sackville river at Bedford, N.S., has been completed, and the steel superstructure will be erected during the coming fiscal year. To increase accommodation at Truro. The construction work of the 30-stall enigne house was carried on during the year, and the building will be completed next year. A contract was let for the installation of boilers, induced draft plant, steam pumps, air compressor, hot blast system of heat- ing, and piping, for the engine house, and the work partly completed. An 80,000 gallon water tank was erected. A 75-foot turntable was purchased and delivered on the ground, and Avill he erected in place during the year 1906-07. An extension was made to the existing baggage room, to be used as a mail room. A large quantity of excavation was done for additional sidings and tracks for approaches to new engine house. 1 The five-foot culvert at the east end of the yard, on the main line to Pictou, was widened for another track, and the siding extended. To reduce curve at Birch Cove. The grading, track-laying and ballasting in connection with this work have been completed. Diversion of line at St. Leonard Junction. The track-laying and ballasting on this diversion will be completed as soon as the steel superstructure is erected. The balance of the right of way has been paid for. Diversion of line at Mitchell. The track-laying and ballasting on this diversion will be completed as soon as the steel superstructure is erected. ii INTERCOLONIAL RAILWAY 73 SESSIONAL PAPER No. 20 To increase accommodation at Moncton. The addition of a second storey to the brick car shop was completed, and the materials for the hot blast heating apparatus were provided. Before the apparatus was put in place, this building, as well as the paint shop, the freight car repair shop, the boiler shop, and the power house, was destroyed by fire on February 24,— wiping out all efforts for the enlargement and remodelling of the shops during the past number of years. A new site was selected on the northern line leading to Montreal for the new lay-out, and proceedings started to procure the necessary land required, a part of which became vested in the Crown before the end of the fiscal year. Plans and specifications were prepared and tenders asked for the first two build- ings, viz. : freight car repair shop and planing mill. To increase accommodation at Halifax. The work in connection with the building, and overhead passage way, for im- proved accommodation for immigrants, has been completed; electric lighting was installed. The cribwork for strengthening under shed on pier No. 2 was also completed. The buildings on the properties purchased last year on the upper side of Water street — between North street and the grain elevator — were advertised for sale, and they will be removed during the year 1906-7. The quay wall of cribwork, for which the contract was let last year, has been com- pleted. Part of the sidings required in connection with the quay wall of cribwork were put in. The filling required for additional yard room between the shore and the quay wall of cribwork was carried on during the year; the material used was hauled by train from the borrow pit purchased from Patrick M. Duggan at Lakeview. Tracks were laid on the Intercolonial Railway property between the elevator and Cornwallis street. Improvements were made to North street station and the umbrella roofs. Creosoted material and hard pine, required in connection with the proposed ex- tension to pier No. 8, were purchased. Creosoted piles required in connection with the proposed flour shed and wharf, pier 5£, were also provided. Land required for site of engine house and shops, on Kempt road, Windsor and Young streets, was purchased. Lay-out plans in connection with the proposed engine house and shops were made. 0. The carpenter shops and hard coal shed and trestle were moved and fitted up in the west end of Richmond yard ; this was necessary on account of constructing the quay wall of cribwork. Soundings were made between piers Nos. 3 and 4, and in docks Nos. 5|, 7 and 8. The pole line on Water street was changed. Electric lighting was installed in freight shed on pier No. 8. Drummondville, improvements at. The brick and stone passenger station was completed. Electric lighting and a hot water system of heating were installed in the new station. A concrete platform was partly laid in connection with the station. Additional land was purchased for yard room. A contract was let for the moving of the old station to a new location and con- verting it into a freight shed, and for remodelling and building an extension to the existing engine house. An 80,000 gallon tank was erected. Increased accommodation at Antigonish. The new station, for which the contract was let last year, was completed. Electric lighting and a hot water system of heating were installed in the new station. The old station was moved and joined to the east end of the existing freight shed, to enlarge the accommodation for handling freight. Considerable grading was done and the main line raised. 74 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 Newcastle, improvements at. A new ash pit was built; the track leading to it, and an office for the train despatchers, were provided. Campbellton, improvements at. A survey was made for the extension to the water service, and the materials required in connection with this were ordered. The land required for site of reservoir and pipe line was bought and paid for. Diversion of public road to eliminate a crossing at rail level between St. .Cyrille and Drummondville. . Nothing was done under this vote. Sachville, improvements at. A survey was made for a water service to the station, and the right of way for pipe line was paid for. New Glasgow, increased accommodation at. An extension was made to the existing freight shed. A pillar crane was erected. A loading platform was provided. The yard was re-modelled, and additional sidings put in. The second track con- necting with the double track between Stellarton and New Glasgow was extended through the yard. Additional sidings and spur lines. The spur line to Power's mills, near St. Pacome Station, P.Q., has been completed. Feet. St. Andre, crossing siding extended 735 St. Simon, loading siding extended 200 Bic, mountain crossing siding put in 2,500 Windsor junction, additional sidings 263 Springhill junction, additional sidings put in 3,180 Glengarry, a loading siding was provided St. Leonard junction, a new siding was put in 1,680 ^ Between New Glasgow and Woodburn, a crossing siding was put in 1,450 Sacre Coeur, siding extended 1,000 Fort Lawrence spur: Right of way paid for; grading, track- laying and fencing completed; ballasting to be done 1906-7 Blackville, a new siding put in 1,150 Pictou Landing, new siding put in 2,080 Flatlands, new crossing siding 1,928 Fredericton, a new siding put in 1,030 Marysville, a new siding put in 811 St. Nicholas, loading siding 216 St. Moise, siding put in 190 St. Henri branch, track material charged. Oxford Junction, new siding 1,350 Bartibogue, new siding put in 416 Cross creek, new siding put in 650 Cap St. Ignace, a ' Y ' was put in 840 Chatham, a new siding put in 2,650 Zionville, a new siding put in 1,228 Blissfield, a new siding put in * 845 ii INTERCOLONIAL RAILWAY 75 SESSIONAL PAPER No. 20 Jefferson's, siding extended 1,000 South river, new loading siding 500 Monastery, loading siding 228 Riviere du Loup, wharf branch 1,400 Dalhousie Jet., loading siding extended 565 St. Francois, crossing and loading sidings extended 926 St. Henri Jet., a new siding was put in 999 St. Jean Chrysostome, loading siding extended (loading ground graded) 500 Old Lake road, crossing siding, new 1,458 Marshy Hope, siding put in 405 Marshy Hope, siding put in 1,146 O'Brien's siding, new 252 Kempt, new siding put in 541 St. Simon, siding extended 200 St. Louise, crossing siding extended 714 Trois Pistoles, spur line Wallace, spur line St. Moise, Station at. The new station was completed, the yard re-arranged, some grading done, and additional sidings put in. Increased Accommodation at MemramcocJc. A new station and freight house were provided. A concrete platform was laid in connection with the new station. The station yard was graded and tracks rearranged. Land required for site of new freight shed was purchased. A cattle pen was provided. Subway near St. Fabien. Nothing was done under this vote during the year, except to make surveys and drawings. Increased Accommodation at Amherst. The yard was rearranged and sidings extended. Semaphores at Stations. Electric semaphores were put in at the following places: Truro (south), Amherst (west), Chaudiere Junction, Upper Cross Creek. Improving Grades on Line. The grades were improved at St. Wenceslas and Daveluyville. To provide one Pile Driver. This pile driver was not obtained. Extension to Sydney Mines. The grading and tracklaying of the main line was completed, and ballasting partly done. The right of way was paid for. Plans and specifications were prepared for a station and freight shed at Sydney Mines. Material was delivered on the ground for laying a concrete platform at Sydney Mines. The line was partly fenced. 76 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 Steel rails and fastenings. During the year, 24,973 — 2,043, 2,240 tons of 80-lb. steel rails were received. To increase water supply. A contract was let for the erection of 50,000 gallon water tanks at the following places on the Canada Eastern Division: Gibson, Upper Cross creek, Boiestown, Black- ville, Chatham Junction and Loggieville; and they are now under construction. Land was purchased for laying pipe line at Upper Cross Creek. Improvements were made to the water service at the following places : St. Eabien, Ste. Anne, Bathurst, L'Islet, Trois Pistoles, Blackville. Land taken from Peter Grant in connection with the water service at River John was paid for. To improve telegraph service. Nothing was done under this vote. Increased accommodation and facilities along the line. The following work was done under this appropriation: — Charlo, a stock pen was provided. "Woodburn, a new passenger station and a platform were provided. Maccan, the brick passenger station was completed, and a hot air system of heat- ing was put in. A concrete platform is being put down and will be completed during the coming year. The old station was torn down and the material used in the con- struction of an extension of 42 feet to the existing freight shed, after it was moved to the new locaiton, made necessary on account of the building of the new station. A room for baggage was provided in this new extension. A loading platform was built, and the cattle pen moved. The tracks in the new yard were extended and rearranged. McKay's Siding, a station building and a platform were provided. Nash's Creek, a stock pen was built. Pirate Harbour, the engine-house was completed, and a telegraph office provided. Shediac, plans and specification were prepared for a new sation, and tenders asked. Harris ville, a shelter and platform were provided. Barra Glen, a shelter and platform were provided. Ste. Perpetue, plans and specifications were prepared for a new station, and tend- ders asked. St. Moise, a stock pen was provided. Union, a new station and a platform were provided. Gordon's Summit, a shelter and platform were provided. Eolleigh Lake, an addition was made to the existing station. Rogersville, an extension was made to the freight shed. Sunny Brae, a shelter and platform were provided. Chancellor, a new station and a platform were provided. Kent Junction, an addition was made to the existing station. Riviere Ouelle, an ice house was provided. St. Henri Junction, an extension was built to the existing freight shed. Norton, the station and freight shed were remodelled. Lome, a new station and a platform were provided. L'Islet, additional land was purchased, and an extension was built to the existing station. Iona, plans and specifications were prepared for a freight shed. Salmon Lake, a stock pen was provided. Millerton, an addition was made to the station. Eel River, a stock pen was built. ii INTERCOLONIAL RAILWAY 77 SESSIONAL PAPER No. 20 To put Railway between Indiantown and Blackville into Condition for Operation. Plans and ecpecification were prepared and a contract let for this work. I have the honour to be, sir, Your obedient servant, WM. B. MACKENZIE, Chief Engineer. D. Pottinger, Esq., I.S.O., General Manager, Government Railways, Moncton, N.B. INTERCOLONIAL RAILWAY. Office of the Engineer of Maintenance, Moncton, N.B., July 31, 1906. Sir, — I have the honour to submit the report of the Maintenance of Way and Works Department for the year ending June 30, 1906. TRACK. During the year 106 -34 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 609,244 ordinary ties, and 207 sets of switch ties were put in. ballasting. During the year 74:88 miles of track was ballasted, using 111,368 cubic yards of gravel, and 965 yards of ashes and cinders. SWITCHES AND SEMAPHORES. Distant mechanical semaphore signals were erected at the following stations : — Salisbury 1 Halifax 2 Heatherton 1 Marshy Hope 1 Marysville 2 Memramcook 1 South Western Junction 3 Tracadie 1 Avondale 2 Doaktown 2 Blackville 2 Nelson 2 St. Romuald 2 Boiestown 1 Chaudiere Junction 1 St. Andre 2 One hundred and ten new switches were installed during the year. 78 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 New telegraph signals were provided at the following stations: — Richmond, Burton's 5 Truro 3 Antigonish 1 Mclntyre's Lake 1 Drummondville 2 Sydney 1 St. Moise 1 Causapscal 1 St. Leonard 1 Necessary repairs were made to all semaphores, switches and station telegraph signals throughout the line. SIDINGS. During the year, 2 -56 miles of additional siding accommodation has been pro- vided at different points on the line for maintenance account. FENCE BUILT BY OUR OWN MEN. 20-49 miles of old woven and barbed wire, and 4 miles of new Strathy and Ideal wire were built at different points on the line. Necessary repairs were made to fences throughout the line. Built by contract, 167 miles of Strathy fence. SNOW FENCES. There was built during the year, 3,724 rods of stationary snow fence, 8 feet high, 842 rods 9 feet high, and 64 rods of portable snow fence. Necessary repairs were made to snow sheds and snow fences where required. .WHARFS AND TRESTLES. Repairs. Point du Chene, end of wharf. Point du Chene, riprapping breakwater. St. John, covered ballast wharf. St. John, top of long wharf. St. John, top of ballast wharf. Moncton, wharf. Sackville, wharf. Truro, coal trestle. Richmond, pier No. 8. Richmond, quay wall. Richmond, coal shed trestle. Halifax, pier No. 2. Halifax, pier No. 3. Halifax, pier No. 4. Halifax, pier No. 6. Halifax, pier No. 7. • Halifax, pier No. 9. Halifax, coal shed trestle. Halifax, cribwork, shed No. 2, planking, bracing, &c. Halifax, Marine and Fisheries, test piles, proposed new pier. Pictou, wharf. Pictou, landing, ss. Amelia. 11 SESSIONAL PAPER No. 20 INTERCOLONIAL RAILWAY 79 Pugwash, wharf. Mulgrave, wharf. Mulgrave, Scotia's dock. Pirate Harbour, coal chute. Point Tupper, wharf. Point Tupper, wharf cover. Point Tupper, overhead plank walk. Point Tupper, side of dock. Loggieville, wharf. Mill Creek, cribwork. • St. Charles, coal trestle. Levis, cribwork. Hadlow, Princess pier. New WorTc. Halifax, trestle to quay wall extension. Halifax, passenger and freight gangways and baggage lifts, shed No. 2. Halifax, overhead passageway, pier No. 2. Pictou, lifting gangway. Stellarton, extension to coal chute. BRIDGES AND CULVERTS. Repairs. St. John, Wall street bridge. St. John, swing bridge. Coldbrook, box culvert. Coklbrook, £ mile west of, box culvert. Passekeag, \ mile west of, end box culvert. Between Bloomfield and Norton, box culvert. Norton, 4 miles west of, box culvert. Norton, 2i miles west of, box culvert. Norton, li miles west of, box culvert. Norton, 1 mile west of, open culvert. Moncton, culvert. Thomson, culvert. Thomson, near station, culvert, rebuilt. Onslow, aboideau. Leper Brook, bridge. Bedford, bridge. Halifax, overhead bridge, North street. Halifax, extending drain to quay wall. West Biver, bridge. Windsor, bridge. Mott's, bridge. Dartmouth, culvert. North Perry, bridge. Pugwash Junction, culvert No. 2. Pugwash Junction, culvert No. 3. Pugwash, bridge. Tatamagouche, Waugh's river bridge. West river, bridge. Meadowville, culvert. Lyon's brook, culvert. Home's river, bridge. 80 DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII., A. 1907 Alma, culvert. East river, escapes put on. Pine Tree, bridge. Monastery, bridge. Mulgrave, culvert. Point Tupper, culvert. West Bay Ballast Pit, crib. Mill Brook, bridge. Grand Narrows, bridge. Skenacadie, culvert. Sydney, culvert under car washing tank. (Capital ) Blackville, bridge. Doaktown, culvert, two. Blackville, 4 miles east of, culvert. Boiestown, bridge. Cross creek, bridge. Zion, culverts, four. Durham, bridge. Nashwaak, bridge. Manzer's, bridge. Penniac, bridge. Penniac, culverts, five. Gibson, culverts, three. Averys Portage, culverts, three. Barthelemue river, bridge. Fredericton, bridge. • Indiantown branch, culvert. Berry's Mills, culvert. Canaan, culvert. Harcourt, culvert. Newcastle, culvert. Newcastle, culvert. Newcastle, No. 5, culvert. Newcastle, No. 8, culvert. Newcastle, No. 9, culvert. Between Bathurst and Petit Roche, culvert. Between Bathurst and Petit Roche, overhead bridge. Between Petit Roche and Belledune, overhead bridge. Jacquet river, culvert. Between Bathurst and Gloucester Junction, overhead bridge. Campbellton, culvert. Campbellton, Mill Creek bridge. Amqui, culvert No. 1. Amqui, Culvert No. 7. Amqui, Culvert No. 8. Amqui, culvert No. 12. Cedar Hall, culvert. Cedar Hall, culvert No. 7. Sacre Co2ur, culvert. St. Simon, culvert. Riviere du T.oup, bridge. St. Andre, culvert. St. Pacome, culvert. Ste. Louise, culvert. Cap St. Ignace, culvert. ii INTERCOLONIAL RA1LWA Y 81 SESSIONAL PAPER No. 20 Montmagny, bridge. St. Charles, culvert. St. Nicholas, east of, culvert. Lemieux, east of, bridge. Lemieux, east of, culvert. St. Wenceslas, culvert. St. Perpetue, culvert. Mitchell, bridge. Mitchell, west of, culvert. Carmel, drain. St. Cyrille, west of, culvert. Drummondville, east of, culvert. Bagot tank, bridge. Blake's, culvert. St. Leonard Junction, culvert. Ste. Rosalie, culvert. BRIDGES AND CULVERTS. New Work. Jardine's, driving piles for new bridge. Springhill Junction, culvert. Memramcook, culvert. Truro, cedar culvert through dump. Halifax, gratings for culverts and drains. . MASONRY WORK DONE. Repairs. Cold Brook, 1 mile west of, box culvert. Cold Brook, I mile west of, culvert. Passekeag, £ mile west of, box culvert. Norton, 4 miles west of, two culverts. Norton, 4 miles west of, box culvert. Norton, 2£ miles west of, culvert. Norton, 2£ miles west of, box culvert. Norton, 1J miles west of, box culvert. Norton, 1£ miles west of, box culvert. Norton, 1 mile west of, two culverts. Apohaqui, 2 miles west of, bridge. Penobsquis, 1 mile west of, bridge. Moncton, station platform. Amherst, culvert. Springhill Junction, culvert. Springhill Junction, pipe line. Oxford Junction, culvert. Thomson, pipe line. Thomson, five culverts. Thomson, arch culvert. Greenville, sodam bridge. Greenville, three culverts. Pugwash Junction, arch culverts. Pugwash, two culverts. Pugwash river, bridge. Tatamagouche, bridge. Meadowville, culvert. 20— ii— G DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII., A. 1907 Horns', bridge. Merigomish, bridge. Tracadie, culvert. Monastery, bridge. Grand Narrows, bridge. Blackville, bridge. Boiestown, bridge. St. Alexandre, 1 mile west of, culvert. St. Alexandre, 3 miles east of, culvert. St. Andre, 1J miles east of. culvert. St. Andre, east of, culvert. St. Andre, west of, culvert. St. Helene, east of, two culverts. L'Islet, 2 miles east of, culvert. Cap St. Ignace, west of. culvert. Montmagny, west of, two culverts. Montmagny, east of, culvert. St. Valier, east of, two culverts. St. Valier, east of, culvert. St. Henri, bridge. Daveluville, culvert. St. "Wenceslas, arch culvert. PAINTING. ■ Bridges. St. John, bridge harbour. St. John, bridge, Dorchester street. Aulac, bridge No. 8. Nappan, bridge. Greenville, bridge No. 3. Polleigh, bridge No. 5. Folleigh, bridge No. 11. Truro, bridge No. 12. Pug-wash, bridge harbour. Barney's Biver, bridge No. 9. Barney's Biver, bridge No. 11. Barney's Biver, bridge No. 13. James' Biver, bridge No. 8. Cape Porcupine, bridge No. 22. Cape Porcupine, bridge No. 21. Cape Porcupine, bridge No. 32. Rimouski, bridge. BUILDINGS AND PLATFORMS. Repairs. St. John, coal shed. St. John, tool house. St. John, station dwelling. St. John, mechanical shop. St. John, Gilbert's Lane, store house. St. John, cabinet, yardm aster's office. St. John, baggage room. St. John, dwelling house, Paradis Row. St. John, dwelling house, Lombard street. ii INTERCOLONIAL RAILWAY 83 SESSIONAL PAPER No. 20 St. John, train shed platform. St. John, blacksmith shop. St. John, freight shed. St. John, sheds Nos. 1 and 2. St. John, elevator. St. John, track scales. St. John, train shed. St. John, baggage room. St. John, agent's office. St. John, water house, long wharf. St. John, round house. St. John, yardmaster's office. St. John, oil house, long wharf. St. John, coachman's hall. St. John, freight shed, long wharf. Rothesay, station and platform. Rothesay, tool house. Hampton, station and platform. Hampton, freight house. Hampton, baggage room. Cold Brook, coal house. Cold Brook, freight house. Brookville, kitchen. Torryburn, station platform. Riverside, coal house. Riverside, station platform. Quispamsis, station platform. Jubilee, station and platform. Nauwigewauk, coal house. Nauwigewauk, station and platform. Nauwigewauk, station. Lakeside, station. Passekeag, station closet. Bloomfield, tool house. Bloomfield, station platform. Bloomfield, coal house. Bloomfield, loading platform. Bloomfield, station. Norton, station and platform. Apohaqui, station and platform. Apohaqui, freight house. Sussex, station and platform. Sussex, coal house. Sussex, loading platform. Penobsquis, station and platform. Armstrong's, shelter. Salisbury, station platform. Salisbury, freight house. Moncton, rest house. Moncton, No. 11 cottage. Moncton, No. 6 cottage. Moncton, erecting shop and pits. Moncton, station platform. Moncton, general office. Moncton, janitress' cottage. 20— ii- i; 84 DEPARTMENT OF RAILWAYS A-XD CANALS ii 6-7 EDWARD VII., A. 1907 Moncton, posts around platform. Moncton, round house. Moncton, switchman's shanty. Moncton, government cottage. Moncton, floor, brick car shop. Moncton, cattle pen. Moncton, telegraph office. Moncton, general office vault. Moncton, desk, freight claims' office. Moncton, carpenter shop. Moncton, boiler shop. Moncton, brick car shop. Moncton, sashes, boiler shop. Moncton, heating apparatus, government. Moncton, cottage, Main street. Sunny Brae, shelter. Humphrey's, platform. Harrisville, shelter. Shediac, platform. Point due Chene, roof, agent's dwelling. Point due Chene, platform. Point due Chene, round house. Point due Chene, ice house. Point due Chene, agents' dwelling. Painsec Junction, station. Painsec Junction, tool house. Calhouns, station and platform. Gayton's Crossing, shelter. Memramcook, coal shed. Memramcook, freight shed. College Bridge, station and platform. Upper Dorchester, station. Dorchester, station and platform. Sackville, station and platform. Aulac, platform. Fort Lawrence, platform. * Amherst, station and platform. Amherst, coal shed. Amherst, baggage room. Nappan, station. Napan, loading platform. Maccan, passenger platform. Athol, platform. Springhill Junction, station. Springhil] Junction, coal -lied. Pugsley's siding, loading platform. Salt Springs, platform. River Philip, station and platform. Tbomson, station flue. WY-tchester, station platform. Wentworth, station and platform. Wentworth, station flue. F.illei^h. station and platform. -tntion platform. East Mines, coal shed. ii INTERCOLONIAL RAILWAY 85 SESSIONAL PAPER No. 20 Debert, loading- platform. Belmont, station platform. Belmont, loading platform. Belmont, tool house. Onslow, platform. Truro, station. Truro, roundhouse. Truro, ice house. Truro, loading platform. Truro, telegraph office. Truro, restaurant. Milden, station. Brookfield, station. Brookfield, cattle pen. Brookfield, W.C. and coal house. Brookfield, freight house. Alton, station. Stewiacke, station and platform. Stewiacke, office. Stewiacke, waiting room. Stewiacke, loading platform. Shubenacadie, station. Milford, platform. Elmsdale, freight house. Elmsdale, station. Enfield, cattle pen. Oakfield. platform. Grand Lake, platform. Lakeview, station. Prince's Lodge, shelter and platform. Richmond, station. Richmond, car shed roof. Richmond, machine shop. Richmond, lumber shed roof. Richmond, roundhouse and roof. Richmond, D.A.R. shed. Richmond, cattle shed roof. Richmond, coal shed. Richmond, turntable. Richmond, blacksmith shop. Richmond, checker's office. Richmond, shunter's shanty. Richmond, tool house. Halifax, North street, cattle pen and platform. Halifax, North street, station. Halifax. North street, train shed. Halifax, North street, power house Halifax, car shop roof. Halifax, coal shed. Halifax, cattle pen. Halifax, roundhouse. Halifax, D.W.T., loading platform. Halifax, immigration building. Halifax, overhead gallery, for pier No. 1 and 2. Halifax, overhead gallery, from pier No. 3 to immigration building. Halifax, carpenter shop. 86 DEPARTMENT OF RAILWAYS AND GANAL8 ft 6-7 EDWARD VII., A. 1907 Halifax, elevator. Halifax, power house. Halifax, D.A.R. freight house. Halifax, southwestern telegraph office. Halifax, baggage lifts, shed No. 2. Halifax, platform, pier No. 2. Halifax, doors, pier No. 4. Halifax, pier No. 8. Landsburg Siding, loading platform. Landsburg Siding, tool house. Gordon's Summit, flag station. Glengarry, freight house. Windsor Junction, platform. Waverly, platform. Dartmouth, platform. Dartmouth, engine shed. Dartmouth, freight house. Oxford Junction, engine house. Pugwash Junction, platform. Pugwash, freight house. Pugwash, station. Tatamagouche, station. Tatamagouche, platform. Denmark, station. Eiver John, loading platform. Meadowville, station and platform. Meadowville, cattle pen. Scotsburn, loading platform. Scotsburn, station and platform. Lyon's Brook, station. Brown's Point, station and platform. Sylvester, station. Pictou, freight shed. Pictou, station. Pictou, station platform. Pictou, engine house. Pictou, ice house. Pictou, old station platform. Westville, station and platform. Stellarton, round house. Stellarton, platform. Stellarton, freight shed. Stellarton, station. New Glasgow, platform. New Glasgow, ice house. New Glasgow, baggage room. New Glasgow, loading platform. New Glasgow, station. New Glasgow, store room. New Glasgow, freight shed. West Merigomish, station. Marshy Hope, station. Antigonish, station steps. Antigonish, station. Heatherton, station. Bayfield Eoad, freight shed. ii INTERCOLONIAL RAILWAY 87 SESSIONAL PAPER No. 20 Afton, kitchen. Tracadie, station. Cecil Road, station, car. Pirate Harbour, coal shed. Pirate Harbor, boiler room. Pirate Harbor, platform. Hulgrave, platform. Mulgrave, freight shed. Trenton, freight shed. Point Tupper, station. Point Tupper, dwelling house. Point Tupper, platform. Point Tupper, power house. Point Tupper, coal house. West Bay Road, station. River Deny's, station. Orangedale, station. McKinnon's Harbour, station. Iona, station. Grand Narrows, station. Grand Narrows, coal house. Shenacadie, station. Boisdale, station. Barrachois, station. George's River, station. North Sydney Junction, station. North Sydney, freight shed. North Sydney, engine shed. North Sydney, station. Leitche's Creek, station. Leitche's Creek, loading platform. Barra Glen, shelter. Sydney, station. Sydney, carpenter shop. Sydney, old roundhouse and shed. Sydney, freight office. Sydney, platform. Sydney, roundhouse. Sydney wharf, freight shed. Loggieville, engine house. Loggieville, tool house. Chatham, station platform. Chatham, station. Chatham, freight house. Chatham, roundhouse. Nelson, station. Cushman's, platform. Blackville, station platform. Blackville, freight shed. Doaktown, station. Boiestown, station. Johnston's Road, station platform. Porks, station platform. Irving's Crossing, platform. Cross Creek, freight house. Marysville, station. DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 Gibson, station platform. Fredericton, station platform. Fredericton, station. Fredericton, trackmaster's office in station. Canaan, station platform. Canaan, W.C. Adamsville, station. Adamsville, station platform. Harcourt, station platform. Harcourt, freight house. Kent Junction, station platform. Kent Junction, kitchen. Acadiaville, loading platform. Rogersville, tank. Barnaby River, station. Barnaby Biver, station platform. Chatham Junction, station. Chatham Junction, cattle pen. Chatham Junction, station platform. Derby Junction, station. Derby Junction, station platform. !Millerton, station. Davidson's, platform. Indiantown, station. Indiantown, engine shed. Newcastle, coal shed and boxes. Newcastle, loading platform. Newcastle, station platform. Newcastle, roundhou Newcastle, freight shed. Newcastle, bonded room, in freight shed. Newcastle, station. Beaver Brook, coal shed. Beaver Brook, freight room. Bed Pine, pump house. Gloucester Junction, station. Bathurst, station platform. • Bathurst, station. Beresford, station. Nigadoo, station. Petit Roche, loading platform. Petit Boche, station. Jacquet river, coal shed. Jacquet river, lumber shed. Jacquet river, tank. -h's creek, station. Nash's creek, cattle pen. Green Point, platform. Dalhousie Junction, loading platform. Dalhousie, kitchen. Dalhousie, coal shed. Campbellton, station platform. Campbellton, coal shed. Campbellton. engine-house. Campbellton. carpenter shop. Campbellton, office, locomotive foreman. ii INTERCOLONIAL RAILWAY 89 SESSIONAL PAPER No. 20 Campbellton, station. Campbellton, trackmaster's office. Campbellton, tool-house. Campbellton, freight shed. Campbellton, superintendent's house. Campbellton, despateher's office. Moffatt's, station platform. Moffatt's, station. Flat lands, station. Matapedia, station. Matapedia, station platform. Matapedia, freight shed. Matapedia, baggage-room. St. Alexis, station platform. St. Alexis, station. Between Matapedia and Millstream, band-car house. Millstream, station platform. Millstream, hand-car house. Assametquaghan, station platform. Assametquaghan, station. Causapscal, station platform. Causapscal, station. Causapscal, coal-shed. Causapscal, tool-house. Salmon lake, station. Amqui, station platform. Amqui, section foreman's house. Amqui, station. Amqui, loading platform. Amqui, freight shed. Cedar Hall, station platform Sa.vabec, station. Sayabec, station platform. St. Moise, coal shed. St. Moise, cattle pen. Little Metis, station platform. Little Metis, station. Littlo Metis, freight shed. . St. Octave, station platform. St. Octave, coal shed. St. Octave, station. St. Octave, freight shed. Ste. Flavie, coal shed. Ste. Flavie, station. Ste. Luce, station. Lnaclet, tank. Bimouski, ice-honsc. Bic, station. Bic, platform. St. Simon, station. Trois Pistoles, station. St. Eloi. station. Tslo Verte, station. St. Ar«ene, station. Riviere du Loup, platform. Riviere du Loup, freigbt shed. 90 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 Old Lake Road, station platform. St. Alexandre, loading platform. St. Paschal, station platform. St. Paschal, station. St. Phillippe de Neri, cattle pen. River Ouelle, station. River Ouelle, sheathing, telegraph office. River Ouelle, coal shed. River Ouelle, freight shed. River Ouelle, telegraph table in station. Letellier, River Ouelle Branch, station. River Ouelle, agent's dwelling, drainage, &c. Ste. Anne, station. Ste. Louise, kitchen, agent's house. Ste. Louise, station. Elgin Road, station platform. L'Islet, kitchen. Montmagny, station platform. St. Pierre, station platform. St. Valier, station. St. Michael, station platform. St. Charles, station. Harlaka Junction, station. Levis, platform, between baggage room and station. Levis, building for mechanical department. Levis, station platform. Levis, sidewalk between Levis and Hadlow. Levis, house, Chapman property. Levis, cedar posts, along concrete platform. Levis, chimneys on houses, Chapman property. Levis, car inspector'sshop. Levis, car inspector's shop. Levis, ice house. Levis, station. Levis, freight house. Levis, carpenter shop. St. Romuald, loading platform. Chaudiere Curve, station. Chaudiere Curve, chimney, Giroux house. Chaudiere, doors in freight shed. Chaudiere, station. St. Nicholas, station. Chaudiere Junction, pump house. Chaudiere Junction, engine house. Chaudiere Junction, chimney, office transfer shed. Chaudiere Junction, freight shed doors. Laurier, station platform. Laurier, station. Laurier, station dwelling. Delotbinere, tank. Villeroy, coal shed, car top. Villery, platform to coal shed. Villeroy, station. Villeroy, station platform. Manseau, station. Lemieux, storm doors. ii INTERCOLONIAL RAILWAY 91 SESSIONAL PAPER No. 20 Daveluyville, cellar. Aston Junction, storm doors. St. Leonard Junction, platform. St. Leonard Junction, station. St. Monique, station platform. Nicolet, engine house. Nicolet, coal shed. Mitchell, cupboard in station. Mitchell, freight shed. St. Cyrille, station. St. Cyrille, coal shed. St. Cyrille, baggage room. Drummondville, station. Drummondville, cupboard, trackmaster's office. Drummondville, cupboard for battery jars, station. Bagot, station. Bagot, station platform. BUILDINGS AND PLATFORMS. Neiv Work. Bortage pit, boarding house. Moncton, water-closets, in 12 railway employees' cottages. Moncton. track blacksmith shop. Moncton, track blacksmith shop, engine house. Moncton, track blacksmith shop, coal shed. Moncton, track blacksmith shop, office. Moncton, track blacksmith shop, desk, cupboard and shelves. Moncton, track blacksmith shop, cement floor near boiler. Moncton, new paint shop. Moncton, mixing room. Moncton, platforms, 675 feet. Bt. Du Chene, building for Marine Department. Bainsec Junction, freight shed. Dorchester, shanty for mason's tools, &c. Aulac, station. Aulac, freight shed. Mclntyre's Lake, station. Mclntyre's Lake, freight shed. Red Bine, hand car house. Bathurst, pump house. Bathurst, coal shed. Charlo, cattle pen. Eel river, hand car house. PAINTING. St. John, coachman's house. Hampton, tank. Benobsquis, station. Betitcodiac, coal house. Betitcodiac, tank. Salisbury, station buildings. Moncton, station. Bt. Du Chene, station. Upper Dorchester, station. Evan's, station. Sackville, freight house roof. Nappan, station. Athol, station. 92 DEPARTMENT OF RAILWAY* AND CANALS ii 6-7 EDWARD VII., A. 1907 River Philip, station. Went worth, station. Folleigh, station. Folleigh, tank. Truro, tank. Truro, freight shed. Alton, station. Belmont, station. Glengarry, station. Stellarton, tank. Stellarton, car repair shop. Xew Glasgow, baggage room. Alton, tank. River John, tank. Merigomish, station, interior. Piedmont, tank. Avondale, station. Barney's River, station. Marshy Hope, station. James' River, station. South River, station. Pomquet, station. Heatherton, station. Bayfield Road, tank. Taylor's Road, station. Mulgrave, tank. Mulgrave, coverings on Ferry's Landing. Point Tupper, coverings on Ferry's Landing. Point Tupper, station and freight house. West Bay Road, station. River Denys, station. Orangedale, station and freight house. Estmere, station. Ottawa Brook, station. McKinnon's Harbour, station and freight house. Christmas Island, station. Iona, station. Grand Narrows, station. Shenacadie, station and freight house. Beaver Cove, station. Boisdale, station. Barrachois, station. North Sdyney Junction, station. Leitche's Creek, station. Scotsburn, station, interior. Canaan, station. Adamsville, station. Kent Junction, station. Indiantown, station. !M>>fFat's, station. Moffat's, section foreman's house. Ste. Flavie, station. Ste. Luce, station. Sacre Coeur, station. Bic, Nation. - . Fabien, station. St. Simon, station. ii INTERCOLONIAL RAILWAY 93 SESSIONAL PAPER No. 20 Cacouna, station. Harlaka Junction, station. Hadlow, buildings. St. Nicholas, station. Laurier, station. St. Roinuald, station. Carmel, station and buildings. St. Cyrille, station buildings. St. Germain, station and freight house. St. Eugene, station and freight house. Lavergne, station. Daveluyvile, station buildings. St. Wenceslas, station buildings. St. Michel, station. Ste. Rosalie, w. closet. MASONRY WORK DONE. Buildings and Rlatforms. Thomson, station flue. Westchester, station flue. Wentworth, station flue. North Sydney, track scales. North Sydney, freight shed wall. Chatham, round house. * GENERAL. New buffers made and set up at different points on the line where required, and repairs made where necessary. Repairs were made to crossings at various points on the line, where required. Gates and cattle-guards were repaired throughout the line. Glass was put in and glazing done, where necessary. A number of old box car tops were repaired and fitted up during the year for hand car and tool-houses. Ladders for buildings and semaphores were provided where required along the line. Outhouses and approaches to public road crossings were whitewashed where re- quired. Necessary repairs have been made to turn-tables, where required. Painting has been done to the semaphores, switches and telegraph signals through- out the line, where required. Necessary repairs were made to hand cars, trollies, baggage trucks and wheel- barrows, throughout the line. Sign-boards were made and put up throughout the line where required. Boxes were marie for the packing of second-hand spikes and bolts, when required. Necessary repairs were made to steam shovels when required. I beg leave to say that the road, in every particular, has been maintained in its usua1 good condition, and from the remarks, which we hear from strangers, travelling over it, we feel that nothing has been neglected. I have the honour to be, sir, Your obedient servant, T. C. BURPEE, D. Potting er, Esq., Engineer of Maintenance of Way attd Works. General Manager, Govt. Rys., Moncton, N.B. 94 DEPARTMENT OF RAILWAYS AND CAXALS H 6-7' EDWARD VII., A. 1907 o OS a as o z < 1 I Ti i- x — CC - :: te -i .". •.; S is 5 X — — .-. i- — :-.:'. O i -•.£?) — C i - X l- CM i-> o ~ ic ~ ~ — — : I- i- ,-H OS CO l - X X — — — CC ■ioccr. n — . -t- -m x :-. X — Noevcioonooc — - - ~ i ~ — '^ ■- ia -r l- <- — - . ic 09 t- i- X -r T-'-i'c-i'c -r PI hS — -X ti -j; --: ia cTtCeoeo tpofor^i HNIMDNC NNOOSK i - x cor-CHOtr.Macfi-ri- cj o :r ^- ci o t- c x rt — -r © Tf x i~ -r c n>- :i " c s c x m: f x o n f ~ x -s- (~ — -x x '■". c^tuiH-t-ore xt--?;^'/.t?:Mr: ho ^ w B5 c5 gofcR ' — — ' '/i^y' •'' —'—'—' — © IN -r »0iTl-i - e .2 x . oS c3 93 -T U 8"g.g — ~~Z .S>s?W.s - -H -i 3d -— 2 r: -^ = > £ B = -£ , = — D g - - .d — ;_5 — Jc >.-7.'^ :S - •_ 0 - : i 0 « = ,2 ^ 5 ~ -•- a sp^ ° « s> : § 1 i r- . - ~- : - o ** -r ■- — ■> - '. - z . - z~ " ~ -, ; »£ * 2 § C; i: - r r c ~ EQ "3 p — 'S-o-gO'S £ £ 2 5 ; _ — g, - I1 '• ■ - ._ ° ? - — s - -J t TJ "£ T3 £ -/.- = IsS ;-?~'- B f-* w C3 S 2 -V - - - ~ ~ - - o * oJb be - - "- i. - - •- - * d * £ -g S S t" - B . 2 *= I s ^i > K *» a b S - - u '- -5 ? ~ .5 q^.5 +j! p -■ h o a o So 2 c ^== = 02 S -r - = --f sssQg^oo; — — a 5 it g o3 03 / C QQ X it : £ 03 g^ g-g-g ~ z. ~ ■?. -~ ~ - z z - ~ - - ~~ '- 8 §2* HHhhhh "o8 . - ' r R - ; 7 : - - £, C -r '*^ -E£<-7 z~ =-f «+i o K 2 e3 -, « < '" - 7 - T. C c3 fe-l DO •;■ t- — r : - f| o ft | = = .- - . - r. — r. - r- ■- ,o .o 3! - 11 INTERCOLONIAL RAILWAY 95 SESSIONAL PAPER No. 20 U ex S 8 h3 5 C — — ~ T I - :" — i - i- ~ S. -.: = ri \z - l--,= ~ IG O O y— :" btOi * c ■o.S. Si O £; ^ *J K " 2 ' - = - ~ pq £--§ agS&gu ^ ,5 r: — r g — "?. — .-- - I £ i- lC C" ; i = ; 2 == c ' ^ h 96 DEPARTlLEyT OF RAILWAYS AND CANALS U 6-7 EDWARD VII., A. 1907 • No. 2.— INTERCOLONIAL RAILWAY. Revenue Account, Year ended June 30, 1906. Previous 3,116,653 49iLocomotive power 2,040,133 13 I !ar expenses 1,722,616 65 Maintenance Way and Works '.i37.Mil 11 Station expenses 1 1 85 General charges 8,352,7< 16,065 52 Car mileage 8,368,826 75 14(i.0(Mi 00 Rental of leased lines.. 826 75 2,930,075 S3 1,617,119 70 1. .",'.17,143 62 1,032,764 20 586,267 90 7,563,371 25 121.45(1 89 7,441.914 36 14n,000 00 2,105,0116 75 Passenger traffic 4,373,17 305,277 53 2,297,716 52 Freight traffic .... 5,019,805 53 nl sundries 326,307 85 7,581,914 36 61,915 541 6,783,52! 1.725.:;o3 '.(_' Balance. 7,643,829 90 7,643,829 90 s.508,820 75 7.H43.829 90 No. 3.— INTERCOLONIAL RAILWAY. Locomotive Power, Year ended June 30, 1906. Previous Year. s cts. 26,7L".» l'.i Mechanical superintendent's salary, clerks, office and travelling expenses 747.77!* 65 Wages of drivers, firemen and cleaners 1,487,918 30 Fuel 15,192 75 Oil, tallow and waste and small stores 691, 00'.) S3 Impairs to engines, tenders and engine tools 47,355 31 Water, including pump and tank repairs... . 70,6.:!72 47 10,663 29 177,367 54 43,156 12 2,040,133 13 Repairs to passenger cars Repairs to postal, express and baggage cars Repairs to freight cars and vans Repairs to snow ploughs and flangers. . .'. Wages of conductors, train baggage masters and brakemen Oil and waste for packing Small stores and fuel Miscellaneous Year ended June 30, 1906. $ cts. 167,767 08 37,641 41 419,976 88 16,799 54 702.784 70 8,994 07 175,794 26 87,361 76 1,617,119 70 No. 5.— INTERCOLONIAL RAILWAY. Maintenance of Way and Work3, Year ended June 30, 1906. Previous Year. $ cts. 8,682 82 711,381 60 137,940 52 219,219 95 199,225 80 44,579 00 112,101 44 22,553 62 264,716 14 2,215 76 1,722,616 65 Chief and assistant engineers salaries, clerks, office and travelling expenses Wages in repairing roadway, fences, semaphores, including new sidings . laid in Rails and fastenings, including new sidings laid in Ties .. Timber, lumber, &c, for repairs to bridges, cattle-guards, snow sheds, fences, &c Repairs to wharfs Repairs to buildings and platforms, including extensions and additions to same Repairs bi tools ' Cleaning snow and ice Miscellaneous Year ended June 30, 1906. $ """ cts. r 1 10,514 30 651,991 32 87,489 41 182,785 35 236,597 20 16,867 59 126,722 27 24,734 00 55,380 62 4,061 56 1,397,143 62 20— ii— 7 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 No. 6.— INTERCOLONIAL RAILWAY. Station Expenses. Year ended June 30, 1906. Previous Years. Year ended June 30, 1906. $ cts. 797,065 54 Salaries and wages of station-masters, agents, clerks, telegraph opera- tors, station baggage masters, yardmasters, switchmen and •S cts. 881,056 92 140,750 57 937,816 11 Fuel, oil and light, stationery, tickets and other incidental expenses . . ■ 151,707 28 1,032,764 20 No. 7.— INTERCOLONIAL RAILWAY. General Charges, Year ended June 30, 1906. Previous Year. cts. 229,835 26 General manager, general superintendent, traffic manager, district superintendents, train despatchers, general freight agents, general passenger agents salaries, clerks, office and travelling expenses. .... 59,161 43 Chief accountant and tieasurer, traffic auditor, paymaster, cashier's salaries, clerks, office and travelling expenses, 37,766 40 Damage to men, animals and goods, 63,324 57 Perry service 2,729 59 Telegraph expenses, not including pay to operators 75,407 04 Miscellaneous, printing, advertising, &c 67,317 56 Agency expenses < iratuity to family of late C. J. Carter .....$ 103 50 Gratuity to widow of late general superintendent J. E. Price. . 500 00 535,541 85 Year ended -Tune 30, 1906. 8 cts. 219,837 37 62,834 76 46,134 75 77,(536 60 L/87 70 105,984 86 71,348 36 603 50 586,267 90 No. 8.— INTERCOLONIAL RAILWAY. Special Votes, Year ended June 30, 1906. I cts. 110,000 00 Rent of Grand Trunk Railway— Chaudiere Curve to Chaudiere and St. Rosalie to Montreal, including the Victoria Bridge and terminals in Montreal $ cts. 140,000 00 11 7.V TERGOLONIAL RAILWAY 99 SESSIONAL PAPER No. 20 -.r s CD 53 - T3 H B5 O < as w « 2 CO CJ © n S8 CO eo <2 CO CM in t^ t- ^ a© ©" co" 'i* oc © DO o rf o «st ^ CM W!CO Tf ■» OS5DO © -V i-l fc- -r -r t- OC © 00 © t~ €© ®'ci . CD 2? tcTS £ 0 B E cd c$ 5 . « CD s du: mat old 1 b-'a a) 2 c8 ^ 5 - B c„ V CO CD ^ s kS^cc 3 m -iS >> >> CQ D3 © CO eo © 35 o 1-1 3 hi co o 00 © oo c© CM 00 © © © CM 00 m i—l CO tfi «© rH CO* -* t^. oo r-l m © 1-1 ** in go 0 QONIO o 11 Cj S8K 0 776 1 302 8 19 e e c, c 2— icOth if ' CO -u : b . CD : s • t- : as - CD ~: "•t a B -£ - o ° O c, *P CO J" >J "■" o C J2 urcnas harges abour, tatf pa "3 pq ( ^OJoa O c E- 1 H .©' . p o" SC ■o © © © 0 Si - nj c w - BB H <1 H fc J i — -. | W o I— 1 < w o v. £ H O Q NC1CKCC— OCC-Iii-HMf I-t t~0 ?.lOC.O^CO'-l- O'cE O gOCTJ « ~B $ "2 B = > 2 e! "2 ?Li«*sB>ni = - S c*i otf o 20 b« -■ a ^3 •- /. ■- ^^L = xcS^ XC co © o !M cc •*»■ ofof > -r co t— in iO © © h © »C © i~ cc © co t^ i to © Tf io oa C-3 i— -* © lO co co CO t- © o :©coo:i-t>©co©©ot~'»,t-cci—co© . CO OS «C 5ff iH CO © i— 01 I - CO J~ © CO © ! © © lO CO © rl ii ©_©© CO CM. ©'-r-i ©~ io" Ci" © ** i; r-^co T io © CO . ■- — i~ r-- CO -* © co -r ■* i cc © CO X I © CO beg .S "*" 1 S "3 :; Si"" «- M 08 S 3 a *-e „ 3-2 § 2 ** 2 2 0ic-O w E , B a> • ~ — r^ C ^ §i§£| <2 g.gO —•-J; = o t* ^ *5 <5 Pi 2h < o H el E-3 I sA EE a> c „• P " H'J pS o T3£ >>s- tf.2 jj •- -C? 4/ ^ - o " £ e c & 3^X0, r§ 3 2 2 9 _ "2 p; •- ■? t *o b , B o u -^ — ci « S^S B.*i hr x q3 DC , ■«« i.s K-gBJ«5f .SPcl f-g-a^ g -TT ^ B -1-3 «8 ^ • — y,5 S B E f -g a * 4, cc ^^,5 11 INTERCOLONIAL RAILWAY 101 SESSIONAL PAPER No. 20 © 00 V) fio-*©e<3iM!OC5i~ci"^co©t~t^©»oiM^t^O(M:rc<5Tt.cc5)NaH®HooHiooiiONt-!C(ciOH!OinK;*oot5Diso C5 rH © 00 © »C OilOCS C»3 T CIJ t~ X r-l CO IOC. rH © i-H W lO "O - 3 :W i :«si ■^ 52 £, a" - « »'2M'2l O § g-gc .2 2 -j ^ j • o!tf o - - a MO c*o "a >■ 2 5 %X *&£$ p-cS KSS 72 eg ►J ef5 * P8 8 "c a J2 a e — > i «.- - t. — C ■—.*" CL 12 — = iiftaeSS-g 3 «* ej . _e CFOPQOO as tf 3 PS o PS« ■2 >>>,£.£ = PSpS^~ . 0, O i-3 a, ij a) ~; « rt cS 3>n? rt pa Pi e3 i-3 oi So >,a3^ a^rl^ .— r/3oS6^ ►*0 S^ =; S SIS * -SO si s. a -c «PS"§ 3< <£ S c3 £ f 8 > — I • o « J-— . Crt-5 o "£ O ^ c « O " 2»+saaK9*«ST •35 -^ *c3 Eh S a" 0 73(21 S ?„03 SO « x. - s *a • r 2 i'O.OtfljJB IIS g 3^i«^ ^ S-5^J=.-S S^.ctf 2^ P>^-fJ o 3H>O^OPHh3wC^OHV/;W£op,QO(^tfO£Hc/?HcG£PH^ Sb1 .22 a^ • a o a> • a ■5 S 5 102 DEPARTMENT OF RAILWAYS AND CANALS ft 6-7 EDWARD VII., A. 1907 *<3 *«3 &H CO o < 05 £ * o PS o w S5 r-( < K < hH I W 1 ►J o u ^ 6 a 55 O o _2 OONffllOHOOOC.iOLONt.tHHI.OOXC.NONIHOMCOOK-ftOOOir. HOONOWNOC (BOoaoMOOwoiaMONaooevHooooHNioofOMNoosoN^HOoooooH ,H CO l-Hl-Hr-ICM H*(Da«Mt»Ot->H»Ht» ««« »WO<* Ott i-h IN fa .» 2 & O O t-> P5 3S O o 0~-_>y='--0»3 0 i • C8 • **■'«*» *2 I k! 2 >> he b». >> CQ3 s e -'r: o<^ o « C w ^ ^ o 0431-10" o .-soa. *«■« ^^t* -1-1 o j= .-c-^-c c . H *3 c ■" Sr " •"-" £> o 5^ £ -' - S r a £0^ S tf fe <£ »3 5"2 * c s •§ , o }0 OOL3 o o . o o 5Q«; c _ O 2 >^ .'5 S :0 50 S « « c s c a ■ < . u S ji INTERCOLONIAL RAILWAY SESSIONAL PAPER No. 20 103 t>. © TH IM -* OS •>»« sonooaiopooi'OOioooiooonoHoooo^wosoioo OOOrlMiOMOlOOOt-lOiaOHOOOMOOflOflJNHlONlON.-wn., n,^. v.- CO X C5 CO «C 00 CO © HrtKHW* Oir-I l~OlO>-IOO 00'*lO- O JlHf HNOlON IM 00 NSHt- IM CO r-< CN O0 HHO! t~.-lCC©i-iCOCOCO W t~ ©__ KNOl iO CN I-H CO I O 23 6 g- E.S 6^ »u be o -£ c — . s 2 ►" '■— 13 g - >;-= be l S l ~ u J? c3 S o o o S 05 - b^5 OT3T3 ■ w O'uh '"in o pH!/3U «8 o: •a ' CD S °-S 7 sc ill COOS CD r-H t- © 00^ 00" 00" ^ C 5 **> =8 „ c -« 2 15.9 J2 pa 3 H^ 0 S."° s - ^ s a 104 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 TS o >* < T— t ? -' - M r- < fl tf s i-s A ~ < ""to. 11 INTERCOLONIAL RAILWAY 105 SESSIONAL PAPER No. 20 m ■*< m «* >* •n CO t>. in -f fHOO N CO CO (MCO © CO IM '/.' fe ^ -a &»§ ~ *4! &C5 X i— i £> 106 DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY. Individual Accounts, June 30, 1906. Dr. Price Bros Chas. D. Ruddock Trois Pistoles P. & P. Co . O. Guerette & Son Rhodes, Curry & Co F. E. Came J. Norris & Co Ryan & McDonald M. Beatty & Son Purcell & Fallon A. R. McDonald T. Malcolm S. Cwnard & Co Furness, Withy & Co T. B. Calhoun. H. M. Price & Co A. N. Whitman & Son — J. C. Brown M. J. Haney Capt. Newcombe T. R. Campbell S. Benoit J. Hillis&Son H. & A. Allan Capt. J. A. Farguan King Bros., Ltd Win, Roa^h John Bertram & Son G. S. Campbell & Co ... . Rathbun Co Richards & Co Leslie Hart & Co W. C. Ross J. H. McKay ... E. F. Munroe W.J. Hughes J. W. C. McConnell Geo. Skeffington A. D. Ayer Gray & Lawrence Bros . St. Francois Bridge Co . . T. Atkinson R. Hamilton H. Atkinson H. J. Cameron J. J. McLeod A. Forbes P. E. Gallant T. Cook & Sons J. Richards & Son Wallace Ross J. N. Pouliot R. A. & J. Stewart ... . Pickford & Black L. K. Harrison <;. McDougall & Co H. M. Hamilton Total. g 1,336 02 130 00 73 82 36 92 3,600 23 2,760 70 22 22 3,736 29 1 14 11,672 77 2 76 912 76 510 21 18 02 10 00 305 43 150 00 15 00 97 31 83 98 3 00 0 50 55 33 4 50 9 60 3 48 91 22 151 73 11 47 1 50 4 50 0 25 0 43 60 84 154 92 40 00 50 00 25 55 25 00 6 75 49 59 49 87 1,131 52 12 80 1,679 07 644 16 82 18 173 36 19 80 116 24 33 70 352 20 41 39 159 34 1,343 41 1,466 00 316 66 33,847 44 11 INTERCOLONIAL RAILWAY 107 SESSIONAL PAPER No. 20 No. 11.— INTERCOLONIAL RAILWAY. Comparative Statement of Averages, June 30, 1906. Mileage of railway . Engine mileage.. . . , Train mileage . . Car mileage Receipts per engine mile Cents ii mile of railway .' Dollars Percentage of passenger earnings to gross earnings. ii freight n u ii other ii M Expenses per engine mile — Drivers, firemen and cleaners' wages Cents Fuel. Oil, tallow, waste and small stores Repairs to engines . Water and tank repairs Miscellaneous. . Total Mechanical superintendent's salary, office and travelling expenses. Locomotive power per engine mile Cents. Car expenses " Maintenance way and works per engine mile i Station expenses per engine mile . . " General charges n " Less car mileage Rental of leased lines Total per engine mile Locomotive power per train mile Cents. Car expenses ". n Maintenance way and works per train mile n Station expenses n n General charges n n Less car mileage . Total Rental of leased lines .. Total per train mile , Working expenses per mile of railway Ordinary . Rental of leased lines 1905. 1,414-67 9,410,293 7,296,745 88,255,277 72 08 4,795 13 31 03 64 47 4 50 IS 32 84 •28 33 12 88 90-42 42 71 27 96 23 61 12 85 7 34 114 47 •22 114 69 1 92 116-61 5,915 74 98 96 6,014 70 1906. 1,445 92 9,304,511 7,424.831 93,746,123 82-15 5,286 48 30 06 65 67 427 31 19 •30 31'49 31 49 17 38 15 02 11 10 6 30 81 29 1 31 79 98 1 50 81-48 101 1 100 23 1-89 102 12 5,146 83 96-83 5,243 66 E. & O. E., Moncton, N.B. T. WILLIAMS, Chief Acct. and Treas. 108 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 INTERCOLONIAL RAILWAY OF CANADA. Office of the Superintendent of Motive Power, Moncton, N.B., August 27, 1906. Sir, — I have the honour to submit herewith the annual report of the operations of this department for the fiscal year ended June 30, 1906. I might add that the general condition of the rolling stock is good, with the ex- ception of cars and locomotives condemned, and shown in the attached report. I have the honour to be, sir, Your obedient servant, G. R. JOUGHLNGS, Supi. of Motive Power. D. Pottinger, Esq., General Manager, Government Railways. INTERCOLONIAL RAILWAY OF CANADA. Office of the Mechanical Accountant, Moncton, N.B., July 31, 1906. Sir, — I beg to submit the following report of the operations of the mechanical department for the fiscal year ended June 30, 1906. A. — Statement showing the number of locomotives and the various classes of cars. B. — Statement showing the locomotive and car mileage and the average number of passenger and freight trains hauled per mile run by locomotives. C. — Abstract of locomotive returns. D. — Statement of the cost of locomotive power for each month during the year. E. — General statement of the expenses of the mechanical department. Also a summary of the principal work done in the locomotive and car shops at Moncton, and in the shops at Riviere du Loup and Richmond. During the year the following rolling stock was purchased on capital and on revenue account : — On capital, to increase the equipment: 16 passenger locomotives, Pacific type; 5 combination second-class sleeping and baggage cars; 360 box cars; 25 refrigerator cars; 130 convertible dump cars; 20 vans; 10 wing elevator snow-ploughs; 2 double track snow-ploughs; 2 flangers; 5 steam cranes for handling coal; 2 ballast plough cars. On revenue, to replace smaller type : 19 box cars, 60,000 lb. capacity. The following rolling stock was rebuilt in the shops at Moncton during the year : 1 box car, 26 platform cars, 1 flanger. • Four new passenger locomotives were commenced and were well advanced when a fire, which partly destroyed the shops, occurred on the night of February 24, and put a stop to this work, and practically paralyzed all the regular work of the shops for several weeks. The fire referred to above totally destroyed the paint shop, the freight car repair shop and the woodworking machine shop; and partly destroyed the boiler shop, brass foundry and the boiler room; and slightly damaged the iron turning shop. Temporary shops have been built to take the place of those destroyed, and those that were damaged have been repaired. The following rolling stock was totally destroyed in the paint and car repair shops : 1 official car, 1 first-class sleeping car, 2 second-class sleeping cars, 1 dining car, 4 first- ii INTERCOLONIAL RAILWAY 109 SESSIONAL PAPER No. 20 class passenger cars, 1 second-class passenger car, 1 postal car, 2 express and baggage cars, 5 box cars, 7 platform cars, 1 twenty-ton coal car, 26 cars in all. In addition to these 26 freight cars were more or less damaged. All the small tools in the paint, car repair and woodworking shops were practic- ally destroyed, and some of the machinery was so badly damaged that it was beyond repair and had to be replaced. I have the honour to be, sir, Your obedient servant, J. J. WALKER, Mechanical Accountant. The following work was clone in the shops at Moncton : — MONCTON. Locomotive shops. 124 locomotives received general, 10 heavy and 52 light repairs. 2 new boilers, 2 new fireboxes, 14 tube sheets and 6 side sheets were made and applied, besides 2 tube sheet and 7 side sheets patched. 22,753 tubes were repaired and put in boilers. 153 boilers were tested. 152 smoke stacks were made. 123 tenders received repairs. 2 new steel cabs were made. 4 wooden cabs were made. 44 pilots were made. 11,658 stay bolts were put in fire boxes. 73 fire boxes were patched. 70 engine truck and 20 tender truck wheels were re-tired. 176 driving wheels were re-tired. 563 pairs of engine and tender truck wheels were turned off. 348 pairs of driving tires were turned off. 21 crank pins and 16 cylinders were made and applied. 371,000 bolts were threaded. 10,058 studs were screwed. 101,800 lb. nuts were tapped. 127 engines and tenders were painted. Blacksmith shop. 1,968,743 pounds iron forgings and 258,922 pounds steel forgings made. 532,633 bolts were forged. Brass Foundry. 44,721 pounds brass castings were made. 266,755 pounds brass bearings were made. 15,386 pounds Babbit metal was made. 23,314 pounds antimonial lead was made. 756 sets metallic piston rod packing were made. 942 sets valve stem packing were made. Spejcial work was done as followss — A large amount of work was done on store orders and on repairs to the ss. Scotia at Mulgrave. 110 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 A large amount of work was done in repairing the plumbing at stations and dwell- ing houses along the line. All the station stoves from Moncton to Ste. Flavie, Richmond, St. John, Sydney and on the Canada Eastern Division were overhauled and repaired. All the boilers, locomotive and stationary, from Moncton to Ste. Flavie, Rich- mond, St. John, Sydney and on the Canada Eastern Division were tested, reported on, and repaired where required. There was also a large amount of work done on repairs to the Pintsch gas plant. The following patterns were made: — 650 for brass castings. 400 for cast iron, malleable and steel castings. 100 patterns for cast iron, malleable and steel castings were remodelled. The regular work of the shops was interfered with very much on account of the disastrous fire which destroyed part of the shops on the night of February 24, and in consequence the output of the shops for the year has been largely reduced. The boiler shop and brass foundry, with all the contents, were badly damaged, and the machine shop, with a large part of the machinery, was also damaged, together with the large engine that runs the machinery. A temporary engine was installed until the large engine could be repaired. The boiler room was badly damaged and the boilers slightly. After the fire the men were employed for some time in clearing up the ruins, and in repairing the buildings and machinery, and in getting the machinery in working order. Xew machinery was purchased and set up in the place of that totally destroyed. In the blacksmith shop two new forges were made and put up, one new steam hammer was installed, two new cranes were made and put in, one new shears put in, one new hydraulic spring buckling machine wsft made and put in, and one new No. 9 Sturtevant blower put in. The partition between the old and repaired shops was torn down and the two parts made into one shop. Truss work was put in to support the roof. There was also a large number of new tools made and put in use in place of those destroyed by the fire. In the turning shop there were one large and two small bolt threading machines installed to replace the ones destroyed by the fire. One new 48-inch wheel lathe, one new 40-inch boring mill and one new slotter were installed during the year. These were badly damaged by the fire, but were repaired and put in use again. Two new lathes, one new nut facing machine and one new Cleveland automatic turret lathe were installed. Six new hoists or travelling cranes were put up in erecting shop. The air compressor, large and small rollers, hydraulic pump, big shears and three punches were badly damaged by the fire, but were repaired and put in working order again. The large plate roller was practically rebuilt after the fire. The brass bush boring machine was repaired. Two large travelling hoists in the boiler shop were repaired and about 250 feet of shafting and hangers were repaired and straightened out. The work of rebuilding four new locomotives was commenced and the work was well advanced when the fire in February put a stop to the work. Xow that the shops are running again the work on these locomotives will be pushed with all possible despatch. RIVER DU LOUP SHOPS. 29 locomotives received general repairs. 21 locomotives received medium repairs. 23 locomotives received specific repairs. ii INTERCOLONIAL RAILWAY 111 SESSIONAL PAPER No. 20 13 fire boxes were patched. 44 boilers were retubed. 69 boilers were tested. 192 driving tires were turned off. 74 engine truck tires were turned off. 292 tender truck tires were turned off. 2 side rods, 2 main rods, 3 crank pins, 3 cabs, 22 pilots and 1 tender frame were made and put in service. 57 engines and tenders were painted. 6,323 bolts were forged. 30,462 bolts were screwed. 2,148 studs were screwed. The freight cars on this district were kept in repair and a large amount of work was done for other departments of the railway. RICHMOND SHOPS. 15 locomotives received heavy repairs. 2 locomotives received medium repairs. 137 locomotives received specific repairs. 16 fire boxes were patched. 17 boilers were retubed. 45 boilers were tested. 36 driving tires were turned off. 122 engine truck tires were turned off. 766 tender truck tires were turned off. 3 crank pins, 7 pilots and 4 tender frames were made and put in service. 18 engines and tenders were painted. 19,484 bolts were forged. 48,562 bolts were screwed. 2,323 studs were screwed. The freight and passenger cars on this district were kept in repair and a large amount of work was done for other departments of the railway during the year. WATER SERVICE. This service has been maintained in efficient condition over the whole line. CAR SHOPS. The following cars were rebuilt at Moncton: 1 box car, 26 platform cars, 1 flanger, to replace a similar number condemned. The following rolling stock received heavy repairs: 3 official, 2 parlour, 28 sleep- ing, 5 dining, 111 freight cars, 1 steam crane, 7 flangers, 47 second-class, 19 postal, 31 baggage, 7 vans, 3 steam shovels, 8 snow ploughs, 6 wing ploughs. The following rolling stock received medium repairs: 4 first-class, 2 baggage, 1 snow plough, 1 postal, 1 flanger. The following rolling stock received light repairs: 78 first class, 30 postal, 1 par- lour, 1 wing plough, 21 vans, 51 second-class, 29 baggage, 14 sleeping, 1 flanger, 5,720 •freight cars. The following cars were scraped, filled and varnished: 5 sleeping, 1 parlour, 1 dining. The following cars were scraped and varnished: 4 first-class, 2 second-class, 6 colonist, 10 combined. The following cars were painted and varnished: 31 second-class, 14 first-class, 4 baggage and express, 4 combined, 1 colonist, 11 vans. 112 DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII., A. 1907 The following cars were cleaned and varnished: 27 sleeping, 3 parlour, 13 colo- nist, 28 baggage and express, 11 dining, 68 first-class, 17 combined postal and smoking. The following rolling stock was painted: 373 box cars, 50 gondolas, 9 snow ploughs, 3 steam shovels, 350 platform, 7 wing ploughs, 9 flangers, 1 steam crane. Special work was done as follows : 5,550 new chilled wheels were pressed on axles, 2,365 second-hand chilled wheels were pressed on axles, 255 new steel wheels were pressed on axles, 260 second-hand wheels were pressed on axles, 1,050 new axles were turned, 320 freight cars were changed from link and pin to M.C.B. coupler, 238 freight cars equipped with Westinghouse air-brakes. The following rolling stock was fitted with air signal appliances: 1 Sanger, 4 wing ploughs. The wings of one plough were made to open by compressed air. The following rolling stock was equipped with straight air: 2 diamond flangers, 1 flanger with straight air and whistle pipe, 20 hand-cars were built, 11 hand-cars received heavy repairs. 7 new push cars were built, 5 push cars received heavy repairs, 50 hand-car wheels were built, 10 new cars were built for shop use and 8 new freight trucks were built. In addition to the lumber prepared for the above repairs to cars, there was 206,143 feet of lumber milled on store orders. A large amount of repairs was also done to chairs, ticket cases, station furniture and foot boards on store orders. The fire, which occurred on February 24, totally destroyed a large part of the machinery in the car shops and seriously damaged the remaining part. The following new machines were put in to replace those totally destroyed: Rip saw with iron table, band saw, turning lathe, variety moulder, boring machine, mortis- ing machine, cutting off saw, rip saw and table, buzz planer, matcher and surface planer. A new truck for hauling lumber, a bench for filing saws, an oil tank for car shop engine, a bench for carpenters' use and a case for tools were rebuilt after the fire. The following machines were repaired and put in service after the fire : 1 large stationary engine, 3 wheel boring machines, 2 spindle drills, 4 emery wheels on shaft, 1 poney planer, 1 buzz planer, 1 machine for grinding planer knives, 2 wheel lathes, 2 spindle drilling machines, 1 vice for filing saws, 1 filing machine for filing band saws, 1 axle lathe, 2 air hoists, 1 hydraulic press. All the shafting and pulleys were replaced and put in working order after the fire. 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P5 . o . ^ o,2 w 11 INTERCOLONIAL RAILWAY 115 SESSIONAL PAPER No. 20 5fe |3W So o .2 a;^ S5 *2 ai'^r £c J2 - E3 S 4) SS3 O O 00 33 CO P5 N i-l ■-< »-i w eo oi 04 04 04 04 04 o © rt oo ;£ 0! (M r* r-l -* ,-1 i-l © rH -H l^ ^H CO ©" »H 04 04 Ol 04 00 30 00 >-h eo 04 — i :• I -3 5 20 — ii — 8i -~ < v. z y, — ^ < ^ 8 5C o OS c 1-3 m o 116 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 >5 o « t>- "* •- trj IO tl ^ x^ X © •_: © ■* — ■* CO X © 1-^ — © X s IT -p o — OS © i-H co i-H CO co 01 M T- r~ — Eh CM CM CO CO CO SO CO CO CO :c CO I CO £ no d -7 i a ©. ■■c 1 - iO © lO IO t~ © t^ m fe- X T-H i-H 01 « - X X 1 ~ Ol OS — CM TJ< © X IO IO © fe- ~ " ■■ia^Ai (0 — t- m © X Ol iO ■^ Ifl .-. IC o o T— 1 IO CO ,_( CN Tj< © T-l ■* © © CO T-H — •sjreda^j 00 © — CO 01 CO .-. 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X -V CM © X r © © © CM co © 10 © X T-H ■9 lO ■f. T-i fc. Z r. . lO © ITS 00 CM = eo © ■-: 1— 1 lO IO «■ r"i * - ©" M 03 lO CO X © h- Ol © X X -p DO VO - — 3.£ ~f fe- CM CO © CM CM X lO K © X X ll- t^ 1- t^ CO t~ X t- I- fe- CO s ^ ~ c o id © OS rH "a 4J CO 3 3 — CD S CD «3 C op O o u CD g > o ® ,0 © >> S © c* CD TH P 0 1 ci 3 - "3 < 0. c PO -' eo as c [25 o E-i O b3 o 11 INTERCOLONIAL RAILWAY 117 SESSIONAL PAPER No. 20 K— INTERCOLONIAL RAILWAY. General Statement of the expenses of the Mechanical Department for year ending 30 June, 1906. The miles run by trains ii n engines .... ii n snow-ploughs . 7,424,831 9,304,511 93,746,123 33,818 Cost of locomotive power H I M Cose of ear repairs — Repairs to passenger cars postal and express baggage. ii freight cars and vans Oil and waste for packing Snow ploughs and Hangers $2,930,075 83 The cost of locomotive power— For 100 miles by trains ii .. engines n cars and ploughs. The cost of repairs to cars and ploughs— Per 100 miles by trains ii ii engines . ii ii cars and ploughs. . . The cost for oil and waste for [lacking — Per 100 miles by trains ii I. engines ii n cars and ploughs. . . The cost of repairs to cars per 100 miles run by them Passtnger Postal, express and liaggage Freight cars and vans Ploughs and Bangers $167,767 08 37,641 41 419,976 88 8,> = r. •= - Des- Name H cription of of z Train. Conductor = s EH £ 1906. July 1. 24.45 8.. 21.25 Spl. ., 10.. 21.0O „ 11 153 Sept. 15. 19. 21. 23 „ 29. Aug. 2. 4. 10. 10. 11. 14. 15. 18. 21. 21. 22. 22. 24 ■2 15. 24. 28. 29 2! i. 30. 30. 10.45 148 16.45 76 Name of Driver. Shunter Freight. . Shunter Express . Freight. , Place of Accident. 16.30 .... 1. 40 Spl. Freight. 28.. 11.00 4 Express 21.30 Spl. 4.20 47 10.40 ... Freight. I Yardm.'ter Laviolette Bliss Lutes 120 Campbellton X. Sirois F. Gendron 300 Ste. Anne . . Yardm'ter Laviolette — Lutes 120 Campbellton A. Bouchard G. Goddard 200 Hadlow T. Dussault. . J. L. Hebert H. Johnston 175 Camnel . J. Gorham | 246 St. Arsene • Levis A . Jarest J. Lacroix '•w.ooi- {F&aj?. D. Sweeney J. King J. Wilson J. Quinn 6.10 Spl. Working . R. G. Duff A. Russell. 22.35 75 15.10 6.00 6.45 24.00 153 452 74 Spl. 23.00 9 50 24.30 Spl. 15.00 .... 8.15 199 Freight. . . W. J. Ellis C. Skinner. Express . . J. Huppe L. Tardif . . Freight. . . H. Aubin W. Brock. . 92 192 42 Bel.eil f St. John. 292 Chatham Jet . . 72 L'Anse a Giles. 286 St. John 291 7" 132 Hadlow . ... Gloucester Jet. Windsor Jet. . Montmagny. River Quelle , — Wood — Fillmore.. Jos. Proulx F. Gendron Express . . Freight. . . Johnson C. Edwards. M. Turgeon. P. Michaud Shunter . . Foreman E. Harvey. R. Linden. Express . . John Berry L. King . . . 265 156 Oxford Jet. St. Paschal Halifax. . . . 256 Truro 0 St. Jean Port Joli. Hadlow 5 30 Spl. Freight. . . A. Jarest H. Duclos . 3.00 16.10 23.13 12Mixed .... F. Palmer J. Moody Spl. Freight. . . J. E. Fleming .... J. W. Gunning. 49 . . L. S. Poulet Chas. Mercier. . 13.00 18 164 91 243 10 217 Near Sydney Moncton . . . Bedford St. Eugene . 26 repress . . W. J. Dickson Theo. Wilkins 314 Moncton Trenton Hadlow St. Henri Jet. Bathurst Bloomfield . 11 INTERCOLONIAL RAILWAY 119 SESSIONAL PAPER No. 20 KAILWAY. line of the Intercolonial Railway during the year ending June 30, 1906. Name Whether Extent of Passenger or Particulars of Accident. of Verdict. Person Injured. Employee. Injury. Albert Roy Employee While shunting, stepped on rail. Foot! badly in- jured. Alt Maltais ,, Back injured . . . A. Ayer „ While coupling ears Finger smashed . Jumping off train Arm and knee bruised. Alphonse Martin . . . Stepped on a nail Foot injured . . . Mrs.Thos.Therriault Neither Buckboard struck on public Both badly bruis- and daughter. crossing. ed and wounded Indian ,, Walking over track and fell on Head badly cut. •> rafl. John Guay Employee . . . While shunting, fell under car. . ,Right hand and 1 foot cut off. Mrs. Benj. Andrews. Mrs. Alice Mann . . . Mrs. A. Keenan and )- Passengers. . . . Rough shunting Slightly injured. child. Mrs. W. E. Hamil.l. Miss G. Driscoll 1 • D. Sweeney Employee While coupling cars jFinger jammed. . Octave Veilleux „ Fell off engine . D. B. Stevens ... While leaning out of cab win- dow, head struck against lamp bracket on car. Head injured . . . Joseph Aubin. . Neither Found dead on Jalbert public Fatal Accidental. road crossing. Leo. Harriman Employee Sleeping on track. Raised his i, „ head up as No. 34 train was passing and was struck. Clifford Atkinson . . . Supposed to have been stealing a Arm cut off .... ride and fell under cars. Jos. Couillard C.tyrs) Geo. Couillard (6yrs) B. Couillard (7 yrs). . -Neither On load of hay which was \ struck by train on crossing. | Cut and bruised. Louis Anctil While loading freight, piano fell #on him. ,, While shunting Finger smashed . Theo. St. Jean . . . Neither K. McEachern Handle of semaphore flew up'Head cut and struck him. Joseph St. Amour . Neither Getting on train between engine Fatal and baggage car, fell and was run over. Accidental. (Jeo. Lapointe Employee While unloading freight, fell off Head injured . . . gangway. Van caught fire and completely destroyed. Hands burned . . E. Harvey Whili shunting Foot bruised .... •1' >hn Eraser Struck by engine while working too close to track. Arm broken .... J. Payne Fell off box car Two ribs dis- placed. R. Black .... Finger jammed . Dorrington (boy) . . . Donat Deschenes. . . . Neither .1 iimiiiug on moving cars . Foot smashed . . . Employee Hand cut ... . A. Berube While shunting Slightly injured. <;. W. Ellis .... Loaded baggage train ran over font. " Corey Floyd ) Stanley Floyd ( Neither - While driving across track on^j public crossing, team struck - and men and horses killed. ' Fatal Accidental. 120 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 INTERCOLONIAL Statement of Accidents and Casualties which have occurred in Canada on the 1905. Oct. 4. 12. is 22. 23. 23 26. Nov. Dec. 7. 11. 21 22. 23. 25. 26. 1. 6. 7. 9. ,, 12. „ 14. „ 23. .. 27. 1906. Jan. 11 . .. 13. „ 16. ., 17. „ 18. „ 18. - z - Des- cription of Train. Name of Conductor. Name of Driver. H Place of Accident. 4.00 8.15 20.15 24.45 Spl. Freight. . . Spl. . . Shunter . . J. Bouthilette J. Collett 163 Ste. Rosalie. 33 Express 11.00 . . . Shunter 17.00 17.00 1.10 15.10 16.30 15.35 19.30 21.30 17.42 17.55 21.00 17.00 16.20 42 lO.OOSpl. 14.20 ... 20.45 ... 7.45 24.00 16.45 13-00 15.25 1 20.00 84 Spl. Freight. . . l!l Express . . Spl. Freight. . . 89 J. N. Bernier. Foreman J. Heffler. . A. McPherson Foreman T. McDon- ald. A. J. McDonald.... W. McClafferrv. . . .M. Wilson....'.. ... W. Blanchet C. Beaudet.. . M. Flavin... 83 1 3 | " 288 Halifax. < Jeo. Milne.. John Walsh I H. Johnson Jas. Clarke. . |H. S. Campbell 313 Barnaby River. 288 Halifax ... Pilot. ... 86 Express . . - • Shunter . . ■ • • Suburban. 153 Express. - 13 . . . . Shunter . . Spl. Freight. . . Geo. Crawford A. Sutherland Ceo. Roberge. . A. McLeod D. C. McLean. J. Martin. . . . G. Goddard. . . . .1. Ciaigie — English J. Creamer. . L. N. Letarte. A. Gauvreau F. Hoy..... L. Filteau B. Cook . . . F. A. Davison Foreman H. Barnes. A. Wood Shunter J. Tardif D. J. McDonald. W. McGuin . . . . J. Dussanlt, E. Mitchell. A. Urquhar-t. Geo. Roberge. Freight. Freight. Express. B.Dickie. . . <;. W. Fisher. Thos. Coffey. Geo. Sears. J. Johnson. J. Cook 10.15 16.19 16.55 9.12 45 97 Spl. 41 Express. Freight. Chas. Couchy. J. A. Hughes. . J. 1 tussault. J. Brownell. Louis Dutil. F. Dumond. . W. Herbert.. W. J. Ellis. J. B. Dube. F. W. Rioux. . G. Harvey.. . A. Kobbins. W. Duncan. 288 „ , 277 Spring Hill Junction. 236 Fair View 278 Calhouns 26 McCallum's Siding. llo Levis 196 Mclntyre's Lake. 287 Stellarton 328 Loggieville 200 I).- Lotbiniere l'.M 181 Kit; Wellington 286 180 81 M one ton . . Blake's Crossing. Near Mitchell Station. Matapedia 178 New Glasgow 136 Levis 120 61 :;«:, 81 62 168 200 21 271 214 Campbell ton. Truro Moncton Near Piedmont. Drummondville Amherst Point St. Charles Levis Richmond. Oxford Junction. St. Alexis ii IXTERCOLOXIAL RAILWAY 121 SESSIONAL PAPER No. 20 RAILWAY. line of the Intercolonial Railway during the year ending June 30, 1906 — Continued. Xante of Person Injured. Whether Passenger o Employee. I 'articulars of Accident Geo. Hethenngton H. O'Meara John Heftier . . . Martin Foley W.Pirie J. Hingston A. McNutt Walter Sharp. \V. ( Isborne Wni. Campbell. ( (ctave Veilleux . . Angus McKenzie. C. W. Tavlor A. Fallen A. t iauvreau Ed. Whidden'. .' '. H. B. Barnes Oliver Nadeau Win. McKean E. English M. Samson Fred. 0. :Sieeves. . . •lanes Taylor (J. M. Fisher . . . . David M. Melanson Unknown man Jos. Frechette Wm Cormier A. Vernier O. Rouleau •las. Eastman, . . . Ed. Fillmore John McDonald . . . Employee Fell off tender of engine. •Tumping off train While coupling passenger cars got jammed. Neither Riding on velocipede on railway track and was struck by train. Employee . ... Fell off of car Passenger. Employee Passenger. Employee Getting off of car- While coupling cars •Jumped off train in motion. Fell on tender of engine . . Fell out of car. Fell on tender of engine. Fell off train in motion. . While coupling cars Passenger Express train No. V>'6 ran into special train which was taking the siding. Jumped off train in motion. Employee While getting on car fell with hand on rail. Neither. While driving over crossing team struck by train. Passenger Fell against edge of car door. . . . Employee . While getting on pilot of engine While shunting was struck by box car. Caught between cars while coup- ling. While working underneath car it was moved by shunter. Fell off ladder while icing OP. R. dining car. Run over by engine backing down round house. Neither. Supposed to have fallen from No. lit train. Employee ... Unloading a switch stand from car. Neither Struck by engine while trying to cross track in front of train. Employee . . . Walking near track, going to work, and struck by engine. .. . Struck by engine Neither Trespassing on track and struck by train. Employee Gettingoff moving engine and fell between platform and train. ii .... Struck by train Head and back injured. Face injured . . . Back and chest injured. Fatal Head and shoul- ders. Ankle sprained.. Foot jammed.. . . Fatal Knee badly in- jured. Wrist bone bro- ken. Arm hurt Head injured.. . . Thumb jammed . Fingers jammed. Slightly injured. Collar bone put out. Fingers smashed and shoulder hurt. Fatal Cut over left eye Knee injured.. . . Head and arm injured. Slightly injured. Fatal Arm and shoul- der injured, fatal Slightly injured . Foot badly hurt Seriously hurt. , . Shoulder injured. Slightly hurt. . Fatal |No inquest. Leg out off Accidental. No inquest. Accadental. Accidental. No inquest. Shoulder hurt and one toe broken. 122 DEPARTMENT OF RAIL1YAYS AND CANALS H 6-7 EDWARD VII., A. 1907 INTERCOLONIAL Statement of Accidents and Casualties which have occurred in Canada on the Date. Feb. 26. 29. 2. 9.. 9.. 19.. .. 19. ., 19. 2 23. •• 27. ,. 28. April 3. G 11. .. 13. May 2 3. >> s - - . r- ; r4, « •■eugBBi 3 v- B ls| *» _e -^ r — ^ O «"S i £ r tc a, ^ - .2 5 > o 5.8 — ho JT-— - pco -a W VS .to H : = OS — ■ *"= _.E tiogPP r — -a c . ^ — X — r- I— — r- — s : 0 >- c -r. - '- -■- - — c — O •-5 ^> 11 PRINCE EDWARD ISLAND RAILWAY 139 SESSIONAL PAPER No. 20 No. 2.— PRINCE EDWARD ISLAND RAILWAY. Dr. Revenue Account for Year ended June 30, 1906. Cr. Previous Year. Expenditure. Year ended June 30, 1905. Previous Year. Receipts. Year ended June 30, 1906. S cts. 109,541 81 56,696 00 Locomotive power, per Abstract No. 1 Car expenses, per Ab- Maintenance of ways and works, per Abstract No. 3 Station expenses per Ab- stract No. 4 General charges, per Ab- $ cts. &9,983 92 50,446 79 74,801 87 51,977 13 17,043 45 $ cts. 102,505 55 94,724 70 20,100 36 Freight traffic Mails and sundries. . . . Total receipts. S cts. 11.4,053 82 121,621 58 21,595 17 136,138 50 217,330 61 153,133 83 257,270 57 36,982 59 51.881 94 16,206 19 ... . Totals 370,464 44 Totals 294,253 16 370,464 44 294,253 16 Charlottetown, P.E.I., June 30, 1906. W. T. HUGGAN, Accountant and Auditor. No. 3.— PRINCE EDWARD ISLAND RAILWAY. Locomotive Power. Details. Previous Year. $ cts. 2,519 79 31,420 60 36,263 70 Fuel 1,842 61 Oil, tallow, waste and small stores 33,574 32 Repairs to engines, tenders and engine tools 819 10 Water, including pump and tank repairs.- . . 3,101 69 Miscellaneous 109,541 81 Totals. . . . Mechanical superintendent's salary, clerks, office and travelling expenses. Wages of drivers, firemen and cleaners Year ended June 30, 1906. cts. 2,789 10 30,441 23 37,833 50 1,904 07 20,693 27 2, 808 38 3,514 37 99,983 92 Charlottetown, P.E.I., June 30, 1906. W. T. HUGGAN, Accountant and Auditor. 140 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 No. 4.— PRINCE EDWARD ISLAND RAILWAY. Car Expenses. Previous Year. Details. Year ended June 30, 1906. -? cts. 6,013 08 1,452 51 10,170 04 1,820 41 30,303 43 666 94 4,679 01 1,590 58 Repairs to passenger cars Repairs to postal, express and baggage cars Repairs to freight cars and vans Repairs to snow ploughs and flangers Wages of conductors, train baggage masters and brakemen. Oil and waste for packing Small stores and fuel Miscellaneous 56,696 00 ! Totals. cts. 4,150 64 1,582 00 6,196 17 461 61 31,480 40 728 22 3,910 39 1,937 36 50,446 79 Chabloitbxown, P.E.T., June 30, 1906. W. T. HUGGAN, Accountant and Audita*- No. 5.— PRINCE EDWARD ISLAND RAILWAY. MAINTENANCE OF WAY AND WORKS. Previous Year. Details. $ cts. 384 02 ! Engineer's salary, clerks, office and travelling expenses . . . 43,282 55 Wages in repairing roadway, fences and semaphores 5,399 79 Rails, chairs and spikes 20,732 36 Ties , 8,618 91 Timber and lumber for repairs to bridges, cattle-guards, &c 5,310 04 Repairs to wharfs 6,548 63 Repairs to building and platforms 1,535 26 i Repairs to tools 44,326 94 Clearing ice and snow Year ended June 30, 1906. $ cts. 136,138 50 Totals . 759 75 54,895 05 2,520 10 4,772 03 2,780 23 255 71 4,374 70 1,374 12 3,070 18 74,801 87 W. T. HUGGAN, Accountant and Auditor. Chablottetown, P.K.T.. June 30, 1900. 11 PRINCE EDWARD ISLAND RAILWAY 141 SESSIONAL PAPER No. 20 No. 6.— PRINCE EDWARD ISLAND RAILWAY. STATION EXPENSES. Previous Year. Details. Year ended June 30, 1906. •S ets. 41,995 98 9,885 96 Salaries and wages of station masters, agents, clerks, telegraph operators, station baggage masters, yardmasters, switchmen, watchmen and labourers Fuel, oil, light, stationery and other incidental expenses 51,881 94 Totals . fc cts. 42,129 43 9,847 70 51,977 13 Charlottetown, P.E^.L, June 30, 1906. W. T. HUGGAN, Accountant and Auditor. No. 7.— PRINCE EDWARD ISLAND RAILWAY. GENERAL CHARGES. Previous Year. $ cts. 8,223 65 5,570 49 635 14 795 91 676 98 304 02 16,206 19 Details. Superintendent's and train despatchers' salaries, clerks, office and travelling expenses Accountant and auditor's, paymaster's and cashier's salaries, clerks, office and travelling expenses Advertising Damage to men, animals and goods . Telegraph expenses (not including pay to operators). Miscellaneous .Totals. Year ended June 30, 1906. S cts. 8,292 08 6,138 69 414 93 1,375 40 133 07 689 28 17,043 45 Charlottetown, P.E.I., June 30, 1906. W. T. HUGGAN, Accountant and Auditor. 142 DEPARTMENT OF RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 No. 8.— PRINCE EDWARD ISLAND RAILWAY. Statement of General Stores Account, year ended June 30, 1906. 1905. Dr. June 30. . !To Balance brought forward 8 cts. 1906. June 30. June 30. Purchases during the year, including rails. Charges from other departments Pay rolls 183,998 25 30,351 08 1,863 63 Ck. By issues during the year. Balance f Ordinary stores. I Fuel 8 32,778 96 13,991 55 I Rails and fastenings on hand 25,821 86 j I Old material serviceable 452 50 J 8 cts. 88,784 61 216,212 96 304,997 57 231,952 70 73,044 87 W. T. HT^GGAN, Accountant and Auditor. Charlottetown, P.E.I., June 30, 1906. No. 9.— PRINCE EDWARD ISLAND RAILWAY. GENERAL BALANCE. General Stores Cash Stations Post Office Department Militia Department Anglo-American Telegraph Company Judge Weatherbie Sidney Grey Railway Extension, Charlottetown. . . Accident Insurance Canadian Express Company Intercolonial Railway W. J. McCordock _ •I. B. McManus, Limited . cts. 73,044 87 3,212 35 2,618 83 7,595 38 64 28 46 4? 30 00 30 00 812 33 2,446 05 126 40 1,168 37 93 94 35 38 91,325 11 Dominion account Through ticket ledger Rhodes, Curry & Company Gowrie & Blockhouse Colleries Com- pany, Ltd Intercolonial Coal Mining Company. . Eastern Trust Company Willard Kitchen S cts. 76,536 64 3,028 19 1,433 20 5,208 01 3,171 04 584 91 1,363 12 91,325 11 Charlottetown. P.E.I., June 30, 1906. W. T. HUGGAN, Accountant and Auditor. 11 PRINCE EDWARD ISLAND RAILWAY 143 SESSIONAL PAPER No. 20 No. 10.— PRINCE EDWARD ISLAND RAILWAY. Comparative Statement of Averages for years ended June 30, 1906 and 1905. Details. Mileage of railway open . Engine mileage Train mileage. Car mileage Receipts per engine mile. Cents " mile of railway ..Dollars Percentage of passenger earnings to gross receipts. ii freight n n ii other .1 ii Expenses per engine mile : — Drivers, fireman and cleaners' wages Fuel Oil, tallow, waste and small stores Repairs to engines Water and tank repairs Miscellaneous Mechanical superintendent's salary, office and travelling expenses Total Cents Locomotive power, per engine mile Car expenses Maintenance of way and works, per engine mile. Station expenses General charges . Total Cents Locomotive power, per train mile. Car expenses Maintenance of way and works . . . Station expenses General charges Total per train mile Working expenses, per mile of railway Dollars 1906. 261 431,678 313,501 1,903,312 59.60 1,054.39 44.34 47.27 8.39 7.05 8.77 .44 4.79 .65 .81 22.51 .65 23.16 23.16 11.68 1733 12.04 3.95 68.16 31.89 16.09 23.86 16.58 5.44 93.86 1,205.95 1905. 209 442,493 343,301 1,683,203 49.11 1,039.86 47.17 43.58 9.25 7. 10 8.19 .42 7.59 .18 .70 24.18 .57 24.75 24.75 12.81 30.77 11.73 3.66 83.72 31.91 16.51 39.66 15.11 4.72 107.91 1,772.55 Average mileage open for year 244, which was used for averages. W. T. HUGGAN, Charlottetown, P.E.I., June 30, 1906. Accountant and Auditor. PRINCE EDWARD ISLAND RAILWAY. Office of the Mechanical Superintendent, Charlottetown, P.E.I., July 5, 1906. Sir, — I beg to submit herewith for your information the following statement of the operation of the mechanical department for the year ended June 30, 1906. The following is a summary of the principal work performed: — locomotives. Eleven locomotives received heavy repairs, new driving boxes, new brasses, new side rod and main rod brasses, motion and running gear thorouhgly repaired, and stay bolts in boiler thoroughly examined. Ten locomotives received specific repairs. We had three cylinder heads broken which we repaired, 6 pop valves, 8 whistles and 130 sets of steam packing were made. Twenty-eight pairs of driving wheeLs, 24 engine truck wheels, 72 car wheels, and 160 car axles were turned. Four hundred wheels were bored and pressed on axles, 144 DEPARTMENT OE RAILWAYS AND CANALS 11 6-7 EDWARD VII., A. 1907 and 1,400 tubes were pieced and put into locomotives. Twelve locomotive smoke stacks were made, one tender rebuilt, and 30 smoke jacks were made; 226,449 lb. of iron were forged, as was also 1,248 lb. cast steel and 1,681 lb. spring steel; and 12,126 lb. of nuts were tapped. Fifty driving springs and 75 engine truck springs were made, and 100 repaired. Westinghouse air brake was applied to 4 locomotives, steam heat to 11 engines, and M.C.B. couplers to 15 locomotives. Three locomotives received new driving tires, and we have a great deal of running gear, too numerous to men- tion. CAR DEPARTMENT. One full baggage car, and one postal and smoking car, under construction last year, were finished. One second class and baggage combined, and 10 box cars were built, and all charged to capital. Six flat cars were rebuilt. Fifteen flat cars, 25 box cars, 2 flanger cars, and 6 passenger cars recived heavy repairs. Twelve box cars, 10 flat cars, 2 flanger cars, and 2 snow ploughs received light repairs. Westinghouse air brakes were applied to 20 passenger cars and 262 freight cars; M.C.B. couplers to 41 passenger cars and vans, and 430 freight cars; and steam heat to 31 cars. BRASS FOUNDRY. Output: 12,810 lb. brass castings. PAINT SHOP. Xine passenger cars were painted and varnished, and 18 were cleaned and var- nished. Twelve locomotives, 8 snow ploughs, 14 box cars, 20 flat cars, and 194 car roofs were painted; and 177 cars retarred. Sixteen hand cars, 50 switch frames, 7 settees for Montague branch, the new freight shed at Port Hill, and Brudenell bridge were also painted; and 1,500 panes of glass were put in buildings. Kensington station was painted inside and out; Cape Traverse station and dwelling inside; and Bedford station inside and out. Four men were employed for six weeks scraping and paint- ing Hillsboro' bridge, preparatory to laying the ties. ROAD AND TRAFFIC DEPARTMENTS. Thirty-four loading platforms, 12 cattle stages, and 4 baggage and freight trucks were built; and 3 hand cars and 6 lorries were rebuilt. Twenty-six switch frames were made and mounted. Four boxes for papers, 10 coal boxes, 7 settees, 4 battery cases, 70 telegraph arms, 15 new frogs, 20 sets of new switch gear, 2 large sign boards, and 12 small ones were made. Thirty barrels of track plugs were cut. Thirty sets of switch gear, and 10 track ratchets were repaired. Six track lifters were made, and one bridge for Fmerald was lengthened four feet, wind-braced and stayed. On November 30, 1905, a fire started in our blacksmith shop, as we suppose, at 1.10 a.m. completely destroying the blacksmith and car shops, with all the machinery and patterns. It destroyed also the roofs of the power house, machine and erecting shops. This has been a great loss and inconvenience to the railway, as it left us without a single tool or pattern. The majority of the carpenters lost all their tools, which was a serious loss to them, as they are nearly all poor men. I wish to say that Mr. Joughins has made every effort he possibly could to obtain new machinery for us, but it was very hard to get, and we have been at a great dis- advantage, both for shop room and machinery. We have built a temporary blacksmith's shop, and repaired the power house and machine shop, and I am pleased to report that, although we have laboured under every disadvantage, our rolling stock is in a high state of efficiency, and equipped with all the most modern appliance of Westinghouse air brakes and M.C.B. couplers. 1 have the honour to be, sir, Your obedient servant, G. A. Sharp, Esq., W. S. POOLE, Superintendent P. E. I. Bailway, Mechanical Superintendent. 11 PRINCE EDWARD ISLAND RAILWAY 145 SESSIONAL PAPER No. 20 5C O a 3 - 73 a o o 3 0 o 0 Hi O O l^ox Ol 01 (M N IINW^NIN CM ••i^AY i m o f a t» ©0000--IOO •seiq'B^uanx pire asnoq eutaug; D •sireday •o$> 'a}suAv 'no •P"J -h> © CO 00 © CI ^h © HOQW ~©©COCMi-l00iOCOTf©00IM I ooo o I O O t-i IH 1-1 ( CI -f> CI SI CO CI © lO : lOO»OCMH«KO- ooooooooooo© COOOO>flOlOt»--MN» NOJNOllOONCO^NHH OH»NNOJit-I>OOt- s(uaiuauiSug; j rHT-li-<00i-ICO-*'CClO©Xt~ ocoot-i>.cit~t~c©t^t— i>.co t-HO>HWt»»C0WNN« ©ooooooooooo 'l^ox lfl*OHl»iOMONIS!CW © © 00 t- O) © Ot-OCCSC) iOJ J9^^ INHNNtONOCOXM i-H t- CM iH 00 CC lO CO •saiq^ajujj puis sasnoq auiSug; oo©cocc-r©co©co©co© COOS0 3C151'N®MO!0 ■-O CM CM © ■>* tO O CO t~ lO t- CM 1"CON-. •J03X-OT-*HO ^HC-lC-5HTff«MCq(MM ■s.tt'Bda'jj dt^CO-HOli-HOlOTCOOXI^ CD © -H /■ t-i © Ol t- I- i-l © CM CO^tH © CO i "of 5M~i in i-~ t- 1~ cm cc cm rcfi-rofofi •o^ '8^«av 'no 05 CO ■* ff. H CO N CI H IO H (- »M»HOC0»!6»ianN CM050©COC5t^CMlOi-ICMl^ oocot-ioo-rcowt-HOs CM tH rH rH NH t-i rH CM ■ianj "CM (MOOmoOCMCOCOOOIMt^© COlOOOeOCOOlTH^CO-cHCCIM ©©©COt^©t-t~©CO00© CD ailKOMMHOWO! l~ © © i-^OO © X CO -f lO t-i t- t-- co~ -h/ co" cm' t-T co" co" of co" co" co" d r su-HuauiSug (ONSffllOHCOHOinoO CO CM 01 1) 01 O) 11 Ol Ol 01 01 ■gasaedxg aoyjo pire s^Jajo 'A*ji? I -p:^ B^aepaa^a; ■aaang [BOia'eqoaj^ ■3ai'}BBH'Bg ssa[ 'sautSug A"q iitu sa{ipy iO00fl»Oi0OHC5OwC0 I © Ol Ol Ol CM tH Ol Ol CM Ol Ol Ol Ol if t-i t ~ c i- 1- © ~r -h co © oi OI-fHO i - © ~ co co © • i - . a i ". •- x -f oi i~ »n f 20— ii— 10 • ; £ ; § si j >. • ,'"C l.^- J » bLE,£*o£§sCg.'?(>,(8 3 S Jo O 1 Jj i. * — so 515 SS 04 T3 C 'Z 13,776 13,555 11,949 13,237 12,378 13,573 11,073 14,567 11,020 17,860 10,773 16,944 7,272 17,632 5,619 15,979 6,618 18,897 7,016 15,486 11,027 16,880 11,230 16,487 119,751 191,097 7,529 7,526 1,653 2,536 2,519 338 298 2,353 7,853 32,605 450 96 514 172 31 158 514 108 445 160 Mileage by Engines. 35,310 32,808 28,118 28,348 31,430 28,213 25,716 21,706 25,960 22,662 30,260 35,575 86 100 111 159 154 270 358 108 352 257 27 58 2,653 346,106 2,040 10,682 9,944 9,411 10,869 11,002 10,492 10,124 9,680 10,889 7,817 9,780 11,607 122,297 46,078 42,852 37,640 39,376 42,586 38,975 36,198 31,494 37,201 30,736 40,067 47,240 470,443 ii PRINCE EDWARD ISLAND RAILWAY SESSIONAL PAPER No. 20 ISLAND RAILWAY. Department. of Locomotives for the year ended June 30, 1906. 147 Total Mileage. 229,227 210,808 178,472 185,173 208,256 173,424 136,266 124,098 132,680 129,609 197,224 237,349 Average Mileage. 2,142,586 2,286 2,956 616 2,058 321 657 6 44 646 6 57 8,237 6 23 9 08 9 x c ■-*■" c8 too O « O •73 4 73 4 64 4 20 4 14 4 32 4 15 3 37 3 62 3 39 4 11 4 28 5 4 55 Consumption. O 1,074 1,007 796 748 899 970 869 707 836 774 963 1,028 10,671 2,444 2,112 1,748 1,868 1,988 1,932 1,813 1,548 1,652 1,584 1,984 2,748 23,421 844 520 560 552 496 640 464 388 460 456 617 872 703 747 566 677 714 703 692 579 695 661 751 935 Consumption per 100 Miles Run by Engines. O 5,221 5,263 4,737 4,255 4,729 5,574 5,378 5,028 5,034 5,640 5,384 4,874 6,869 8,423! 5,080 5 '82 184 •53 .74 50 .•72 •67 .80 ■91 ■83 [■86 2 15 1 87 1-98 498 145 179 S. F. HODGSON, Mechanical Accountant. 20— ii— 10£ 148 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 C— PRINCE EDWARD ISLAND RAILWAY. Mechanical Department. Monthly Statement of Car Mileage for year ended June 30, 1906. Months. Second Postal First Class. Class and and Baggage. Smoking. andsSck. Platform- Totel- 1905— July 46,980 ' 24,886 39,839 32,592 22.038 ! 37,373 38,383 24,127 34,078 28,196 21,808 33,774 27.476 22,196 38.063 56,957 60,565 229,227 56,696 62,109 210,808 September 56,614 25,270 173,472 80,007 21,388 185,173 89,173 31.348 208.256 December March May 29,666 24,539 24,773 22,931 22,089 20,079 24,290 22,551 23,885 20,830 27,854 24,831 28,914 24,840 30,774 24,061 19,999 22,035 26,036 36,407 41,821 69,197 45,930 44,395 53,223 51,970 73,597 72,675 19,248 173,424 18,571 136,266 17,536 124,098 10,581 132,680 6,88S 129,609 34,535 197,224 69,099 237,349 Total Less— Ballasting 355,098 275,656 384,260 27,354 750,434 150 377,138 2,142,586 211,770 239,274 . Net Mileage. 355,098 275,656 356,906 750,284 165,368 1,903,312 S. F. HODGSON, Mechanical Accountant. ii PRINCE EDWARD ISLAND RAILWAY SESSIONAL PAPER No. 20 D.— PRINCE EDWARD ISLAND RAILWAY. Mechanical Department. 149 Statement showing the number of Locomotives and of the various classes of Cars and other Rolling Stock on July 1, 1905, and on June 30, 1906. On hand, serviceable, June 30, 1905. . . Condemned, July 1, 1905 Total Built during the year on capital account Total. Classification of Cars. 1'7 27 27 Condemned, -July 1, 1905 n during the year Burnt in shop tire, November 30, 1905. Total condemned and burnt. . Less— Rebuilt To be rebuilt Add serviceable and repairing. Total 27 27 -o CT 60 « ■J. GO X 2 e3 O o •a pa TT a pH -i O -o 2 S e 23 12 5 1 23 12 2312 23 12 ! 2312 Pi « Si* Q S 5 1 1 61 1 1 .. 11.. 1 1 3 5 4 6 223 223 10 233 1 232 233 - S JX o a S3 •j: O Hh 21 145 469 2 1 17 147 117 476 11 487 3 2 12 3 1 146 9 478 10 487 is 1 19 1!) 1 "i 2 2 17 19 S. F. HODGSON, Mechanical Accountant. 150 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 E.— PRINCE EDWARD ISLAND RAILWAY. MECHANICAL DEPARTMENT. Comparative Statement of the expenses of the Mechanical Department for the years ended June 30, 1905 and 1906. The mile run by trains were •i engines were ,• cars were ■I snow ploughs were The cost of locomotive power was " repairs to cars was ii n passenger car was M postal and smoking cars wai . ii ii freight cars and vans was ii labour, oils and waste was ■• repairs to snow ploughs was The cost of locomotive power per 100 miles run by trains was. . H H H engines was. i, ii ii cars was . . The cost of repairs to cars per 100 miles run by trains was. . „ H •■ engines was. ii ii n . cars was . . . The cost of labour, oil and waste for packing per 100 miles run by trains was ,. .1 H ii engines was ,, ii ii H cars was. The repairs to passenger cars per 100 miles run by trains were postal and smoking cars were freight cars and vans 343,301 442,493 1,083,203 58,902 S cts. 109,541 81 17,635 G3 6,013 08 1,452 51 10,170 04 666 94 1,820 41 0 19 0 15 0 03 1 75 0 42 2 96 1900. 313,501 431,678 1,903,312 8,237 $ cts. 99,983 92 10,646 79 3,904 56 1,250 62 5,491 61 648 61 451 61 31 89 23 16 5 25 0 20 0 15 0 03 1 24 0 39 1 75 11 PRINCE EDWARD ISLAND RAILWAY SESSIONAL PAPER No. 20 PRINCE EDWARD ISLAND RAILWAY Accidents during year ended June 30, 1906. 151 Cause of Accident. Passengers. Emploi ees. 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 4 2 1 1 4 2 1 3. At work on or near the track making 4. Putting arms or heads out of windows 6. Collision or by trains thrown from 7. Struck by engines or cars on highway 8. Walking, standing, lying, sitting, or being on track . . . • • • • • ... :::::•: ' "ie" 16 Total 24 24 152 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 CANALS. Office of the Superintending Engineer, Montreal, July 31, 1906. Sir, — I have the honour to submit herewith my annual report on the works under my charge, for the fiscal year ended June 30, 1906. 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 th.3 Ottawa river, and the St. Ours and the Chambly canals, on the Kichelieu river. Of these, the Lachine canal is by far the most important on account of its imme- diate connection with the harbour of Montreal. I am pleased to say that no serious accident occurred during the last fiscal year and that navigation was conducted without in terruption, eycept on the Lachine canal, when traffic had to be suspended on May 30, and again on June 20 last. The first interruption was due to the throwing down of the upper gates of the south lock No. 2, by the steamer ' Wahcondah.' Through some yet unexplaned cause the vessel came into the lock at such a rate of speed that she could not be checked in. time to avoid colliding with the gates. These were thrown down and very great damage and probably heavy loss of life would have ensued, had not a stopgate, which was lying down immediately above the mitre sill, raised automatically and successfully stopped the rush of water from Basin No. 2. As explained in my report of June 1, last, that unexpected working of the stop pate prevented damage, which would certainly have amounted to hundreds of thousands of dollars, not to mention probable loss of life, Basin No. 2 being full of vessels of all classes at the time; among them seven or eight market steamboats with a large number of people on board. Another accident took place on June 20 last, when the steamer ' Orion ' struck the barge ' Alice ' which was being towed out of the big lock, at Cote St. Paul. The barge, which was loaded with coal, went down on top of the breast wall and was so badly broken that the whole of the cargo had to be removed before she could be tloated again. This necessitated the unwatering of the long reach of the canal. Work was car- ried on night and day, as soon as the water was low enough, and navigation was re- sumed at 3 a.m. on Sunday, the 22nd June. LACHINE CANAL. Length 81 miles; 5 locks, 270 x 45 feet; 14 feet of water on sills; total rise 45 feet. Old locks, 200 x 45 feet; still available with 9 feet of water on sills. REPAIRS AND RENEWALS. The main items of work performed here during the year under the above head was as follows: — Loclcs and Lock Gates. The bottoms of most of the locks were thoroughly cleaned and the walls pointed, while the canal was unwatered last spring. Two pairs of pates wore built and three pairs of old gates overhauled during the winter ; the former were placed in position at locks Nos. 4 and 5. jj QUEBEC CANALS. 153 SESSIONAL PAPER No. 20 Bridges. Except the new Atwater Avenue Bridge, all the swing bridges on this canal were replanked during the season and seven stationary bridges over the weirs and at lock approaches were also refloored and painted. Masonry and Concrete Work. The strengthening of exposed masonry work in the approaches of locks, bridges and basins was proceeded with last year. Strong blocks of concrete with steel plate facing were built at the following points : — At the western end of the wall dividing flour shed basins Nos. 1 and 2 ; at the northeast end of the wall forming the northern side of Wellington basin ; at the north- eastern entrance to north lock No. 3, and at the end of the pier between the two St. Gabriel locks. At each place strong cast-iron mooring posts were inserted in the concrete. Mooring Posts. A hundred heavy cast-iron mooring posts were put in at various places, especially in the vicinity of the locks and bridges. It is the intention gradually to replace all the present wooden posts along the reaches by cast-iron ones, in order to reduce the cost of maintenance and make the navigation of the canal safer for heavy vessels. Booms. New booms were built during the year and placed as follows : — One boom 250 feet long above St. Gabriel bridge. One boom 250 feet long along the north side of the lower entrance to lock N6. 4 One boom 250 feet long along the north side of the canal above lock No. .4. Two booms 250 feet long each under the Canadian Pacific Railway bridge at Rockfield. Several old booms were also repaired. Buildings. Considerable work was done to strengthen the floor of St. Gabriel shed No. 1, occupied by the Great Lakes Steamship Company. The doors of the shed were also repaired, and a platform 500 feet long, 4 feet high and 16 feet wide was built alongside of the shed for the reception and delivery of freight on the outside of the shed. Teams are no longer brought into the shed, and the cost of maintenance will thereby be considerably reduced in future. A 20 feet extension was built at the south end of the blacksmith shop, which had become too small for present requirements. Extensive repairs were made on the building leased to the Canada Horse Nail Company near the canal dry dock. They consisted of the renewal of a number of in- terior columns supporting the upper floor and roof. These columns rest on solid con- crete piers. The over-hauling of the foundations of the outside walls, concrete being used, and the repairing of the brick walls on the south side of the building. PLANT AND MACHINERY. Pending the completion of a new gate lifter for this canal, the old gate lifter was overhauled and will be kept as a spare. Three new machine tools were purchased during the year, ami sel up in the shops on Mill street, viz., one milling machine, one bolt cutter and one drilling machine. These make our equipment up-to-date, and will permit of all the iron work required in connection with the canal structures being done in our own shops. 154 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 INCOME. Rebuilding Wall on South Side of Basin No. 2. This work consisted of the facing of the old masonry wall on the south side of the basin with a heavy concrete wall from the top of the underpinning to the level of the bank, a height of 13 feet, and of some repairs to the mill flume through the old wall; also of the providing of timber booms for the protection of the new wall. The work was satisfactorily completed last summer by the contractors, Messrs. Quinlan & Robertson. Rebuilding Wharf and Sidewalks at Lower Entrance to Lock No. 1. The old cribwork on both sides of the entrance was removed to a line about a foot below the lowest water in the harbour and rebuilt with concrete faced with heavy cut stone. A cut-off was left in the wall on each side to receive the ends of a coffer- dam, should it become necessary to unwater the lock at some future time. The contractors for this piece of work were Messrs. Quinlan & Robertson. Rebuilding Lachine Wharf. The old wharf consisted of detached cribs filled with stone. These were taken down to a line one foot below low water and rebuilt with concrete all round. The space between the walls of the pier thus formed was filled with stone. The bays be- tween the piers were spanned with steel box beam girders, and a flooring provided over this structure and consisting of expanded metal covered with a thick layer of con- crete. The whole of the roadway was afterwards macadamized. The coping on both sides was protected by a steel plate nozing, strongly fastened to the concrete, and the ice breaker at the western end also covered with a steel pro- tecting plate. Timber waling pieces were also placed on both sides of the new wharf. The work presents a neat and solid appearance. It was performed under contract by Messrs. Quinlan & Robertson. Rebuilding Walls, St. Gabriel Basin No. 1. This work was done by Messrs. Quinlan & Rohortson while the canal was un- watered in April last. It consisted in removing the old timber walls for a height of 4 feet and rebuilding them in concrete. The total length of wall built is 1,650 feet, of which a length of 400 ,f eet is pro- tected by a steel plate on the nozing of the coping. Paving Approaches to Bridges. Under this appropriation the approaches to Black's bridge, Brewster's bridge and Seigneurs street bridge were paved with granite blocks, laid on an 8-inch concrete foundation. In all about 3,000 square yards of paving were laid. The work was done under contract by Messrs. Quinlan & Robertson. Repairing Leak between Basin No. 1 and Lock No. 1. As reported in July, 1906, a serious leak had developed under the spur wall and the chamber wall of Lock No. 1, owing to a streak of sand and gravel running through the hard pan on which these walls had been built. The work done here to repair the damage and make the lock secure, consisted chiefly in deepening the foundation of the spur wall, building a deep concrete cut off across the lock entrance and rebuilding the bottom of the lock to a greater depth. Tin- work was successfully done by the original contractors, Messrs. Quinlan & Robertson. ii QUEBEC CANALS. 155 SESSIONAL PAPER No. 20 CAPITAL. Rebuilding Slope Walls. This work is being done under contract by Messrs. Quinlan & Robertson. The past year's operations consisted in the rebuilding of the vertical wall on the north side of the canal, from the Canadian Pacific Railway bridge to the old lock at Lachine. The old masonry wall was taken down to the rock foundation and concrete substituted, cast-iron niggerheads being inserted in place of the old wooden mooring posts. There still remains about four miles of these slope walls to be rebuilt and in order to reduce the time of building, plans were devised during the year, whereby the wdrk could be carried on without unwatering the canal. Operations will be resumed on these lines during the present season of navigation. Dredging Basins, &c. The appropriation for the above work was chiefly expended in dredging Basin No. 1 which was opened to navigation during the month of June last. The work was performed under the efficient supervision of Mr. Wm. O'Brien, superintendent of dredging. The total amount of material dredged out and placed to spoil was about 12,000 cubic yards. All the works above described under the heads of capital and income were super- vised by Mr. Henry R. Lordly, engineer in charge, and the repair work by Mr. D. O'Brien, overseer of the canal. Both are deserving capable officers, attentive to their duties, and I have much pleaseure in acknowledging here the valuable services they have rendered during the year. Bridge at Ativaler Avenue. The superstructure of this bridge, the substructure of which had been built the year previous, was supplied and erected by the Dominion Bridge Company, during the months of April, May and June last. This bridge is 205 feet long and 35 feet wide, the clear width of roadway being 26 feet, and of the side walks on either side, 3 feet. It was opened to traffic in June. The Montreal Street Railway have secured permission to lay a track over it, the consideration for the privilege being the supply by the company of the necessary power to operate bridge. ELECTRIC INSTALLATION. Machinery for the operation of Loch Gates. During the summer of 1905, the gates of old lock No. 4 (Cote St. Paul), were equipped with the appliances devised in this office for the operation of lock gates by electricity. In order to make a practical test as to the efficiency of this machinery, several ex- periments were made in the presence of Mr. A. A. Dion, electrical engineer, who had been appointed by the department to make a report thereon and later in your own pre- sence. The tests having been found satisfactory, instructions were given to have a full set prepared, for the purpose of inviting tenders for the equipment of the ten locks on the canal. The contract has since been awarded to Messrs. Lymbnrner & Mathews of Montreal. Ai the dale of writ in» the whole of the machinery is completed and the putting up of it on the gates will proceed without delay, it being expected that the locks will be electrically operated In the early part of September next. 156 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 The Atwater Avenue bridge contract and the devising of the machinery for the operation of the gates by electricity, were under the supervision of Mr. L. S. Pariseau, the details of the latter having been worked out by him. SOULANGES CANAL. Length, 14 miles; 5 locks, 270 x 45 feet; 15 feet of water on sills; total rise, 84 feet. REPAIRS AND RENEWALS. The structures of this canal received the usual amount of attention during the year. Considerable work was done in connection with the fences along the canal property. The flooring of three of the swing bridges was completely renewed. The bottom and slopes of Clement's Gully were lined with stone for a consider- able length and a number of farm bridges repaired. A quantity of stone was quarried out of the bed of River Delisle and used in renewing the stone lining on the canal slopes. Two old scows were thoroughly overhauled. INCOME. Tugs and Scows. The hulls of a flat scow and a smal tug were built during the year. The tug is 65 feet long, 12 feet beam, and will draw about 4 feet when completed. It will be fitted during the summer with two gasoline engines 20 or 25 horse-power each, and is intended for the canal repairs. The scow is 80 feet long, 24 feet wide and 5 feet deep. Ditches. The collecting ditch along the north side of the canal opposite the power house was widened and deepened with a view to preventing further damage being done to farmers' lands. In order to make this ditch as effective as required, the breast walls at both ends of the Riviere a la Graisse culvert will have to be lowered about 15 inches. This will be done at low water this summer. The ditch along the north side of the canal from lock No. 3 to Clement's Gully, which discharged its waters both east and west, was deepened and given a single slope towards the gully. The drainage of the farmers near Lock No. 3 has thereby been very materially improved and no further damage by flooding or soakage is expected to take place in that section. The drain between Lock No. 4 and Clement's Gully, which had proved too small to carry off the spring waters, was made two feet deeper and two feet widei A new ditch about half a mile in length was cut along the south side of the canal between Cedars' bridge and Lock No. 4. Its purpose is to carry off water leaking through the bank, and which formerly found its way on to the farmers' lands. The slopes of all these ditches were carefully lined with stone for a certain height and sodded above. Electric Line. ~- The overhead wires connecting the main line with the bridge cabins have been replaced by submarine cables during the year. It was found that unless these wires ii QUEBEC CANALS. 157 SESSIONAL PAPER No. 20 were laid with a considerable sag, the straining effect in the cabin was too great. On the other hand the sagging wire might at any time come in contact with some part of the bridge and create a short circuit, the result of which might have been serious. This was remedied, as stated above. Land Damages. The claim of Mr. Clement for damage to his land by water during the construc- tion of the canal has been settled, the claimant giving a satisfactory discharge. In the case of Mrs. Tremblay, negotiations could not be concluded before the end of the fiscal year. Survey at Upper Entrance. During the fall of 1905, soundings were taken in Lake St. Francis, in view of the proposed breakwater, for the protection of the upper entrance to the canal. This matter will receive further attention this year. CAPITAL. Workshops. Tenders for machine tools had been invited for this canal towards the end of the fiscal year 1904-05. These machines were received and installed during the year. The shop equip- ment is now as follows : — Carpenter shop. — 15 horse-power electric motor, circular saw, band saw, jig saw, surfacer, planer, double head shaper, wood lathe. Machine and hlachsmith shop. — Screw power lathe, universal milling machine, screw cutting and nut tapping machine, upright drill, planer, the whole driven by two 5 horse-power motors. All the machines can be operated at a time, or singly as required. All the works above described under the heads of Income and Capital were super- vised jointly by M. L. S. Pariseau, engineer in charge, and the overseer, Mr. L. A. Same, the latter also having charge of the repairs. BEAUHARNOIS CANAL. Length, 11 \ miles; 9 locks, 200 x 45 feet; 9 feet of water on sills; total rise, 82£ feet. This canal is only being used for a few market boats and stray barges. The staff lias been reduced to one man at each lock and isolated bridges and the three men in charge of ferries. REPAIRS AND RENEWALS. The structures on this canal received the ordinary attention during the year. A number of farm bridges over the towpath were rebuilt, stone being substituted to timber, so as to minimize future maintenance. One of the abutments of the bridge at St. Timothee was rebuilt with concrete. The bridge over the Lost Channel between St. Timothee and Grande He received a coat of paint. The stone crushed last year was used in macadamizing the lower portion of the Hungry Bay dyke. A new ditch 2 J miles long was made along that dyke, and 5£ miles of old ditch were thoroughly cleaned. Three repair scows were overhauled, and extensive repairs made at the saw-mill and carpenter shop. 158 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 At the time of the construction of the canal a number of spare gates had been provided and sunk in one of the basins but had never been used. They were raised and found to be of a pattern that could not fit the locks in their present condition. They have been taken apart, and the material in them is being used for repairs. The telephone line was overhauled last spring and the service much improved. The breastwalls of the waste weir at locks Nos. 7-12 and 13, were taken down and rebuilt during the months of March, April and May last. All the waste weirs on this canal are now in good condition. INCOME. Ste. Barbe Dyke. This dyke was completed during last winter, and the farmers can now proceed with their drainage works without this risk of the Lake St. Francis waters running into them. The income work on this canal was supervised by Mr. L. S. Pariseau, and the repair works by the overseer, Mr. J. M. Deschenes. STE. ANNE LOCK. Length | 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. Irrespective of the keeping of the lock and other structures in good repair, there were performed here a few special items of work, as follows: — Renewing waling pieces and fender posts on the piers of the south channel. Renewing the covering of the ouside wing pier above the locks, on a length of 400 feet. Rebuilding a piece of masonry wall forming the east abutment of a small bridge on the north side of the upper entrance. Building a repair scow 35 feet long, 12 feet wide and 3 feet deep. The Canadian Pacific Railway Company commenced the widening of their bridge crossing the lock here in June last. This widening necessitated the moving of the overseer's house and out-buildings, as well as a shed, some 30 feet northwest of their positions. This work has been satisfactorily done at the expense of the railway com- pany. CARILLON AND GRENVILLE CANALS. Carillon Canal. — Length f -miles ; 2 locks, 200 x 45 feet ; 9 feet of water on sills ; total rise 16 feet. Grenville Canal. — Length 5| miles; 5 locks, 200x45 feet; 9 feet of water on sills ; total rise 43| feet. Both of these canals are under one overseer. They are separated by a stretch of navigable river about 5 miles long, and between them is to be found the Old Chute a Blondeau lock, which was abandoned at the completion of the dam, at the head of the new Carillon canal in 1883, the rise at the old lock having been practically obliterated. REPAIRS AND RENEWALS. The various structures on these canals received the usual amount of attention and were kept in thorough repair during the year. The only items of work worth mentioning here are: — 1. The placing of protection beams on some of the lock gates, which could not be equipped the year before. All the locks on both canals are now fully equipped with ii QUEBEC CANALS. 159 SESSIONAL PAPER No. 20 these appliances which will certainly minimize if not entirely prevent the effect of collisions between vessels and gates. 2. The renewing of the furnace in the statistical officer's office, at Carillon. 3. The rebuilding of one of the lighthouses, at the head of the Carillon canal. 4. The completion of a carpenter shop at Carillon. The Carillon and Grenville canals are now electrically lighted, two contracts for this service having been awarded last fall, the one for the Grenville canal, to Messrs. Ross & Sons, of Hawkesbury, the other for the Carillon canal to Messrs. Ayers & Hamelin, of Lachine. The contractors provide the lines, lamps, &c, and maintain the whole, the depart- ment paying them a fixed sum, per arc and incandescent lamps, for the year or for the season of navigation, as the case may be. The number of arc lights thus supplied is 90 on the Grenville canal, and 18 on the Carillon canal. The service was inaugurated on the latter in the month of October, 1905, and on the Grenville canal at the opening of navigation in May last. It has given good satis- faction since. INCOME. Guide Pier, Lower Entrance to Grenville Canal. The Guide Pier forming the south side of the lower entrance to the Grenville canal at Greece's Point, which was considerably decayed, was torn down to the level of low water and rebuilt. The timber used was treated with a compound known as ' Carbolineum ' for which it is claimed that it doubles the life of timber exposed to the weather. GRENVILLE WHARF. This work is now completed, except for the putting in position of a few waling pieces and the dredging of a point of land at the entrance to the steamboat basin. As soon as the division dredge is through with some pressing work on the Lachine canal, she will be sent up to remove the point in question. The wharf is substantially built of concrete on timber foundations. The Resident Engineer on these canals, Mr. F. J. Lynch, died on January 5th last, after a long term of faithful service in the Department of Railways and Cana-ls. Upon his demise, Mr. J. T. Lemire, Assistant Engineer, in my office, was tem- porarily put in charge of the work, and has since practically pushed it to completion. ST. OURS LOCK. Length of canal, \ mile; one lock, 200 x 45 feet; 7 feet of water un sills; total rise 5 feet. REPAIRS AND RENEWALS. The various structures on this canal were kept in thorough repair during the year, the main items of work done being as follows : — Two new booms were built and placed between the upper piers above the lock. A thick layer of broken stone was placed along the west side of the lock and well compacted. I The thick layer of broken stone was placed along the west side of the lock and well compacted. The wrecking scow used here for the last two years in rebuilding the landing wharves, &c, was overhauled during the winter and is now ready for the summer oper- ations. The overseer's house was provided, during last spring, with a heating apparatus. 160 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 INCOME. New Piers. Four new piers were built here last year with a view to give additional mooring space above the lock. Three of these are on the west side and the fourth one on the east side of the entrance. The former are built solid with concrete, resting on pile foundations The latter is also laid on piles and built of concrete, but with a hollow chamber in the centre, the walls being 4£ feet thick, and the hollow filled with boulders. New Booms. About 275 lineal feet of booms were built and used to span the spaces between the concrete piers erected last year and the year before. They consist ot three rows of square timber 12-inch x 12-inch, strongly fastened together by heavy screw bolts. The income work on the St. Ours lock was supervised jointly by Mr. L. S. Pariseau and the overseer, Mr. Olivier Laverdure. CHAMBLY CANAL. Length, 12 miles; 9 locks 118 x 22i feet; 6* feet of water on the sills; total rise, 74 feet. STAFF. On August 1 last, Mr.P. B. Benoit, superintendent of this canal was transferred to the position of inspector of stores, on the canals of the province of Quebec, and Mr. P. A. Jodoin, appointed in his stead. REPAIRS AND RENEWALS. The chief items of work performed under the above head during the fiscal year just expired, are as follows: — 1. Building three pairs of gates and repairing some old ones. In a year or two every one of the nine locks on this canal will be provided with new spare gates. 2. Building a concrete sill at Lock No. 3. All the sills are now renewed in con- crete. 3. Five old wooden culverts across the towpath were taken clown and rebuilt, 24- inch vitrified clay pipe being substituted to timber. 4. A considerable amount of work was done on the ditches along the canal bound- ary line, one large ditch from the outlet of Denault's Culvert to the Richelieu river1 receiving particular attention. It is of considerable depth for a disiance of a couple of hundred feet and with a view to reducing the cost of maintenance, an old iron pipe 3 feet in diameter, formerly used in connection with the Canal Power House, was laid at the bottom of the ditch, covered up with 2 feet of earth and this, as well as the slopes of the upper part of the ditch lined with stone. In ordinary weather the pipe is large enough to take all the water issuing from the culvert and in time of flood the surplus water will find its way to the river by way of the ditch above. 5. The canal power house, which had been disturbed from its foundation by float- ing ice in the spring of 1905, was taken up from its former position on the shore of the river to new concrete foundations built at a higher level on the bank. The ma- chinery is now installed in the building. 6. Two watch houses were built, one at Ste. Therese island bridge and another at lock No. 9. 7. Two new scows, each 53 feet long and 16 feet wide, were provided during the winter season. Both are equipped with a derrick, and are available for the present summer operation-. 11 SESSIONAL PAPER No. 20 QUEBEC CANALS. 161 INCOME. Swing Bridge at Riley's Crossing. The old wooden bridge at this point was replaced during the year by a steel struc- ture 66 feet long and 16 feet wide. The pivot pier and abutments are of concrete. The superstructure was supplied and erected under contract by the Phoenix Bridge and Iron Works, and the concrete work performed by the canal staff. Macadamizing Towpath. This work has been under way for two years. Last year's operations extended over a distance of a couple of miles. There still remains to be macadamized about one-half of the whole length of the towpath between Chambly and St. Johns. It is expected that the work will be completed during the summer of 1907. Strengthening Bank at Ste. Therese. From Fryer's waste weir northward for a distance of about one-third of a mile the canal is separated from the Kichelieu river by a narrow made up bank, the bed of the river being 8 to 10 feet lower than the bottom of the canal. This bank has always been considered more or less dangerous. A portion of it having given way in 1905, permanent repairs were commenced without delay. A large quantity of stone was first dumped into the bed of the river as a foundation for the new wall and a pro- tection against the swift current. The wall is built of large blocks of stone carefully put together. A length of 600 feet was commenced last year and brought up to the level of medium water, thus making the bank safe. Operations will be resumed during the present summer. Road West Side of Canal. This work was continued during the months of May and June last, 4,000 feet of macadam being laid in the two months. There remains still to be done a section 600 feet in length, which will be completed during the present summer. The income work on this canal is under the joint supervision of Mr. L. S. Pari- seau and the superintendent, Mr. P. A. Jodoin. I have the honour to be, sir, Your obedient servant, (Sgd.) ERNEST MARCEALT, Superintending Engineer, Quebec Canals. QUEBEC CANALS. Statement of the closing and opening of navigation. Names of Canals. Closing. Opening. 2nd December, 2nd 30th November, 30th 29th 30th 30th 1905 1905 1905 1905 1905 1905 1905 29th 23rd 1st 1st 18th 19th 30th April, May, April, 1906 1906 1906 1906 1906 e Canals . 1906 1906 20- -11 162 DEPARTMENT OF RAILWAYS AND CANALS H 6-7 EDWARD VII.. A. 1907 LACHIKE CANAL. Statement showing the depth of the river water on the mitre sills of new lock No. 1, at lower entrance, and new lock No. 5, at upper entrance, during the fiscal year ended June 30, 1906. New Lock No. 1, New Lock No. 5, Lower Sill. Upper Sill. Months. Highest. Lowest. Highest. Lowest. 1905. Ft. In. Ft. In Ft. In. Ft In. 17 7 16 11 16 15 6 9 17 2 16 3 16 8 15 8 16 4 15 7 16 3 15 8 15 10 15 2 16 1 15 6 15 10 15 0 15 11 15 4 23 11 15 3 15 10 14 11 1906. 33 0 19 9 17 8 15 10 31 8 28 2 16 9 15 6 27 10 34 2 19 10 20 1 26 18 18 18 0 2 3 3 16 8 15 0 17 3 16 2 May . . 17 3 ! 16 2 18 3 17 2 SOULANGES CANAL. Statement showing the depth of the river water on the mitre sills of lock No. 1, at lower entrance, and lock No. 5, at upper entrance, during the fiscal year ended June 30, 1906. Months. Lock No. 1, Lower Sill. Lock No. 5, Upper Sill. Highest. Lowest. Highest. Lowest. 1905. Ft. In. 18 6 18 4 17 7 17 4 17 5 17 7 19 7 19 3 19 9 18 9 19 5 19 6 Ft. In. 18 2 17 6 17 5 17 3 17 3 17 2 17 5 18 4 18 2 18 2 18 C 18 6 Ft. In. 17 8 17 4 17 4 17 3 17 2 17 1 17 8 17 3 17 2 17 4 17 0 17 0 Ft. In. 17 1 17 1 17 1 16 9 1906. 16 5 16 5 16 9 April 16 9 16 9 16 9 May 16 6 16 8 11 SESSIONAL PAPER No. 20 QUEBEC CANALS. 163 BEAUHARNOIS CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 6, at lower entrance, and Lock No. 14, at upper entrance, during the fiscal year ending June 30, 1906. July August.. . September. October. . Xov ember. December. January. . February. March . . . April May .... June Months. 19ii5. 1900. Lock No. 6, Lower Sill. Highest. Ft. 11 11 10 10 10 9 12 16 14 11 11 12 In. 6 0 4 4 4 10 10 Id 6 0 6 0 Lowest. Ft. In. 10 10 10 10 9 9 !l 11 11 10 11 11 10 10 6 10 8 0 6 Lock No. 14, Upper Siil. Highest. Ft. In. 12 11 11 11 11 11 12 11 11 11 11 11 3 11 9 Lowest. Ft. 11 11 11 11 10 10 In. 7 4 3 2 10 10 STE. ANNE LOCK. Statement showing the depth of the river water on the mitre sills of Ste. Anne Lock, during the fiscal year ending June 30, 1906. Months. 1905. July August September October November December 1906. January February March April May June Lock No. 1, Lower Sill. Lock No. 1, Upper Sili. Lowest. Ft. 11 10 10 10 10 10 10 10 10 11 12 12 In. 4 10 8 6 3 5 11 10 5 3 1 2 Highest. Ft. In. ]-2 11 11 11 1! 11 12 12 12 13 15 15 6 10 0 5 4 5 7 3 5 10 5 7 Lowest. Ft In 11 10 10 10 10 10 10 11 10 12 13 13 1 6 0 lo 10 20— ii— 11 164 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 CARILLON CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 1, at lower entrance and Lock No. 2, at upper entrance, during the fiscal year ending June 30, 1906. Months. 1905. July August September October November December 1906. January February March April May June Lock No. 1, Lower Sill. Highest . 13 13 12 12 12 12 14 13 14 15 17 17 Ft. In. 10 1 0 7 6 10 2 4 3 3 Lowest. Ft. In. 12 11 11 11 12 11 11 12 11 13 15 15 11 10 8 5 0 10 10 9 8 6 5 4 Lock No. 2, Upper Sill. Highest. Ft. In. 13 12 11 12 12 13 15 14 14 15 17 17 0 11 0 6 6 7 Lowest. Ft. In. 12 11 11 10 11 11 12 12 10 11 15 15 5 1 0 10 cases. GRENVILLE CANAL. Statement showing the depth of the river water on the mitre sills of Locks Nos. 3 and 7, Grenville Canal, for the fiscal year ending June 30, 1906. Months. Lock No. 3, Lower Sill. Lock No. 7, Upper Sill. Highest. Lowest. Highest. Lowest. 1905. Ft. In. 16 6 15 5 13 10 14 10 14 8 15 6 18 2 18 6 16 2 18 11 21 7 21 5 Ft. In. 15 2 13 6 13 3 13 2 13 11 13 7 13 7 15 4 13 6 15 I 18 9 19 0 Ft. In. 14 0 12 11 11 4 12 3 12 2 12 0 13 11 13 3 13 5 16 4 18 8 18 6 Ft. In. 12 7 10 9 10 4 10 4 11 5 1906. 10 9 10 8 11 5 10 4 12 9 16 4 16 2 11 SESSIONAL PAPER No. 20 QUEBEC CAN ALL 115 ST. OURS LOCK. Statement showing the depth of the river water on the mitre sills of St. Ours Lock, during the fiscal year ending June 30, 1906. Months. Lock No. 1, Lower Sill. Lock No. 1, Upper Sill. Highest. Low est. Highest. Lowest. 1905. July Ft. In. 10 11 10 3 9 6 9 4 8 9 11 8 15 6 12 11 13 3 13 5 13 9 13 4 Ft. 9 8 8 8 7 8 10 10 10 12 12 10 In. 2 6 4 3 3 3 3 8 3 0 9 10 Ft. In. 10 9 10 6 10 3 10 0 9 8 9 2 12 6 10 5 11 1 11 10 12 0 11 10 Ft. In. 9 8 1906. 9 6 9 5 9 2 8 10 8 8 8 11 9 4 March 9 8 Apri 1 10 4 May June 10 11 10 3 CHAMBLY CANAL. Statement showing the depth of the river water on the mitre sills of Lock No. 9, at lower entrance and Lock No. 1, at upper entrance, during the fiscal year ending June 30, 1906. Months. Lock No. 9, Lower Sill. Lock No. 9, Upper Sill. Highest. Lowest. Highest. Lowest. 1905. July Ft. In. 12 10 12 6 12 1 11 9 10 10 10 11 16 11 13 2 14 6 14 4 14 3 14 5 Ft. In. 11 4 11 0 10 10 10 3 9 6 9 9 10 7 11 10 11 8 12 0 13 2 12 2 Ft. In. 10 0 9 10 9 6 9 3 9 8 8 10 9 11 9 9 9 8 11 0 11 0 10 3 Ft. In. 8 11 8 7 September 8 9 8 6 7 10 1905. 8 3 8 4 May 9 0 9 0 9 7 9 8 June 9 4 165 ' DEPARTMENT OF RAILWAYS AND CANALS ft 6-7 EDWARD VII., A. 1907 LACHINE CANAL. Statement of Fines and Damages collected during the fiscal year ending June 30, 1906. Dates. Name of Vessel. Name of Owner. Fines. Damages . Remarks. 1905. Aug. 11. Nov. 3. Yacht Marguerit .... Steamer Indianapolis n Wahcondah. J. II. Rutherford.... $ cts. $ cts. 15 03 30 00 11 92 (1) Collides with Seigneur street bridge. Damages to N. Gate Lock No. 1. Collides with Seigneur street bridge. Damages to Upper Gates, Lock No. 2. Damages to Upper Gates of Lock No. 4. * J. H. Lent 1906. May 28. 30. M. & Cornwall Nav . Co New Ontario SS. Co. June 20. G. S. Thorn (2) Total 56 95 1-2— Amounts to be collected from steamers Wahcondah and Orion not given, as the repairs to struc- tures are not all completed, 1st August, 1906. SOULANGES CANAL. Statement of Fines and Damages collected during the fiscal year ending June 30, 1906. Dates. 1905. July Sept. Nov. Oct. Name of Vessel. Name of Owner, 18. Steamer Neepawa 6. Steamer A. H. Mar- I shall 15. Steamer R. Wallace.. 1. Nov. 22. 28. 1904. Sept. June 6. Barge Hamilton n Imperial. ... Steamer Seguin n Aberdeen.... Wahcondah. Great Lakes & St. L. Trans. Co Great Lakes & St. L. Trans. Co Mont. Transp. Co. . . Imperial Oil Co Dept. Mar. &Fis.... Fines. Damages. .$ cts. New Ontario SS. Co. 20 00 20 00 S cts. 20 00 20 00 20 00 35 00 25 00 21 60 25 00 200 00 366 60 Remarks. Coping Lock No. 1. 3. 1. 1. Wharf at power house. Fender, &c, Lock No. 1. Metal box, m 5. Coping, ii 3. Running too high speed in canal. CHAMBLY CANAL. Statement of Fines and Damages collected during the fiscal year ending June 30, 1906. Dates. Name of Vessel. Names of Owners. Fines. Damages. Remarks. Nov. 15 . $ cts. $ cts. 12 00 Collides with . entrance pier, 12 00 ii ST. LAWRENCE CANALS \ 67 SESSIONAL PAPER No. 20 ST. LAWRENCE DISTRICT. Superintending Engineer's Office, Cornwall, July 28, 1906. Sir, — I beg to submit my annual report upon works of construction and survey, in ■connection with the enlargement of the St. Lawrence canals, for the fiscal year end- ing June 30, 1906. RAPIDE PLAT CANAL. The Morrisburg Power Plant.. A lease was granted on February 23 last, to the corporation of the village of Morrisburg, for the purpose of generating electrical power and transmitting the same for lighting and manufacturing purposes, to the extent of eleven hundred (1,100) horse-power. In this connection, a contract was entered into between the corporation of Morris- burg and Mr. Wm. Birmingham, contractor, for the construction of sluice ways or supply weir and a power house, the nature of the work being subject to the approval and supervision of the government engineers. The foundations for this work were commenced on May 11 last, and are still in progress. The power plant is situated 30 feet east of the extreme west end of the south-west retaining wall of lock No. 23, immediately opposite the village of Morrisburg. It is expected that the power house will be completed and ready for operation by the end of the year. GALOPS CANAL. Iroquois Section. The contract for this work was awarded to Messrs. Larkin and Sangster. The work was commenced on May 20, 1897, and was completed in November, 1902. The last progress estimate represents as nearly as possible the full value of the work done, and was sent in on March 31, 1905. The final plans, diagrams and detail calculations are now being prepared. A con- siderable amount of work remains to be done, and every effort is being made to have them completed by the end of this year. Cardinal Section. For this work a contract was entered into with Messrs. Wm. Davis & Sons, on May 10, 1897. The entire work on this contract was completed on August 25, 1904, and the final estimate was returned on November 1, 1905. ' Wharf at Cardinal. This wharf is situated in the canal at the west end of the ' Deep Cut ' through the village of Cardinal, at the junction of the old and new canals. It is 80 fet long on the new canal side, 150 feet long on the old canal side, and 25 feet wide at the west end. It was built for the accommodation of the village of Cardinal, and will prove a great convenience, as since the new canal was opened for traffic, it has been impossible to land any heavy freight for the village, from boats passing up the canal. 168 DEPARTMENT OF RAILWAYS AND CANALS ji 6-7 EDWARD VII., A. 1907 A contract was entered into with Messrs. Quinlan & Robertson, for the construc- tion of this wharf. The work was commenced on May 15, 1906, and has just been completed. The final estimate is being prepared and will be returned in a few days. Upper Entrance. This contract was awarded to Messrs. Murray and Cleveland on November 14, 1888. The works of construction proceeded with during the past year, are as follows : — Earth excavation. — Dredging operations were carried on from November 16 to December 13, 1905, when the combing between the widening on the north side and the original north slope of the prism near the upper entrance to canal, was removed. They were resumed on April 4, 1906, the dredge being employed in removing all por- tions of the bottom of the canal found to be above grade, between the new locks and the entrance to tbe canal. There remains yet to be done, the removal of some blasted rock along the north toe at the upper entrance, and the cleaning up of the toe of the north slope around McLaughlin's Hill. The sweeping, however, has yet to be done to prove its condition. Masonry. — The masonry walls on top of cribwork on the south side of lower entrance to lift lock, were completed on November 11, 1905, and the space between walls was filled with broken stone, ready for the concrete top, during the past month. Protection of slopes. — The work of placing stone protection on face of the banks has been completed, with the exception of the connections with the abutments of cul- vert to be built at McLaughlin's creek, and a short piece on the north side of the canal below the guard lock connecting with the Cardinal section. The work yet remaining to be done to complete the contract consists as follows :— * The placing of concrete between the copings of the masonrj- walls below lift lock, the forming of concrete walks behind the coping of the lift and guard locks, the con- struction of a masonry culvert at McLaughlin's Creek (the stone for this has been prepared), the building of about 580 lineal feet of a dry masonry wall at water line for the protection of the north bank of the canal at upper entrance, the trimming and sodding of bank and slopes on the north side of canal, west of McLaughlin's Creek, the completion of stone protection to banks as previously mentioned, the placing of heavy blocks of stone for the protection of the ice-breaker on the upper entrance pier, and the final cleaning up of the prism of the canal where found neces- sary. The contractors feel confident that they will complete their entire contract before the close of the season. NORTH CHANNEL. The contract for this work was awarded to Mr. jj±. A. Cleveland and was com- menced on May 14th, 1897. The work of construction performed during the past year, is as follows : — Earth Excavation. — Concisting of dredging prism at head of Spencer's Island and on outer shoal south side of channel, and in cleaning up slope on south side at Drummond Island, continued from July 1 to November 16, 1905. For the balance of the season, the dredging plant was employed at the Upper Entrance of the Galops canal. Protection Wall. — During the month of July, 1905, that portion of the slope on the south side of the channel from the angle at the head of Drummond Island to the nosing, was graded and the curb stones laid, practically completing the work, leaving only a short piece, where it is intended to construct a small dock, about fifty (50) feet long. ii ST. LAWFENCE CANALS 169 SESSIONAL PAPER No. 20 Cribworl: — During the months of July and August, 1905, twenty-nine cribs were built and sunk in place, and practically ballasted. Concrete Coping. — From September 5 to November 7, 1905, with the aid of a con- crete mixer of modern design, 10,900 lineal feet of coping was laid on either side of the channel at Drummond island, completing that part of this particular work, with the exception of a short piece where the above mentioned dock is proposed to be built on the south side of the channel. Stone Filling. — The stone filling in rear of the coping was carried on at inter- vals during the season, and after the concrete coping was completed, stone was placed in rear of it and blinded with gravel. Throughout the extent of the ice-breaker pier from the head of Spencer's island to the lighthouse pier, stone and gravel was distri- buted for filling in rear of the wall to be built on top of the pier. Masonry. — During the month of November, 1905, a stringer of British Columbia pine was placed on top of the ice-breaker pier at the head of Spencer's island, and the placing of the footing course of the projected wall was carried on to the end of the season, 400 lineal feet of it being laid. Owing to prevailing high water during the early part of this season, a considerable delay was encountered in the progress of the work. However the contractor has every hope of completing his contract by the end of this season and is making every effort in that direction. ' GUT DAM.' Owing to the prevailing high water this work has also been delayed. Cribworlc. — During the month of November, 1905, for the protection of the super- structure of the dam, against the action of the ice, two additional cribs were sunk in place, ballasted and protected with a rock talus. The remaining part of the work to be done, consists in finishing the top of the dam with concrete, a small portion of the talus with stone and indurated clay on the upper side of the dam, and some stone filling on the lower side. This work will be entirely completed in the early part of this season. REMOVING SHOALS BELOW LOCK NO. 28, IN THE RIVER ST. LAWRENCE. For this work a supplemental contract was prepared, to be entered into with Mr. M. A. Cleveland, on April 6, last, the location of these shoals being immediately abreast of his contract at the upper entrance of the Galops canal. After carefully examining the nature of the work and having to contend with a rapid current of 4£ miles per hour, Mr. Cleveland discovered that his dredge was not suitably equipped for the undertaking, and wrote to me the following letter, viz.: — 'Prescott, Ont., May 3, 1906. 'L. N. Rheaume, ' Engineer in Charge, Cornwall, Ont. ' Dear Sir, — When I learned that it was found necessary to remove the shoals in the river east of lock 28, it appeared that it might be done in connection with upper entrance Galops canal work, but on examining the locality, I find that my dredging equipment is not suited for the work, owing to the strong current and the necessity of moving off the work to avoid collisions with unmanageable tows when passing. If procuring a special dredge for the work causes the department any inconvenience, I regret very much that I am not in a position to do the work. ' Yours truly, ( Sgd.) ' M. A. CLEVELAND.' 170 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 The department being strongly urged by the marine insurance companies to remove these shoals without further delay on account of their being a danger to navigation, immediate steps had to be taken to find a suitable dredge to do the work. On May 8, last, with the kind permission of the chief engineer of the Department of Public Works, I succeeded in procuring Mr. W. J. Poupore's powerful dredge King Edward, which at the time was working at Maisonneuve. ^ An agreement was immediately entered upon with Mr. Poupore. The work was commenced on May 15, and completed on June 4, last. The shoals were removed to a depth of 2 feet below the lower mitre-sill of lock 28 of the Galops canal, and the final estimate was returned on June 12 last. GALOPS RAPID IMPROVEMENT. This work has been under contract with the Gilbert Bros. Engineering Company, Limited, since September 25, 1897. During the past season the work performed is as follows : — Island shoal dredging. — The work of lowering the grade on Island shoal was com- pleted, so far as shown by soundings, on July 27, 1905. Though the total area of this shoal was but 101,600 square feet, the area covered by the dredging operations was about 219,000 square feet. Final soundings show the bottom to be below the required grade over the whole of the area covered by the dredging operations. Obstruction in 9-foot channel. — Beacons ranging to the obstruction in the 9-foot channel mentioned in last year's report, as well as a sign board advising vesselmen of the purpose of these beacons were placed on July 13, 1905, by the Department of Marine and Fisheries. Lower bar dredging. — From July 27, 1905, to the 31st of the same month was taken up in removing the dredge plant to lower bar, where the work of removing a high spot above the original contract grade line was commenced upon the latter date. This was done at the expense of the contractor, as per contract. The work of widening on the north side of the existing channel through lower bar was commenced on August 2, and continued until November 25, when work was suspended for the season. It was found necessary to excavate a trench on the north side of the cut through lower bar in order to allow the rapid water to spill in that direction. On October 17 the material in bank ahead of the dredge extended to a point 64 feet within the existing 200-foot channel. The work of widening on the north side of the existing channel through lower bar was resumed on April 24, 1906, and diligently carried on until June 22, when the dredge had covered the whole area showing cutting on plan. From June 22 to 30 the dredge was engaged in removing the bank of loose rock which had accumulated ahead of her cut. On June 30 there remained but a few days' work to complete the removal of this bank. Though the total area of this widening was but about 24,300 square feet, the area covered by dredging onerations was approximately 109,000 square feet. Final soundings show the bottom to be below the required grade over that portion of the area covered by dredging operations west of Sta. 0 + 40 of lower bar extension. After the bank is removed and final soundings obtained over the whole of the area covered by dredging operations, a profile of the water surface on the centre line of ii ST. LAWRENCE CANALS 171 SESSIONAL PAPER No. 20 this channel will be taken, and the whole channel will be swept to ascertain if any material remains above the required grade line. This contract will be completed before the end of this season. I am, sir, your obedient servant, L. N. KHEAUME, Engineer in charge. M. J. Butler, Esq., Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Ont. ST. LAWRENCE CANALS. Office of the Superintendent, Cornwall, June 30, 1906. Sir, — I have the honour to report on the maintenance and operation of the canals in the St. Lawrence district for the year ending June 30, 1906. Within this district are located the Cornwall, the Williamsburg and the Murray, respectively overcoming the Long Sault, and the Farran's Point, Rapide Plat and Galops rapids, and affording direct communication between Lake Ontario and the Bay of Quinte at its west end — canals 28 miles in length within a district 175 miles long. THE CORNWALL CANAL. Was closed to navigation December 7, 1905, and reopened April 17, 1906. During the season navigation was conducted without interruption and without serious accident — a circumstance largely due to the careful work of the operating staff, and the use of electric winches for hauling vessels through the locks. By the use of these winches vessels are compelled to enter— the lock more cautionsly than many of them are otherwise inclined to enter. At the beginning of this season the lighthouse on the outer pier at the upper entrance was transferred from the Marine Department to the Canals Department, and a red electric installed to replace the white oil light. A full new floor was put on the Cornwall bridge; and the planking on the Mille Roches weir bridge renewed. The glance boom at lock 21 was rebuilt, and an entirely new one built for lock 19. During the winter new under and top gate-bridges were put on the new locks, as follows: Lock 20, 4; lock 19, 4; lock 18, 2; lock 17, 2, and lock 15, 1. The telephone line was repaired by putting in 100 new poles. Further work of a similar nature is needed to make the line good. Locks 19 and 21 and the north bank at Cornwall are provided with iron snubbing posts set in a block of concrete, of which 51 were put in this year. New watch-houses were built for old locks 15, 16 and 17. Both old and new locks are maintained in good condition, and used as the traffic requires. All the back ditches were cleaned, and the banks trimmed and kept free from noxious weeds. During the two weeks that the water was out of the lower reaches of the canal all the usual under-water work was attended to, and new chain-rollers put in all the wells at. lock 18. 172 DEPARTMENT OF RAILWAYS AND CANALS ft 6-7 EDWARD VII., A. 1907 The superstructures of the three wooden piers and the wing wall extension at lock 21 were taken down to well below low water mark, and rebuilt of concrete. One of the transformer houses at lock 18 was burned, and is being rebuilt of iron and concrete. This material will be used hereafter for all such purposes, so that the structures may be proof against destruction by an accident to the electric wires. The basin between old locks 16 and 17 has been used for some years as a ' dry dock,' and this year rather extensively. With very slight alterations and improve- ments it could easily be rendered sufficient for all the uses for which a dock at this point on the river is likely to be required. Mr. J. C. Johnstone has completed his contract for repairing the north bank of the canal, west of old lock 17. Mr. W. M. Leacy is almost through with his work of riprap and levelling, near the foot of the canal and around the shops, having made exceptionally good progress. On the south bank, too, between Cornwall bridge and Lock 17 by-wash the bank has been protected with a better class of stone, levelled up to grade and trimmed into shape, and some clumps of shrubs planted just south of the bridge. John Chisholm, labourer at Lock 20, was superannuated on June 30, 1906. The old wooden gate-lifter at Cornwall is completely gone. A new steel gate- lifter has just been completed for Williamsburg canals ; but in the meantime it is considered the best policy to hold it at Cornwall — the foot of the canals of the district. The distance from Cornwall, the foot, to Cardinal, the head, is too great to have to bring a gate-lifter in case of accident. It is imperative that another machine should be built for the Cornwall canal, and this one returned to Morrisburg, for which point it was originally intended. THE WILLIAMSBURG CANALS, comprising Farran's Point, Eapide Plat and Galops, were closed to navigation on December 7, 1905, and opened again on April 17, 1906 — a period of only 130 days dur- ing which the canals were closed. These canals, too, were operated during the whole season of navigation without interruption. At many spots on each canal the rip-rap was extensively patched — the bottom of a long stretch of about 60O feet on the Eapide Plat canal having been put in while the canal was unwatered in the spring. All the back ditches have been kept clean. Both old and new locks are maintained in good condition, and used as the traffic requires. New locks 23 and 24 are now supplied with iron snubbing posts set in concrete blocks, of which 14 were built this year. A fire-proof store-house of iron and concrete was built for oils and paints. A slight explosion in the gas station at Farran's Point, after the season had# closed and while the plant was being laid up for the winter, caused damage to the holder, and the roof of the building, which were repaired in good time for the opening of navi- gation in the spring. Further repairs were made to the north pier at the lower entrance, Farran's Point, and a new o?k waling put on the south ?ide of the south pier, which is the north pier for the old lock. Mr. John O'Leary's contract for repairs to the south bank of the Galops canal is progressing favourably. The outer bank is built up satisfactorily and work has been well begun on taking out tbe old cribs in the inner bank. The contract should be completed this season. The contract with the Edwardsburg Strach Company for operating the Cardinal bridge by electric power has not yet been put into effect, owing to the fact that it has been impossible to get a motor to satisfactorily connect up with their high frequency generator. They propose putting in another equipment shortly, and it was not thought ii ST. LAWRENCE CANALS 173 SESSIONAL PAPER No. 20 advisable to order a special motor to take power off their present generator when it might possibly be of use for a few months only ; but rather to wait until their newer installation is complete, and then purchase a standard machine that can be used for its full life. Mr. John Black was superannuated September 30, 1905. Mr. Emile Cutler and Mr. John Black were granted imperial service medals. THE MURRAY CANAL was closed to navigation on December 6, 1905, and opened again on April 14, 1906. During the season it was operated without interruption and without serious dam- age. In fact, the only damage to any of the canal structures was the partial burning of the face of several of the piers on the north side of the eastern entrance, at the time of the steamer Melbourne was burned while tied up there, in September, 1905. All the bridges, bridge-houses and store-houses were painted. The back ditches were kept clean, and were extended until now they are in good condition and sufficient to carry off all the surface water. A complete new floor was put on the Brighton road bridge. On April 30 last, the position of overseer was abolished. Since that time the work of the canal has been carried on quite satisfactorily without such an officer. Appended are statements of water levels, fines and damages, lockages, and vessels in dry dock. I have the honour to be, sir, your obedient servant, M. J. Butler, Esq., W. A. STEWAET, Deputy Minister and Chief Engineer, Superintendent. Department of Railways and Canals, Ottawa, Ont. 174 DEPARTMENT OF RAILWAYS AXD CANALS {{ 6-7 EDWARD VII., A. 1907 ■Z ?1 OS © o © NNO-rtCOlS CO CO CO CO CO si — — — -T CO CO © to -r t— t- ■*• co co co co co -r © — -!• X t>- IS jv_ t^t- t>- © io id © is ■". r -w x — -i c •- X iO do oo o6 ©: it- od oir.H-rst- x t— t- t - t - t- »-*iOHMO p^ © © © © /o .o os d o -^ c to io is is is id oo oi ea co o i~ cs t- © © © to © be MO © © •* -CCCC.00 01 01 01 71 ■— H t~ IOOOOH c-. Ol t- X CO 01 Ol r- l~ .- t- X t^ to ^C ■* OS 00 00 i- t~- i~ © is in ■* CO © o io io X X X X t- X 10 000WIOO c o tt c r n ; ir ..-. c t x X 1^ t^ t— t~ t~ — os C f X •<*> x t~ x i^ © © t^ t- iS -i- m- x X X X X X X *A„ .A, -f_ -*_ J. " HHHi cr os oi i- oi ca fj. x t~ x t~ t~ to r.rxxsci X X X X X X woxhoo t-t- to t-t^t^ 1« 00 OS CS © i-l OCOOSNXOO ©CO Ol IO'*" t~- t-- 1~ i^ fr- 1^ h- l'NCOKw ao os od oo od od eo e co cs © co |aci © tc © io id is os os oo os t~ m ©to© © © © ■rir x © r-i oi © © is is is is X •■»■ ■v — © © © © © © © IS rj" OS CO b- t- 00 O iJ" IS IS IS IO © io © Ol -r co © r-m © © © IO 00 O IO IO © lO iS © is m o CO CO t-i— © 11 l^ CO IS © © © .-J Ol Ol i- — .- . ** u © x *r ~ £ — s >> ■ w FS JK M B 11 SESSIONAL PAPER No. 20 ST. LAWRENCE CANALS 175 Statements of Fines and Damages, in connection with the St. Lawrence canals, dur- ing the year ending June 30, 1906. WILLI AMSBTJKG CANALS. Lock. Date. Name of Vessel. Damage. Fine. Owner. Remarks. 23 1006. May 17 Thrush $ cts. 37 1 5 $ cts. Canadian Towage & Trans. Co. Paid. Statement of Lockages, St. Lawrence Canals, for year of 1905. Cornwall Farran's Point Rapide Plat . . . Galops Lift Lock Canal. Number of Lockages. 2,705 863 1,030 1,152 1,847 Number of Vessels. 3,502 1,116 1,340 1,422 2,303 176 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 Statement of Vessels in Dry Dock, Cornwall, during the year ending June 30, 1906. No. Name. 13 14 15 16 i: 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Walker . Scow . . . Bonita.. . Emile... . Mabel C. Poupore . Grenada . Emile . . Beaver.. . 12 Mary Ellen. Central City. . Concrete Scow House Boat. . . Gate Lifter. . . . Dredge 4 Scow .... Alert Honore Maggie King P. D. Day Scow , Garnet Sand King. Grade Mabel C . . . St. Lawrence. Scow H. G. Larkin. Scow Sand Pump. . . Scow Chaffee Owner. W. Daley Cohen & Son J. T. Davis Cohen & Son J. O'Leary L. Degan Cohen & Son A. Smalhnan J. O'Leary J. Bonar J. Jesmer & Son Cohen & Son Dept. R. &C Cohen & Son Dept. R &C Quinlan & Robertson . Cohen & Son Cornwall & Montreal Nav Co H. F. Cummings R. Smith L. Degan McAuliffe & Manley Cohen & Son W. J. Poupore H. F. Cummings E. Robideau Residence. Montreal. Ottawa . , Cornwall. Montreal. Cornwall Ottawa . . . Cornwall. Montreal. Cornwall. Montreal Cornwall. Belleville. Montreal. Cornwall.. Welland . Montreal. Cornwall. Date. Entry. Removal. 1905. July Aug. Sept. Nov. Dec. Dec. 4. 15. 2. 2. 8. 20. 24. 29. 6. 16. 18. 10. 1306. 1905. |july Aug. Sept. Nov. 5 19 8 16 24 20 25 1 8 21 18 13 1906. Lancaster. May 12.. 12.. 22.. 23.. 2.S.. 25.. June 14.. 18. May Apr. May Apr. -\ t a y Apr. May Apr. May May . June 1 1 1!) 19 3 3 19 19 19 1 19 19 12 12 19 25 i:. 15 25 25 20 14 19 jj WELLAND CANAL 177 SESSIONAL PAPER No. 20 WELLAND CANAL. Superintending Engineer's Office, St. Catharines, June 30, 1906. Sir, — I have the honour to report upon the maintenance . and operation of the Welland canal and its branches for the fiscal year ending June 30, 1906. The canal was closed for navigation on December 16, 1905, but the steamer Neepa- wah was allowed to pass down on December 23. The canal was opened for navigation on April 16, 1906. Navigation was not interrupted during the year, no accident of any moment hav- ing occurred. On October 15, 1905, the steamer Henry R. James, bound down, ran into the upper rest pier of the Niagara Street bridge, damaging the pier and throwing the bridge off its pivot. The bridge, which was open at the time, could not be used for street traffic for about six weeks while repairs were being made. The cost of making the repairs amounting to $1,688.33, was paid by the steamer. improvements to canal. During the year Messrs. Hogan & Macdonell completed their contract for ' deepen- ing the rock cut between Port Colborne and Humberstone.' Messrs. Magann & Phin continued work under their contract for ' deepening cer- tain portions of the Summit Level,' and this level is now deepened througout its whole length. The sharp curve at Barney's Bend has been eased off considerably, and also the one at Port Robinson. Both of these were very difficult to navigate, but cause no trouble. Mr. Joseph Battle completed his contract for placing ' stone protection ' on certain portions of the banks on the Summit level. The pile protection to the face of the banks below Thorold, mentioned in my last report, has been continued under the ordinary ' repairs ' appropriation with success. The installation of the electric lighting and power plant progressed so far as to allow us to light the canal from Port Dalhousie to Thorold in October, 1905, and to Welland before the close of navigation. The lighting is now in full operation the full length of the canal, and gives great satisfaction to all navigators. Experiments have been made upon a gate-opening device, which I designed last year, and it has proved very satisfactory. The machines should all be installed dur- ing the coming winter. port colborne improvements. Messrs. Hogan and Macdonell 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, nearly all of the cribs being now in place and a considerable por- tion of the concrete superstructure. The foundations for the proposed elevator on dock No. 2, under contract to Messrs. Larkln and Sangster, has been completed, and most of the filling around the founda- tion piers has been put in place by Messrs. Hogan and Maedomll. 20— ii— 12 178 DEPARTMENT OF RAILWAYS AND CANALS {{ 6-7 EDWARD VII., A. 1907 OLD CANAL. The water was drawn off the old canal for ten days this spring to allow for, repairs to weir and look foundations, some of which were in dangerous condition. An examination of the permanent repair work which was done to some of the foundations three and four years ago shows it to be in excellent condition. GENERAL. The canal staff suffered a severe loss in October last when Mr. Edward J. Odium, for over thirty years assistant engineer on the canal, was suddenly called away. The following employees have been superannuated during the year : James Brad- ley, Michael White, and A. H. Upper, together with J. M. Woodall, who paid into the retirement fund. Patrick Fahey, a superannuated employee, died on August 10, 1905. .1 nmes Howe, another superannuated employee, died on May 17, 1906. Attached is a statement of moneys collected for damages caused to canal property by different vessels, also a statement showing the highest and lowest recorded depths of water on the mitre sills of the locks at Port Dalhousie and Port Colborne for each month of the year. The water in Lakes Erie and Ontario has kept well above normal during most of the year, and vessels have had no trouble on account of low water. I have the honour to be, sir, Your obedient servant, (Sgd.) J. L. WELLER, Superintending Engineer. M. J. Butler, Esq., Deputy Minister and Chief Engineer, Department of Railways and Canals, Ottawa, Ont. 11 SESSIONAL PAPER No. 20 WELLAND CANAL 179 WELLAND CANAL. Statement of Damages to Welland Canal property during the fiscal year ending June 30, 1906, and the amount paid on account of said damages. Date of Damage. 190;-). Sept. 21. „ 29. Oct. 15. 1906. April 24. May 7. 11. 11. 17. 19. None of Vessel. Barge, Ixalellc Iicid. n Ceylon Steamer, Henry K. Jnims. A. M. Marshall A. D. Davidson . A. M. Marshall. Donacona J. S. Keefe John Lambert. . Amount of Damage. •S cts . 25 nu 83 ss 1,688 33 14 49 5 13 17 50 14 07 6 31 11' 71 Amount Paid. Date Paid. $ cts. 25 no 83 88 1,688 33 Nil. 8 13 Nil. Nil. 6 31 12 74 1905. Sept. Nov. Oct. 21. 16. 17. 1906. June 11. 20. is. Where Paid. Port 1 >alhousie. n ' lolborne. ii Dalhousie. 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 endin°- June 30, 1906. Lowek Sill. Months. Highest. Lowest. 1905 July August Septemlwr . October. . . . November. . December. . Ft. In. 17 17 17 16 If. 16 Ft. In. 16 ii; Hi 15 15 10 10 5 1 9 7 Months. Lowek Sill. Highest. 19(16 January . . February. March April May June Ft. 16 16 16 16 16 Hi t. Lowest In Ft. ] 5 15 3 15 1 15 4 15 0 16 8 16 In. Statement 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 June 30, 1906. I "I'i'K.u Sill. Months. 1905 July August ... . September. . , October November. . Decern 1» i 20— ii— 12£ Highest. Ft Ki 16 15 L5 17 10 In. 1 1 s .-I 0 1 Lowest. Ft. 15 14 14 13 13 13 In 6 11 S I Months. i ii'i'i; Sill. I [ighi st. L906. January . February March... April . . . May . . • lime Ft. In. 16 1.-, L5 14 15 1.-. Low* -t , Ft. In. 13 13 12 13 13 14 2 s 7 11 8 6 180 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 Engineer's Office, Sault Ste. Marie, Ont., June 30, 1906. Sir, — I beg leave to submit my annual report upon the improvements in progress of construction to the entrances of the Sault Ste. Marie canal. dredging upper entrance. A contract for a section of the work from the east end of the entrance piers extend- ing westerly one and one-tenth miles, was let to Mr. C. S. Boone, May 3, 1905, and embraces the deepening and widening in the vicinity of the entrance piers, the deepen- ing between the piers, the deepening and widening of the shoals close to the canal beacon, and the removal of all boulders to a depth of 21 feet 5 inches below extreme low water mark, lying within the limits laid down for the deepening and widening of the channel-way. Only fair progress has been made with this work, due probably to the loss of time sustained by the contractor by having the dredges and drills damaged on several occasions by being struck by vessels using the channel, and from having to remove from the work upon discovering a passing boat has become unmanageable. The contractor has engaged two dredges and a drill, which is ample for the work, and should complete the same this season. The completion of this work will greatly im- prove the possibilities of a large tonnage passing through the locks, as, from its loca- tion, it obstructs navigation more than at any other point where dredging is required. A contract is about to be entered into for the deepening and widening of the remaining section as outlined on the plan approved for the improvement to the upper channel. This section is known as the Vidal shoal, and is situated about 2 miles above the locks. On the completion of this work, a channel-way 500 feet in width, with a depth at extreme low water mark of 21 feet 5 inches, will have been secured. This will provide safer and better facilities for the ever-increasing traffic of the canal. extension to the south pier — upper entrance. A contract for building an extension to the south pier at the upper entrance was entered into November 25, 1904, with O'Boyle Bros. The contract embraces the con- struction of a substructure of cribwork to extreme low water mark, and a concrete rear and front wall with a stone core, to the same level as the old 'pier in existence, or 7 feet 9 inches above extreme low water as determined at the time of the construction of the canal. The length of the new extension is to be 800 feet, and the width 24 feet on top. The work of construction on this contract was started upon the opening of navigation, 1905, when the first shipment of timber was received, and the last crib for the substructure was sunk September 18, 1905. The work of building the concrete walls for the superstructure was started September 12, but, owing to the unfavourable weather and the unsatisfactory working of the mixing plant, also the failure of the Cement Company to deliver cement on the works when required, the contractor was unable to complete his work in the specified time. Upon an application, he secured an extension to July 31, 1906, which should give him ample time to complete his work. During the progress of construction of the extension to the sotith pier, the south side of the channel, after being deepened, was opened out to navigation in order to permit the north half being deepened and widened. This made the construction work on the new extension much more difficult, and resulted in damage being done to the contractor's work from the boats using the canal. The swells and suction from passing boats in the limited channel open for navigation, also interfered with his work. It is the intention to back up the pier with a rock bank, and I would recommend that this work be done by a dredge. Material being taken from the channel is now being dumped as close to the pier as possible, and from which a rock bank could be provided. This work will strengthen the substructure which is of cribwork and stands 22 feet in height, and for the greater part of its length only 25 feet in width. The strong cross- ii WELLAND CANAL 181 SESSIONAL PAPER No. 20 current which sets across the end of the new extension has, to an extent, been diminished from what was found at the end of the old pier, still is strong enough to drive the boats under certain conditions against the pier with considerable force. It was found necessary, in bonding with the old pier, to remove a 30-foot crib and build a new one in its place. The crib having been removed, the building of the new one is now in course of construction. IMPROVEMENTS AT THE LOWER ENTRANCE. During the season of 1905, the new extension to the south pier at the lower en- trance of canal was brought to completion, and I take pleasure in reporting the com- pletion of a very satisfactory piece of work which does credit to the contractor, Mr. Wm. Birmingham. This pier would be greatly strengthened and better able to resist the pressure brought against it when being used by the large freighters of from four to five thousand tons burthen, with cargo of from seven to ten thousand tons, if it were banked at the rear to the level of the top of the substructure, which work can be done at a small cost when a contract is entered into for the proposed widening or taking out of the elbow or curve from the end of the new pier extension to deep water to a line parallel to the centre ranges now in use. The material excavated from this source being dumped behind the new pier would provide the additional protection. I have the honour to be, sir, Your obedient servant, F. B. FRIPP, Engineer in Charge. M. J. Butler, Esq., C.E., Deputy Minister and Chief Engineer, Ottawa. SAULT STE. MARIE CANAL. Superintendent's Office, July 2, 1906. Sir, — I submit herewith the annual report on the operation and maintenance of this canal for the fiscal year ending June 30, 1906. The canal was closed for the season on the 20th day of December, having been in operation for 255 days, and was reopened for traffic on April 14, being four days later than last season. During the fiscal year just closed there were made 4,100 lockages, passing through 5,185 registered craft and 475 unregistered vessels and rafts and scows, with a total tonnage of 5,059,251 tons, with an average time of 15*335 minutes to each lockage. This was a decrease of 819,208 tons as compared with that of the last fiscal year. Of the total tonnage there was 1,870,486 tons of Canadian tonnage as compared with a tonnage of 1,753,146 last year, being an increase of 117,340 tons in this class. The real cause of the decrease shown in the tonnage is the noncompletion of the dredging operations in the upper channel by the contractors who have the work in hand, as captains are afraid of their vessels taking a shear and doing damage to the dredges or scows used in connection with them. In addition there was also a con- tractor putting in an extension to tbo south pier, so that vesselmen had but a narrow 182 DEPARTMENT OF RAILWAYS AND CANALS ii 6-7 EDWARD VII., A. 1907 channel at best, and beset by likely damage suits on both sides of him as a fence to come clown through, and as contractors' employees are not at any time too well pleased to put themselves out to help along those employed in navigation. The extension of the south pier at the upper entrance is about completed, and captains have expressed themselves as pleased at its being done, and that it is having the desired effect of cutting off a great deal of the cross current that formerly was a menace to those using the canal. During its building some of the vessels have struck it, and although not doing much damage to the pier it has saved quite a number from going down on to side of the channel and knocking holes in their sides, as was done; on several occasions in former years at the place where this pier is being built, and it was for this purpose that it was built as well as to give us more room for landing ■ vessels at and tying them up at. As in former years, the daily exchange of vessel reports has been carried on with the American canal, thus keeping intact the ever increasing volume of the Lake Superior traffic. We are as usual indebted to Mr. Joseph Ripley, general superin- tendent of the American canal, for many courtesies shown to us. The following tables gives the traffic passing through the two canals at this point during the season of navigation for the years mentioned: — Number Registered Total ( 'ost of Carrying per mile. Ton. i Estimated Value of Freight carried. Percentage of Freight Number Year. of Vessels Tonnage Freight carried in of passed. of Vf Tonnage. Canadian Vesselsi Passengers. L855. ... 193 106,296 14,503 4,270 1860 916 403,657 409,062 153,721 9,230 1865. 997 181,638 19,777 L870 1,828 2,023 690,826 1,259,534 539,883 833,465 17,153 [875 19,685 3,503 1,734,890 1,321,906 25,766 1 885 5,380 3,035,987 3,256,628 .Si i, 147 1890.... 10.557 8, 154,435 9,041,213 1.3 102,21 1,948 3.5 24,856 1891 10,191 8,400,685 8,888,759 1.35 128,178,208 4.0 26,190 1898 12,580 10,647,203 11,214,333 1.31 135,117,2(17 3.8 25,896 1893 12,008 8,949,754 10,796,572 1.1 145,436,957 4.1 18,869 1894 14,491 13,110,366 13,195,860 .99 143,114,503 3.5 27,236 1895.... 17,956 16,806,781 15,062,580 1.14 159,575,129 3 75 31,656 1896.. .. 18,615 17,249,418 16,239,071 1. 195,146,842 3. 37,066 1897 17,171 17,619,923 18,982,755 .83 218,235,927 :;. 40,213 17,7(11 18,622,764 21,234,634 .7!) 233,069,7311 2.2 43,426 1899. ... 20,255 21,958,347 25,255,810 1.5 281,364,750 3.1 49,082 1900 19,452 22,315,834 25,643,073 1.18 267,011,959 3. 58,555 1901 20,041 24,626,976 28,403,065 .99 289,906,865 4. 59,663 1902. ... 22,659 31,955,582 35,961,146 . 89 358,306,300 4. 59,377 1903 . .. 18,596 27,736,444 34,674,437 .'.»2 349,4o.\ 01 1 6 55,175 1904. .. 16,120 24,364,138 31,546,106 .81 334,502,686 (J. 37,695 21. Ii?'.) 36,617,699 44,270,680 .85 116,965,484 5. o4.204 During the season of navigation of 1905 the traffic through this canal was 12 per cent of the total freight, 15 per cent of the total registered tonnage, and 48 per cent <»!' the passengers carried, the amounts being, 5,468,490 tons of freight, 5,496,466 regis- tered tons and 25,803 passengers. Compared with the season of 1904, there was an increase of 440,300 tons of freight, or 9 per cent; 1,292,370 registered tons, or 31 per x" Coal Co James Bay Joggins , Kingston and Pembroke Kingston, Napanee and Western.... L'Assomption tLake Erie and Detroit River Lake Temiscamingue Colonization. . . Leamington and Lake St. Clair Lindsay, Bobeaygeon and Pontypool. Lotbimere and .Megan tic Manitoulin and North Shore Middleton and Victoria Beach Montreal & Sore! (now South Shore.. Montreal and Lake Cbamplain. Montreal and Western Montreal and Lake Maskinonge Montreal and Ottawa I Montreal and Province Line Montfort Colonization Maganetawan River I Massawippi Valley I Midland (Nova Scotia) Nakusp and Slocan Xew Brunswick and P. E. Island.... New Brunswick Coal and Ry.. New Glasgow Iron and Coal Co. . . . "45 12'45 Nicola, Kamloopsand Similkameen.. in Colonization Northern Pacific Junction 1 'enrial I Ontario, Belmonl and Northern ( Ontario and Quebec Orford Mountain Oshawa Railway and Navigation Co. (Ottawa. Nbrthernand Western (for- merly Ottawa & Gatineau Valley). (Ottawa and New 'S'orlc a, Arnprior and Parry Sound . Parry Sound Colonization Pontiac and Pacific Junction fPhillipsburg Junction . .% . Pontiac and Renfrew Pontiac and Pacific and Ottawa and < l-atineau I Pembroke Southern Port Arthur, Duluth and Western .. Quebec ( JentraJ .. Quebec Bri I Quebec and Lake St. John ■• Montmon acy & Charlevoix. Shuswap & < >kanagan South Norfolk St. Catharines and Niagara Central. . j Carried forward 7,021-23 7,83008 for.. cts. Subsidy paid to Tune 30, 1906. Subsidy paid to September 30, 1906. cts. 729,200 00 5,553 57 155,200 00 144,000 00 156,800 00 246, 390, 864, 37, 48, 208, 11 475. 310, 51, 185, 96. 204, 125. 517, 103, 361, 41, 192, 58, 167. 3, 5, 365, 117, 113, 144, 39, 292, 133, 1,320, 235, 30, 196, L68, 22, 400 00 208 00 000 oo 500 00 000 00 732 80 200 00 851 00 335 95 200 00 173 06 000 00 800 00 760 00 541 02 600 00 270 00 280 00 000 00 560 00 440 00 552 00 376 00 Ob 00 760 00 410 00 1)00 oo 840 oo son on 760 00 ooo oo 21 0 720 00 000 00 814 50 400 00 410,688 00 262,384 00 779,712 00 152,800 00 193,578 00 23,712 00 13,600 00 212,500 00 04,000 on 271,200 oo 348,342 00 374,353 33 1,230,743 50 96,000 00 163,200 00 54,400 00 38,400 00 653,776 00 5,553 57 155,200 00 144,0H0 on 156,800 00 127,208 07 368,545 97 651,264 00 37,500 00 48,000 Oil . 208,732 80 11,200 00 475,851 00 310,335 95 51,200 00 185.173 06 06,000 00 32,000 00 98,092 80 290, 90S 38 103,600 00 361,270 00 41,280 00 192,000 00 58,560 00 107,410 00 3,552 00 5,376 00 362,200 30 117,760 00 113,440 00 48,000 00 39,840 00 110,592 00 133,760 00 1,320,000 00 235,200 00 : '.o,720 00 196.000 oo 168,81 1 50 22,400 00 410,688 00 262,384 00 779,712 00 152,800 00 193,578 00 23,712 00 1.-..600 00 212 64 271 348 :;n. 1,092 91 i. 163. 54. 38, 500 01 000 00 200 00 342 00, 353 33 750 50 000 00 200 00 400 00 loo on 41,218,351 55 653,776 00 5.553 57 155,200 00 144,000 00 156,800 00 55,152,774 34 53,715,216 78 127, 368, 651, 37, 48, 208, lb 475. 310, 51, 185, 96, 32, 98, 296, 103, 361. 41, 192. 58. 107. 3, 5, 302. 117, 113, 48, 39, 110. 133, 1,320, 235, 30, 196. 168, 208 07 545 97 264 00 500 00 000 00 732 80 200 00 551 00 335 95 2oo 00 173 06 000 00 000 00 002 80 998 38 000 00 270 00 280 00 000 00 560 00 440 00 552 00 370 00 200 30 7f,o 00 440 00 000 00 840 00 592 CO 760 00 000 00 200 00 720 00 000 00 814 50 400 00 410,688 00 202,384 00 770,712 00 152,800 00 103,578 00 23.712 00 13.600 00 212,500 00 04,000 00 271,200 00 348,342 00 371,353 33 1,092,759 50 96,000 00 163,200 00 54,400 00 38,400 00 53,715,216 78 Ill RAILWAY SUBSIDIES SESSIONAL PAPER No. 20 Table of per mile Cash Subsidies granted and paid in aid of Railway Construction, eve. — Concluded. 101 St. Clair Frontier Tunnel 10_! St. Lawrence and Lower Laurention lus St. Louis, Richibucto & Buctouche.. I St. Lawrence and Adirondack + St. Mary River St. Stephen and Milltown Schomberg and Aurora Temiseouata [•Thousand Islands 104 105 106 107 10S 109 110 tTilsonburg, Lake Erie and Pacific. . 111 Tobique Valley 112 Toronto, I i-rey and Bruce 113 I United Counties 114 Waterloo Junction 115 Western Counties 116 West ( hitario Pacific 1 1 7 York and Carleton Total 7,40417 . No. of miles built up to June 30, 1906. No. of miles paid and pro- vided for. 7,021-23 7,830-08 223 38 85 33 51 44 4-64 1442 112 95 519 33 96 27-88 4 58 59 10 25 20 18-75 5 ■ 73 Subsidy paid and available at June 30, 1906. 2 23 38-85 7 33 51 46 464 14 42 112-95 5 19 47 50 27'88 4-58 59 10 25 20 is -75 5 73 8,288-56 55,152,774 84 375,000 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 0 J 188,816 00 32,800 00 500,000 00 60,000 00 18,336 00 Subsidy paid to June 30, 1906. Subsidy paid to September, 30 1900. 53,715,210 78 53,715,216 78 375,000 00 217,(ioo oo 22,400 00 149,481 60 148,094 00 14,848 00 46,144 00 645,950 00 29,840 00 117,431 48 134,016 00 14,656 oo 188,816 00 32,800 00 500,000 00 60,000 00 18,330 00 57,897,493 42 £56,430,629 86 56,430,029 86 375,000 00 217,600 00 22,400 00 1.49,481 60 148,094 00 14,848 00 40,144 00 645,950 00 29,840 00 117,431 48 134.010 00 14,056 00 188,816 00 32,8o0 00 500,000 00 60,000 00 18,330 00 JAdd subsidy of used rails as per statement, part iii., page 7, $152,305.20, and Atlantic and North- western, $3,172,200.00, less subsidy Canadian Pacific Railway, main line, $25,000,000, and Western Counties Railway, 1500,000, which will then agree with statement of subsidies in part ii, page 50, viz., $34,255,135.06. 'Includes the mileage of the North Shore Railway, 160 miles. Il'.y 60-61 Vic., cap. 4, 62-63 Vic, cap. 7, 63-64 Vic, cap. 8, 1 Edward VII., cap. 7, 3 Edward VII., cap. 57, and 4 Edward VI !.. cap. 34, subsidy was authorized on certain mileage of this railway, specified in the Act of Parliament, of $3,200 per mile and a further subsidy beyond the sum of $3,200 per mile, of 50 per cent on so much of the avt rage cost of the said specified 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. 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, 63-04 Vic, cap. 8, and 1 Edward VII., cap. 7, •''> Edward VII., cap. 57, and 4 Edward VII., cap. 34, viz. : The amount produced by the $3,200 per mile, but the other portion is now an undertesmined 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. No. Name of Railway. Miles subsidized. Amount of Instalment. Amount paid up to June 30, 1906. 1 2 Internationa] (Atlantic and North- west Railway < !o.) Kingston, Smith's Falls and Ottawa Railway Co Total 252 56 308 $93,300 per ! year for 30 years $ 3,136 ii 21 „ $ 0. :;, 172,200 Nil. 3,172,200 DEPARTMENT OF RAILWAYS AND CANALS 111 6-7 EDWARD VII., A. 1907 Statement showing Railways aided by the Grant of Loans. No. Name of Railway. Albert Railway Co Fredericton and St. Mary's Bridge Co St. John Bridge and Railway Extension Co. Total . Amount of Loans authorized. 15,000 300,000 500,000 S15,000 Amount loaned. 14,725 56 300,000 00 433,900 00 748,625 56 Statement showing Railways subsizided by the Grant of used Iron Rails valued at the amount set forth. No. Name of Railway. Central Railway Company of New BrunsM ick Elgin, Petitcodiac and Havelock Ry. Co Chatham Branch Railway Co Total Tons of used Rails. 4,052 2,201 958 7,211 Subsidy on value of Rails. 83,612 54 44,252 82 24, 439 84 152,305 20 Subsidy on used Rail* paid. 83,612 54 44,252 82 24,439 84 152,305 20 Statement showing Railways aided by the Loan of used Iron Rails valued at the amount set for. No. Name of Railway. Tons of used Rails. Value of used Rails Remarks. loaned. 1 2 3 4 Halifax Cotton Co Albert Railway Company 2,549 233 597 726 * c. 58,334 27 4,335 00 11,964 66 14,fi05 45 By 51 Victoria,, chapter 3, these used rails will be granted as a subsidy, (the section of road to be first Total 4,105 89,299 38 weighing not less than 50 lbs. per lin. yard and after an O.C. had been passed authorizing transfer. ) 6-7 EDWARD VII. SESSIONAL PAPER No. .0 A. 1907 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 th« Deputy Minister's report showing the action taken in cases where a contract for work bias been made with any company. By the Acts of Parliament below specified, authority has been placed in the hand* of the Governor in Council to grant, upon certain conditions, aid towards the construe tion 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 a. For a railway from St. Raymond to Lake St. John, both in the province 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 Consolidated 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 traffic arrangements and other rights as will afford all reasonable faculties and equal mileage rates to all railways connecting therewith, aa^the Governor in Council may determine." By the special Act 45 Vic, cap. 55, 1882 (Assented to 17th May, 1889: — 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} 1888):— 6. To the Baie 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 8 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 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 $1 15,200 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 9. 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, Tarn worth 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. 1»>. 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 16. 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 j^i RAILWAY SUBSIDIES 9 SESSIONAL PAPER No. 20 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 46 Vic, cap. 26, 1883 (Assented to 25th May, 1883) .— "IT. An advance authorized in favour of the " St. John Bridge and Railway Extension Company," to enable 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 their 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 merely 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 19. And for the portion between Montreal and Ottawa, 120 miles, $12,000 per mile, nor exceeding in the whole 1,440,000 2©. 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 211,200 23. 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 25. To the Pontiac Pacific Junction Railway, for a line of railway from Hull or Aylmer to Pembroke, provided (he Ottawa River is crossed at some point not east of Lapasse, a subsidy not exceeding $.">,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 27. 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 OF RAILWAYS AND CANALS {{{ 6-7 EDWARD VII., A. 1907 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 ©f the subsidy proposed in 1883) 128,000 30. To the Erie and Huron 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 31. 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 32. 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 48,000 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 4©. 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 iii RAILWAY SUBSIDIES 11 SESSIONAL PAPER No. 20 granted shall be commenced within two years from the first day 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 specitica'ions 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 la 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 th April, 1884) ' 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, 1885) : 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 46. 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 47- 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, W< stport and Sault Ste. Marie Railway Co ipany, 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 41). 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 mile^ north of St. Raymond, a subsidy not exceeding $3,200 per mile nor exceeding in the whole 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 Mirarnichi 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 Canadian Pacific Railway from its terminus at St. Martin's Junction, or some other point on the said railway to the harbour of Quebec. 12 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 51. To the Montreal 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 Whitefish 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 64,000 54- 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 Bridge water, 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 sulj- 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 theNorthern 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 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 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 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 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. iii RAILWAY SUBSIDIES 13 SESSIONAL PAPER No. 20 " 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 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 Ouelle, 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 granted 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 i elating 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 river, 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 dollars per annum for twenty years, forming in the whole, together with the subsidy authorized by the Act forty-seventh Vic- 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 which 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 in 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 trains and traffic of the Canadian Pacific Railway Company from St. Martin's Junction, near Montreal, or from some other point 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 3ay : 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 {{{ 6-7 EDWARD VII.. A. 1907 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):— 65. 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 66. For a railway from Ingersoll 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 67. 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 69. 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 71. To the Parry Sound Colonization F„ailway 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. Felix to Lake Maskinong^, 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 Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES 15 70. -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 Yic, 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 Vic, chap. 8, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 22,400 SO. To the Canada Atlantic Railway Company, for twelve miles of their railway from Clark's Island to Valleyfield, and from Lacolle, in the province of Quebec, to the international boundary, a subsidy not exceeding $3,2(JU 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 83. 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) 186,295 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 54,400 80. 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 57,600 87. For a railway from a point on the Intercolonial Railway through the Stewiacke Valley, on the line which will afford 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 RAILWAYS AND CANALS 111 6-7 EDWARD VII., A. 1907 91. For a railway from a point on the Intercolonial Railway near Newcastle 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 92. For a railway from a point on the Canadian Pacitic 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 93. 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 11,900 94. To the Napanee, 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 95. 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 commence;! 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 mike; 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 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 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, 1837 (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 9T. 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 98. 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 K IILW \) SUBSIDIES 17 SESSIONAL PAPER No. 20 99. To the Drummond County Railway Company, for thirty miles of their railway from Drummondville towards Nicolet, a subsidy not exceed- ing $3,200 per mile, nor exceeding in the whole 96,000 100. To the Jog'.'ins 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 whatfs, 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 6,400 103. 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 t railway from the southern terminus of the Albert Railway to Harv*y Bank, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 9,600 104> To the Bran' ford, 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 IOC 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 1©7. 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 $3,200 per mile, nor exceeding in the whole 12,800 108. 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 lOt). 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 HO. 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 76,800 112. 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 Ohicoutiini, 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 6-7 EDWARD VII., A. 1907^ 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 n,ot 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 IIS. 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 70,400 119. To the 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 proper 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 ISO. To the Carillon and Grenville Railway Company, for twelve miles of their railway from St. Eustache to Sault au Recollet, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 121. 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 Hebert railway bridge, to the village of Minudie, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 17,600 122. To the Lake Temiscamingue Colonization and Railway Company, for ten and a half miles of their railway from the Long Sault to Lake Kippewa, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 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 44.80H Ill SESSIONAL PAPER No. 20 RAIL-WAY SUBSIDIES 19 125. To the Montreal and Champlain Junction Railway Company, a sub- sidy of $ 64,000 126. To the Quebec and Lake St. John Railway Company, for nine miles of their railway, 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 28,800 127. 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 41,600 129. 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 ISO. To the Tobique Valley Railway Company, for fourteen miles of their railway from Perth Centre station towards Plaister R,ock 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. For 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 companies 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— 2.1 20 DEPARTMENT OF RAILWAY X AXD CAXALS Hi 6-7 EDWARD VII.. A. 1907 St Lawrence Paver, 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. Ptaymond 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 Act 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 Pacific Railway to E:;anville, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 70,400 00 135. 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 00 136- 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 83,200 per mile, nor exceeding in the whole 9,600 00 137. 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 Valley Railway, in lieu of the subsidy granted by 50-51 Victoria, chapter 24, a subsidy of " 32,000 00 138. 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 84| 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 : [I BA I UN* 1 F S UBSIDIES 21 SESSIONAL PAPER No. 20 141. To the Temiscouata Railway Company, for 20 miles of their branch railway from Edmundston towards the St. Francis River, in the i pro > ince of Quebec, in lieu of the subsidy granted by 50-51 Victoria, chapter 24, a subsidy of $100,000 00 I 4l"2 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 representing 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 Ac ounts as an asset for 83,612 54 144. To the Elgin, Petit codiac 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 New Brunswick, a grant as subsidy (the road to be first laid with new steel rails weighing not less than 56 pounds per lineil 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 14G. 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 y 4,335 00 147. 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 11,964 66 14£. 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 6-7 EDWARD VII., A. 1907 149. 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 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 bo 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, 18S9) : — 15©. To the Ontario and Pacific Railway Company, for a line of rail- way from Cornwall to Ottawa, a subsidy not exceeding $3,^00 per mile, nor exceeding in the whole $172,400 00 151. 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 00 152. To the Cap Rouge and St. Lawrence Railway Company, for twelve miles of their railway, from Lorette via Cap Rouge to Quebec, in the province of Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 00 153. To the Parry Sound Colonization Railway Company, for forty miles of their railway, ^rom 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 1 51. 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 pet 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 Albert Southern Railway Company, the balance remaining unpaid of the subsidy granted by the Act 47th Victoria, chapter 8, not exceeding in the whole 31,771 43 158. To the Baie 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. 20 151>. To the Irondale, Bancroft and Ottawa Bail way Company, for a line of railway from the Victoria Branch of the Midland Bailway to the village 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 14, and 46th Victoria, chapter 25, not exceeding in the whole. . 35,000 00 Hil. For a railway from some point on the Joggins Railway, near the Hubert 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 00 162. 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 00 163. 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 00 164. 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 00 163. 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 00 166. To the Napanee, Tarn 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 00 167. For a railway from a point near Sicarnous, 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 00 165. To the Cornwallis V alloy 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 00 161). To the Lake Teniiscamingue Colonization and Railway Componv, for fifteen miles of their railway, from Mattawa station on the Canadian Pacific Railway, towards the Long Sault, or from the Long Sault towards the said Matlawa station, in the provino of Quebec, a subsidy not exceeding £3,200 per mile, nor exceeding in the whole 48,000 00 17©. To tin: Maskinonge and Nipissing Railway Company, for fifteen miles of their railway, from a point on the Canadian Pacil Railway at or near Maskinonge or Louiseville, 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 iii 6-7 EDWARD VII., A. 1907 • 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 00 173. 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 $3,200 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- diere Junction station on the Intercolonial Railway, in the pro- vince of Quebec, a subsidy not exceeding $3,200v 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 00 176. 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 83,200 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 17®. To the Hereford Railway Company, for fifteen miles 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 00 182. 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 Gananoqu^ Junction of the Grand Trunk Railway, and for thirteen miles of their rail way, 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 $3,200 per mile, nor exceeding in the whole 54,400 00 Hi RAILWAY SUBSIDIES 25 SESSIONAL PAPER No. 20 1SJ$- For a railway from Cape Tourujente towards Murray Bay, twenty miles, in the province cof Quebec, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $64,000 00 184. To the Amherstburg, Lake Shore and Blenheim Railway Com- pany, for twenty miles uf their railway, in the province of Ontario, a subsidy not exceeding $.'i,200 per mile, nor exceeding in the whole 64,000 00 " So much of the subsidy of three thousand two hundred dollars per mile, which under the provisions of the Act forty-ninth Victoria, chapter seventeen, and of this Act, may be paid to the Baie des Chaleurs Railway Company in respect of the thirty miles of their railway, from the seventieth to the hundredth mile, eastward from Metapidiac, shall be applicable to the section of the said railway, comprised between the fortieth and the seventieth 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 secondly 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 within 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 anuunt of two hundred thousand dollars. " 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 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, <>n 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 w hich 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, proportonate to the value of the portion so completed it) comparison with that of the whole work undertaken, to be established l y the report of the said Minister, or upon the completion of the work subsidized, except as respects the tunnel under the St. Clan River, in « hich case there shall be pa;d fifteen per < 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 Canal-. " The granting of such subsidies, respectively, shall be subject to such condition.^ 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. " And for the removal of doubts it is hereby declared and enacted that the provision in the Act paseed in th.. fifty-first year of Her Majesty's reign, and chaptered three, relating to h Pontiac Pacific Junction Railway Company, extended and extends the several 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): — 1H»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, ai.d 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 iii 6-7 EDWARD VII., A. 1907 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 such 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) ;— 186. 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 railway from Gravenhurst to Callander, the balance remaining unpaid of the subsidies granted by the Acts 45 Victoria, chapter 14, and 46 Victoria, chapter 25, not exceeding in the whole . . . 600 189. 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 49 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 , 192. To the Erie and Huron Railway Company, for twenty-two miles of their railway from Petrolea via Oil Springs to Dresden, a sub- sidy not exceeding $3,200 per mile, nor exceeding in the whole. 70,400 ] 93. To the Brockville, 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 Algonia Branch of the Canadian Pacific Railway, a subsidy not exceed ing $3,200 per mile, nor exceeding in the whole. . . , 96,000 19i>. To the Port Arthur, Duluth and Western Railway Company, for five miles of their railway, 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 1 96. 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. 20 197. 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 IDS. 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 115,200 199. 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 96,000 200. To the Belleville and Lake Nipissing Railway Company, for thirty miles of their railway, from Belleville to Tweed and thence to Bridgewater, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 201. 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 96,000 202. 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 . 11,200 203. To the "Woodstock and Centreville Railway Company, for six miles of their railway, ftom 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 19,200 204> 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 96,000 203. 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 14,400 206. To the Montreal and Western Railway Company, for seventy miles of their railway, from St. Jdrdme, 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 mile, 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. lonpth in miles. St. Jer6me to Shawbridge 8 Shawbridge to St. Sauveur 4 St. Sauveur to Ste. Adele 6 Ste. Adele to Lac a la Fourche 6 Lac a la Fourche to Ste. Agathe 6| Ste. Agathe to St. Faustin 14 St. Faustin to St. Jovite 7 A 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 6-7 EDWARD VII., A. 1907 "Such instalments to be proportionate to the value of the portions so completed in comparison with that of the whole work undertaken, to he 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 : . . $ 240,000 208- To the Inverness and Richmond Railway Company, for fifty miles of their railway from Port Hawkesbury t»> Broadcove, a subsidy not exceeding §1,000 per mile, nor exceeding in the whole 50,000 200. 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 3,840 210. For completing the Montreal and Sorel Railway from St. Lambert to Sorel 40,000 211. To the Pontiac Pacific Junction Railway Company, for seven and a half miles of their railway, from Hull to Ayhner, a subsidy not exceeding $3,200 [ er mile, nor exceeding in the whole 24,000 212- 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 Maskinonge, in the parish of St. Gabriel, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 10,200 2 IS. 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 37,500 234. 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 76,800 215. 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 48,000 216. 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 64,000 217. To the Maskinonge 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 57,600 219. 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, iii "RAILWAY SUBSIDIES 29 SESSIONAL PAPER No. 20 near Mouse River, or from a point on the Quebec Central Rail- way between the Chaudiere 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 $288,000 220- 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 68,400 221. 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 9,600 222- 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 afford 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 Fredeticton to the village of Prince William in the province of New Brunswick, twenty-two 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 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 Edmuiidston, 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 aftd 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 22?*. For a railway from Lachine Bank, on a line of the Grand Trunk Railway, to a point at or near Riviere 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 RAILWAYS AXD CANALS iii 6-7 EDWARD VII., A. 1907 including subsidies granted for railways over a line extending beyond a point to which 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 work subsidized — except as regards 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, 1890, intituled : An Act to enable the county of Inverness to borrow money — exc3pt, 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 traffic arrangements or other lights as will afford 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) : — 230- 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 duVing 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 Calgary 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 80th 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 , Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES 31 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 junctioivwith 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 wh- >le 92,784 00 233. To the Great Eastern Railway Company, for thirty-miles of their railway, from the River 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 00 236. 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 Vaudrcuil and Prescott Railway Company), for thirty miles of their railway from Vaudreuil towards Hawkesbury, the balance remaining unpaid of the subsidy granted fey 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 00 238. 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 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 00 239. 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, granted by the Acts fifty-second Victoria, chapter three, and fifty-third Victoria, chapter two, a subsidy not exceeding ?1 2, 53 \ per annum, to be paid in semi-annual instalments of §0,267 each, for twenty years, which represents a grant in cash of 179,200 00 32 DEPARTMENT OT RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 " Provided, ihat upon the completion of twent) -eight miles of the s;ud 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 Couni-il 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." I240. 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 gi anted by the Act fifty- second Victoria, chapter three, a subsidy not exceeding ijp3,_!00 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. .Lenfh in miles. 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 specification^ 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, sha 1 b > 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 estabished 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 Kail way Company, the subsidy to which shall l>e paid upon the completion of the work, — except also as to the Brockville, Westport and Sault Ste. Marie Kail way Company, the subsidy to which shall be paid as follows : on the completion of that portion of the said road from, at in- near Newboro' to Westport, a distance of four miles, the sum of twelve thousa d eight hundred dollars, and on the completion of the remaining sixteen miles from Westport 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 amounts paid them respectively, together with the engineer's report upon which pay- Ill RAILWAY SUBSIDIES 33 SESSIONAL PAPER No. 20 ments have been recommended, and copies of all contracts between the Government and the company under which the said subsidies are authorized to be paid. " The granting 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 00 242. 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 point on the Canadian Pacific Railway at or near l^velstoke 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 00 246. 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 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 24©. 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 31 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 3*50. 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 work), 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 00 253. 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-hundred ths 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 .... 21,600 00 256- 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 road by the Act 52 Victoria, chapter 3, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 9,600 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 00 258. To the Stewiacke and Lansdowne Railway Company, for a railway from Truro, or a point between Truro and Stewiacke, to New- port or to Windsor, in the province of Nova Scotia, for forty- 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 the Restigouche and Victoria Railway Company, for fifteen miles of their railway from Campbelton towar s Grand Falls, a sub>idy 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.. 25,600 00 262. For a railway to complete the connection between Sydney and Louisburg, in the county of Cape Breton, for twenty-eight miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 89,600 00 iii RAILWAY SUBSIDIES 35 SESSIONAL PAPER No. 20 263. To the Belleville and Lake Nipissing Railway 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 $ 96,000 00 264. 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, 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 years 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 compiny may elect, representing a grant 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 Government to the company, for such period not exceeding twenty years, 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, 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— 3| 36 DEPARTMENT OF RAILWAYS AND CANALS {{{ 6-7 EDWARD VII., A. 1907 266. To the Woodstock and Centreville Railway 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 Vhe whole $64,000 00 267. To the Brockville, Westport and Sault Ste. Marie Railway Com- pany, for the balance remaining unpaid of the subsidy granted by the Act 52 Victoria, 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, for 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 00 269. To the Thousand Island Railway Company, for an extension of their railway to connect with the Brockville, Westport and Sault Ste. Marie 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. 270. 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 $96,000 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 61,200 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 Liverpool, 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, Napnnee 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 exceeding in the whole 48,000 00 Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES 37 275. 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 00 276. 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 00 277. 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 00 278. To the Lake Temiscamingue 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 00 279- To the Temiscouata Railway Company, 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, chapter 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 00 281. 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 00 282. 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 00 283. To the Goderich and Wingham Railway Company, for thirty-one miles of their railway from Goderich to Wingham, via Port Albert, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole _ 99,200 00 284. 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 00 285. 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 iii 6-7 EDWARD VII., A. 1907 the Canadian Pacific Railway towards James Bay, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $ 80,000 00 287. For a railway from a point on the Intercolonial Railway between Ste. Flavie and Little Metis station to Matane, for fifty miles of such railway, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 160,000 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 00 280- For a railway from a point on the line of the Canadian Pacific Railway on the Isle Je"sus, 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 Recoil et, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 38,400 00 29©. 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 Victoria, 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, $3,200 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 Wharf, 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 00 293- 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 milea 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 M 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 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 August 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 jjj F1ILWAY 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 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 subsidies with respect to which it is hereinbefore otherwise provided, and except also as to the subsidy granted to the Kingston, Smith's Falls and Ottawa Railway Company, and the subsidy granted to the St. Catharines and Niagara Central Railway Company, the first 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 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." 294. Notwithstanding the expiration of the time limited by the Act 47 Victoria, chapter 8, and by the contract entered into with the Pontiac 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. 295. 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 ; and notwithstanding 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, 1893 (Assented to 1st April, 189S) :— 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 Chaudiere Junction station on the Intercolonial Railway, in the province of Quebec, 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. Hyacinthe, 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 to Ste. Rosalie, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 102,400 00 298. To the Ontario, Belmont and Northern Railway Company, for ten miles of their railway, divided into two sections : first, from the Belmont Iron Mines to Marmora village ; second, from Marmora village to the junction with the Ontario Central Railway, 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 32,000 00 299. To the Central Ontario Railway Company, for twenty miles of their railway, from Coe Hill or Gilmore, or some point between 40 DEPARTMENT OF RAILWAi's AND CANALS 111 6-7 EDWARD VII., A. 1907 •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 00 300- To the Quebec and Lake St. John Railway Company, for thirty miles of their railway, from Lake St. John towards Chicoutimi, the balance remaining unpaid of the subsidy granteJ 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 railway, from the Victoria branch of the Midland 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 00 302- 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 whole 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 Victoria, chapter 3, not exceeding in the whole 89,248 00 306. 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 company as in the opinion of the Minister or acting Minister of Just ice 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 Middleton 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 00 308. 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 Montcalm, 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 Pacifio iii 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 31 0. To the Montfort Colonization Railway Company, for twenty-one miles 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 Western 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 des 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 00 312. To the Parry Sound 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 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 whole 97,600 00 313- To the Jacques Cartier 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 the Oshawa station of the Grand Trunk Railway 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 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, 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 subsidies respectively shall be payable out of the Consolidated 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 6-7 EDWARD VII., A. 1907 in comparison w_ith 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 first 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, 28rd July, 1894) ' — JJ1 5. To the Bracebridge and Baysville 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 Brockville, 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 3 IS. 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 .... 4,790 319- To the St. Catharines and Niagara Central Railway Company, for 34 miles of their railway from the city of St. Catharines to the city of 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 Railway 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 any thing 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 Chaudiere 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 Ill RAILWAY SUBSIDIES 43 SESSIONAL PAPER No. 20 322. To the Philipsburg Junction Railway and Quarry Company, for TVjj mile of their railway from Stanbridge Station to Philips- burg, in the county of Missisquoi and a branch to Missisquoi Bay, the balance remaining unpaid of the subsidy granted by chapter 5 of 1892, not exceeding $3,200 per mile, nor exceeding in the whole $ 2,912 323. 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 23,600 324. To the Lake Temiscamingue Colonization Railway Company, for their railway from Mattawa to the foot of the Kippewa Lake, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole $160,000, — 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 274,940 323- 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 25,600 326- For a railway from St. Eustache to St. Placide, in the county of Two 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 57,600 327. For a railway from a point on the line of the Canadian Pacifio Railway on Isle J&us, 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 38,400 328. For a railway from the parish of St. Re'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 38,400 329. 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 hears 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 $9,600, 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 44 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 330. To the Pontiac Pacific Junction Railway Company, for the con- struction or acquisition of 1\ 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 Junciion Railway Company, for 85 miles of their railway from Aylmer to Pembroke, the balance remaining unpaid of the subsidy granted by chapter 8 of 1884, less the subsidy granted for the line from Hull to Aylmer, provided the Ottawa River is crossed at some point not east of Lapasse, a subsidy not exceding $3,200 per mile, nor exceeding in the whole 73,172 332. To the Harvey Branch Railway 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 chapter 24 of 1887, not exceeding $3,200 per mile, nor exceeding in the whole 4,046 333. For a railway from a point on the Intercolonial Railway near Newcastle via Douglas town, to a point on the River Miramichi 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 pr>int 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 subsidy 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 chapter 24 of 1887 and chapter 2 of 1890 a subsidy not exceeding $3,200 per mile nor exceeding in the whole 83,200 336. 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 from East- ville through the valley of the Musquodoboit River towards a point on the proposed Dartmouth branch of the Intercolonial, 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 Shubenacadie River on the line of the said railway, a subsidy of 15 per cent on the value of the structure ; the whole not exceeding 300,000 337. 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 217,000 338. To the Lotb niere 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. Leonard northerly towards a junction with the Intercolonial Railway at Chaudiere Junction, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 96,000 Ill SESSIONAL PAPErt No. 20 RAILWAY SUBSIDIES 45 3-AO. 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 Railway 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 subsidy not exceeding $3,200 per mile, nor exceeding in the whole 80,000 342. To the Parry Sound Colonization Railway Company, for 20 miles of their railway east from Parry Sound, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 64,00C 343. 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 excet 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 102,400 343. To the Joliette and St. Jean de Matha Railway Company, for 12 miles ol their railway from St. Jean de Matha to Ste. Emeliede L'Energie, a subsidy not exceeding $3,200 per mile, nor exceed- ing in the whole 38,400 346. To the Great Northern Railway 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 Valois, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 70,400 347. To the Quebec and Lake St. John Railway Cfompany, 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 32,000 351. 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 wliole 19,200 353. 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 6-7 EDWARD VII., A. 1907 333. To the Central "Railway Company of New Brunswick, for 15 miles of their railway from Chiptnan station to the Newcastle coal fields, a subsidy not exceeding S3, 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 Piaister Rock easterly, a subsidy not exceeding S3, 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 Yam iska, 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 50,000 356. 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 notexceeding $3 200 per mile; the whole not exceeding 113,600 357- For a railway from Port Hawkesbury towards Cheticamp, 25 miles, a subsidy not exceeding $3, 200 per mile, nor exceeding in the whole 80,000 358. 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 Chilliwack, 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, towards Nicola Lake, a subsidy not exceeding $3,200 per mile, nor exceeding in the whole 89,600 362. 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 the 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- way from Yarmouth towards Shelburne and Lockport, a sub- sidy not exceeding .153,200 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 90,000 00 iii RAILWAY SUBSIDIES 47 SESSIONAL PAPER No. 20 HiiT. 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 3G$. For a railway from St. John to Barneville, for a distance of 10 miles, a subsidv not exceeding $3,200 per mile, nor exceeding in the whole. 32,000 00 369. 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 9,600 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 00 371. 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 exceeding $3,200 per mile, nor exceeding in the whole 96,000 00 372. To the Lindsay, Bobcaygeon and Pontypool Railway Company, for 16 miles of their railway from Bobcaygeon to the Midland Railway, and for another 16 miles from the end of the first men- tioned 16 miles to Pontypool, in lieu of the subsidies granted by 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 Caraquet 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 Council, 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 afford 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 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 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 ijj 6-7 EDWARD VII., A. 1907 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 from 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 60-61, chapter 4, 1897 (Assented to 29th 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 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 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: — 375. To the Ottawa and New York Railway Company, for 53^^ miles of their rail- way from Cornwall to Ottawa, in lieu of the subsidy granted by chapter 5 of the statutes of 1892 , 37G. 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 ; 377. For a railway from a point on the Canadian Pacific Railway, at or near either Wel>ford or Westfield, or between the said two points, to Gagetown, in the county of Queen's, New Brunswick, not exceeding 30 miles, in lieu of the subsidy granted by chapter 2 of 1890 ; 378. 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 D&sert, in lieu of the subsidies granted by chwpter 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. Em^lie de l'Energie Railway Company, for 15 miles of their railway from St. Gabriel to Ste. Emelie de l'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 ; 382. 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 ; jii RAILWAY SUBSIDIES 49 SESSIONAL PAPER No. 20 383. To the Gulf Shore 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; 3S4. For a railway from Campbellton, on the Intercolonial Railway, towards Grand Falls, New Brunswick, a distance of 20 miles, commencing at Campbellton, in lieu of the subsidy granted by chapter 4 of 1894 ; 385. 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; 386. To the Schomberg and Aurora Railway Company, for 15 miles of their railway from a point on the Grand Trunk Railway between King and Newmarket to Schomberg, in the province of Ontario ; 387. To the Tilsonburg, Lake Erie and Pacific Railway Company, for 3-jYtt miles of their railway from the present terminus, through Tilsonburg to the Michigan Central Railway, in the province of Ontario. 388. 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 province of Ontario ; 391. 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 ; 392. To the Phillipsburg Railway and Quarry Company, for T608^ mile of their railway from the end of the subsidized section to the government wharf at Phillips- burg j 393. To the United Counties Railway Company, for 1 mile of their railway from Johnson to St. Gregoire 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, boundary of Missisquoi County, in the province of Quebec; 396. To the Portage du Fort and Bristol Branch Railway Company, for 15 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 Railway, to Upper Musquodoboit, for a distance of 40 miles ; 3518. To the St. Stephens and Milltown Railway Company, for lfYjV mile of their rail- way from Milltown to St. Stephen, in the province of New Brunswick ; *?99. 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 ; MM). For a railway from Port Hawkesbury, Nova Scotia, to Port Hood and Broad Cove, 53 miles, in lieu of the subsidy granted by chapter 4 of 1894 ; 101. 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 ; 40S5. 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 miles ; 20— iii— 4 50 DEPARTMENT OF RAILWAYS AND CANALS {{{ 6-7 EDWARD VII., A. 1907 40»>. To the Great Northern Railway Company, for 35 miles of their railway from St. JeV6me, in the province of Quebec, to Hawkesbury, in the province of Ontario ; 406. To the Drummond County Railway Company, for 42£ miles of their railway from Moose Park to Chaudiere 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 hereinafter mentioned to the railway companies and towards the construction of the railways also hereinafter mentioned, that is to say : — 407. 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 00 408. 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, not exceeding ' 114,272 00 409. To the Ottawa and Gatineau Railway Company, for 62 miles of their railway from Hull towards Desert, in the province of Quebec, the balance 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 00 412. To the Irondale, Bancroft and Ootawa 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, not 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. For 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 11 2,500 00 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 iii RAILWAY SUU8ll)W8 51 SESSIONAL PAPER No. 20 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 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 with those so subsidized, as the Governor in Council determines. G. The »aid 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. 7. 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, 1897.) 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 effect, 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 ate provided for in the said agreement, and, when completed, will operate the said railway for ever ; (b.) 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 Canada, 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— 4! 52 DEPARTMENT OF RAILWAYS AND CANALS {{{ 6-7 EDWARD VII., A. 1907 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 be to the extent of the following percentages respectively, namely : — Upon all green and fresh fruits, 33^ per cent ; Coal oil, 20 per cent ; Cordage and binder 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, naila, •pikes and horse shoes, 10 per cent; All kinds of wire, 10 per cent; 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 rates than such reduced rates or tolls shall be hereafter charged by the company upon any such merchandise 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 effect 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-half 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 datea 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 ; (g.) 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 prices 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 : Ill SESSIONAL PAPER N ->. 20 RAILWAY SUBSIDIES 53 (i.) 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 fifty thousand acres, the same to be 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 be 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 a* 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. <5. In order to facilitate such financial arrangements as will enable the company to complete 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 Crow's Nest Line together in the same way and with the same effect as if both the said pieces of railway to be so consolidated were being built by the company as one branch of its railway within the meaning of section one of chapter fifty-one of the statutes of 1888, and that section shall apply accordingly, such first lien to be subject to the 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 (Assented to 11th August, 1899). 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 upoa 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 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 hi* 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 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 excei-d- 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 Coe 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 AXD CAXALS iii 6-7 EDWARD VII., A. 1907 4Kb To the Great Northern Railway Company, for a railway between Montcalm and St. Tite Junction, on the Lower Laurentian Railway, Quebec, not exceeding 53i miles ; and for a branch from their main line to Shawenegan Falls, Que- bec, not exceeding 6£ miles. 417- 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 the sub- sidized section, to the government wharf at Phillipsburg, Quebec, not exceed- ing tVv of a mile ; 41S. To the Strathroy 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 ; 41 1>. To the St. John Valley and Riviere du Loup 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 Brookfield 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 Stanley Village, New Brunswick, not exceeding 6 miles ; 424- For a railway from the village of St. Remi to Stottville or some point on the Delaware and Hudson Railway (Grand Trunk) in the parish of St. Paul de l'He aux Noix, not exceeding 19 miles ; 425. For a railway between Pontypool and Bobcaygeon, via Lindsay, Ontario, not exceeding 40 miles. 426. To the Pontiac Pacific Junction Railway Company, for a railway from Aylmer to Hull, Quebec, not exceeding 9 miles, in lieu of the subsidy granted by chapter 4 of 1897 ; 427. 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 exceeding 15 miles, in lieu of the subsidy granted by chapter 4 of 1897 ; 428. To the Orford Mountain Railway Company, for a branch from their railway from a point between Lawrenceville and Eastman to Waterloo, not exceeding 13 miles ; 421>. To the Atlantic and Lake Superior Railway Company, for an extension of their railway from Caplin to Paspebiac, Quebec, not exceeding 30 miles ; 430- 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 Council,) and from Mount Johnson to St. Gr^goire 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 ; #32. For a railway 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 RAILWAY 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 Peterborough, 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 ; 435- 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 miles granted by chapter 4 of 1894 ; 436- For a line of railway from Hawkesbury, Ontario, to South Indian, not exceeding 35 miles ; 437. For a railway from Sault Ste. Mariej 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 ; 442. To the Massawippi Valley Railway Company for an extension of their railway to the village of Stanstead Plain, Quebec, not exceeding 1\ miles ; 443. For a railway from Port Hawkesbury on the Strait of Canso, 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 ; 446. 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 Moun- tain, Manitoba, not exceeding 50 miles ; 448. For a railway from Sunnybrae to Country 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 ; 45©. 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 Notre Dame de l'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 and through the city of Hull, Quebec, not exceeding 4 miles ; 56 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 454. To the Western Alberta Railway Company, from a point on the United States boundary, west of Range 27, north-westerly towards Anthracite, in the dis- trict of A lberta, not exceeding 50 miles ; 455. To the Edmonton, Yukon and Pacific Railway Company, for a railway from the town of South Edmonton, North-west Territories, to North Edmonton, and thence westerly towards the Yellow Head Pass, a distance not exceeding 50 miles ; 456. To the Restigouche and Western Railway Company, in addition to the 20 miles 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 1 2 miles ; in all not exceeding 27 miles ; 457. For a railway in extension of the St. Francis branch of the Temiscouata Railway to the mouth of the St. Francis River, a distance not exceeding 3 miles ; 458. 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 j 459 To the Bay of Quintd 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 ; 460. To the Ontario, 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 finds that adequate 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 Railway Company's line at Central Ontario Junction ; sub- sidies payable on each of the sections mentioned as each of such sections is completed ; 461- For a line of 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 ; 462. 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 not 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 Railway Committee of the Privy Council ; 464- To the Kingston and Pembroke Railway Company, for the construction of branches from the Company's main line to the iron mine at Bluff Point and ts the Maitele mine in the county of Renfrew, not exceeding 5 miles ; jii RAILWAY SUBSIDIES 57 SESSIONAL PAPER No. 20 465. 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 00 467. 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 materials delivered and work done. . . 1,000,000 00 468. To the South Shore Railway Company, towards the restoration and renewal of the railway bridge over the Yamaska River at Yamaska, Quebec 50,000 00 461). 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 47©. 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 Nicolet 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 47«5- Also towards the construction of a steel bridge and viaduct at the Maskinonge River, 15 per cent upon the amount expended thereon, not 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 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 58 DEPARTMENT OF RAILWAYS AND CANALS 111 6-7 EDWARD VII., A. 1907 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 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. G. 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 fights as will afford to all railways connecting with those so subsidized reasonable and proper facilities in exercising such running powers, fair and reasonable traffic ar- rangements with connecting 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. 7- 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 subsidies with respect to which it is hereinbefore otherwise provided. 8. Every company receiving a subsidy under this Act, its successors or assigns, and .my 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 transport* tion 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 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 received by the company under this Act. 9. 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 appointed by him, all books, accounts and vouchers showing the cost of constructing the railway, tne cost of operating it, and the earnings thereof. By the \ct 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 amonnt 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 equipping the railway nor the cost cf terminals 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 mile 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 : — 476. 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. 477. 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. 478. 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. 47!>. To the Algoma Central Railway 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. 48©. To the Central Ontario Railway Company, for a further extension of their rail- way from, 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 Pacific 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 traffic, 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 and 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. 4858. For a railway from Bracebridge, in Muskoka, to a point at or near Baysville, Ontario, not exceeding 15 miles. 483. For a railway beginning 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. 48»5. 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 Railway Company for an extension of their railway from the present northerly terminus to a point easterly thereof, not exceeding 2 60 DEPARTMENT OF RAILWAYS AND CANALS {{{ 6-7 EDWARD VII., A. 1907 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 Quinte 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 9J miles. 487. For a railway from Dyment, on the Canadian Pacific Railway, to the New Klon- dike mining district, Ontario, not exceeding 7 miles. 488. To the Schomberg 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 Tamagaming, Ontario, not exceeding 20 miles. 490. 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. 491. 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 traffic shall be subject to the approval of the Governor in Council, a sum not exceeding $230,000. 492. 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 bridge and its approaches, upon the Chief Engineer's report of such completion, and the recommendation of the Minister, — a sum not exceeding $100,000. 493. To the Canadian 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. 495. 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 mile. 496. 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. 497. 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. iii RAILWAY SUBSIDIES 61 SESSIONAL PAPER No. 20 5t)t). For t line of railway from Shediac, county of Westmorland, New Brunswick, to Shemogue, and towards Cape Tormentine, in the said county, a distance not exceeding 38 miles. 501- For a railway from Lockeport, Nova Scotia, to Sable River, or other convenient point of railway connection, not exceeding 20 miles. 502. To the Inverness and Richmond Railway Company, for a railway iZ. extension of the company's line northward from Broad Cove to Cheticainp, C.B., Nova Scotia, not exceeding 40 miles. 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 1 1 miles. 50<>- To the Montfort and Gatineau Colonization Railway Company, 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, not exceeding 30 miles. 507. 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 LAssomption, Quebec, together with a spur into the said town, not exceeding 42 miles. 50$. 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, $150, 000. 509 To the Chateauguay and Northern Railway Company, towar»ds the construction of a bridge across the Lac Ouareau 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. 512. 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. Francis River, in lieu of the grant under chapter 7 of 1899, at St. Francois 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 1899, $15,000. 515. For a line of railway from Halifax 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 1899, not exceeding 20 miles. ft. 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 (b.) 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 {{{ 6-7 EDWARD VII., A. 1907 (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 (6) 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 government, 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 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 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 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 imposed by any of the companies or upon any of the rail- ways hereby subsidized. tt. 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. 7- 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 ©f 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 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, produce and exhib'c 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. Ill SESSIONAL PAPER Ks. 20 RAILWAY SUBSIDIES 63 9. 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.' 10. The subsidy provided for by chapter 7 of the statutes of 1899 towards the construction o£ 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 thereof 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-half 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 28, 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 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 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 ; — 516. For a line of railway from a point on the Intercolonial Railway at or near New Glasgow to Gountry Harbour, Nova Scotia, and from a point at or near Country Harbour Cross Roads to Gujsborough, in lieu of the subsidies granted by 1897, cap. 4, and 1899, cap. 7, sec. 2, paragraph 34, not exceeding 80 miles. 51T. 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 Te'miscouata 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 Temiseouata 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 in 6-7 EDWARD VII., A. 1907 51&- To the Montreal and Province Line Railway Company, for a line of railway from Farnham, Quebec, to Frelighsburg, in lieu of the subsidy granted by 1 900, cap. 8, sec. 2, paragraph 37, not exceeding 19 miles. 5L9. 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 1 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 weet. 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 :— 1st. To the Hamilton Bridge Works 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 anjd 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. 526- 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. 528. To the Pontiac Pacific Junction Railway Company, for 36 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 $115,200. 52V> 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 with 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. ♦530- For a line of railway from Grandique Ferry, Nova Scotia, to Arichat, not exceed- ing 8 miles. 531. 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. 532. To the Kingston and Pembroke Railway Company, for a line of railway from a point at or near Sharbot Lake, Ontario, via Lanark, to Carelton Place, not exceeding 41 miles. 533- 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. 535- To the Algoma Central and Hudson 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, sec. 2, paragraph 23, , and by 1900, cap. -8, sec. 2, paragraph 4, a further and additional mileage not exceed- ing 135 miles. 536- For a line of railway from Bridgetown, Nova Scotia, to Middleton, in extension of the line subsidized by 1900, cap. 8, sec. 2, paragraph 28, not exceeding 11 miles. 537. 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. 54©. 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 effect 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 Lake, in lieu of the subsidy 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, paragraph 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 orf Canada, and may, unless otherwise expressly provided in this Act, at the option of the 20 — ^iii — 5 66 DEPARTMENT OF RAILWAYS AND CANALS 111 6-7 EDWARD VII., A. 1907 Governor in Council, on the report of the Minister of Railways and Canals, be paid aa 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 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 (a), part one way, part the other. 5. 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 Wahnapitae, 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 company carrying out the undertakings contained in paragraph 6 of section 2 of chapter 8 of the statutes of 1900. 6. 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 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. 7. 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 afford 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 controlling or operating the railway or portion of 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 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 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. 1). 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 3rd 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. !£. 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 in excess of $15,000 per mile, such subsidy not exceeding in the whole the sum of $6,400 per mile : — 544. 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. 515. 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 itern 11 of section 2 of chapter 7 of 1899. 546. To the Toronto, Lindsay and Pembroke Railway Company, for a line of railway 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— 54 68 DEPARTMENT OF RAILWAYS AND CANALS iii 6-7 EDWARD VII., A. 1907 548. 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, Mou nt 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 1900, 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 townships 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. 550. For a line of railway from Jonquieres to La Baie 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. 551. 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. 553. 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. 553. 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, 1 2 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 5 of 1892, respectively. 554. 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. 557. 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 ap- 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. 558. 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 1 900. 559. 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. 561. To the Shediac and Coast Railway 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. 20 562. 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. 563. To the Nova Scotia Eastern Railway Company, Limited, for a line of railway from New Glasgow to Cross Roads, Country Harbour, thence to the town <>f Guysborough, and thence to the Strait of Canso; with a branch from Cro-s Roads, Country Harbour, aforesaid, down the Country Harbour River to tl e Deep Waters thereof, not exceeding 116 miles ; in lieu of subsidies for 40 and 80 miles granted by items 4 and 1, respectively, of section 2 of chapter 7 of 1901. 564. 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. 565' 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 revoto and in substitution of subsidy granted by chapter 4 of 1894. 566. 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 2 1 of section 2 of chapter 7 of 1901. 567. 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 Bay, not exceeding 68 miles. (b.) A line of railway from a point on the Central Railway at or near Bridgewater towards Barrington 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 Liverpool, 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. 56 5. 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 already built between Broad Cove and Point Tupper, being a revote and in substitution of the subsidy granted by chapter 4 of 1897. 56!). For a line of railway from a point at or near Wolfvilleon 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 Facific 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 111 6-7 EDWARD VII.F A. 1907 5*72. 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. {$74. 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. 578. 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 railway 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 Bannockburn, 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 near Quebec, not exceeding 30 miles. 590. To the Quebec Central Railway Company, for an extension of its line of railway from St. Frangois 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 Bouchetteon the Quebec and Lake St. John Railway to St. Andre\ not exceeding 13 miles. 593. For a line of railway from Quebec towards Seven Islands, including branches to Murray Bay and Baie St. Paul, not exceeding 200 miles. 593. 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 line 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. 59ft. For a line of railway, in addition to and in extension of the line mentioned in item 11 (554) of this section, from Roberval towards James Bay, not exceed- ing 40 miles. 597. 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 1\ miles. 598. 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 l'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 Con* 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. G02. 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 Howard, in the county of Argenteuil, passing near Lakes St. Joseph and Ste. Marie, in a southerly direction, a distance not exceeding 15 miles. 60S. To the International Railway Company of New Brunswick, £->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 111 6-7 EDWARD VII., A. 1907 OO*). To the York and Carleton Railway Company, for a line of railway from its present i erminus westerly, not exceeding 5 miles. GOO. To the Mabou and Gulf Railway Company, Limited, for a line of railway from a point on the Intercolonial Railway at or near Mine^ 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. COT. 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. 60S. To the Midland Railway Company, Limited, for a line of railway from Truro northerly towards Brule, not exceeding 34 miles. OOO. For a line of railway from St. Peters to Louisburg, not exceeding 50 miles. GIO. 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 186 miles. 611. To the Kettle River Valley Railway Company, 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. 612. For a line of railway from Wellington to Union Bay, not exceeding 55 miles. 613. 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. 615. For a line of railway from Dawson to Stewart River, passing at or near Gx-and 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. 617. 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. *620. 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 Cumbeiland Railway and Coal Company, for a line of railway from Parrsboro' Station to Riverside Wharf, not exceeding 1 mile. 622. To the Indian River Railway 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 -rant the subsidies hereinafter mentioned towards the construction of the bridges also hereinafter mentioned, that is to say : — 623. 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. 624. 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, $50,000. iii RAILWAY SUBSIDIES . 73 SESSIONAL PAPER No. 20 , fS!3»>. To the Canadian Bridge Company of Walkerville. to strcngthon and complete the foundation and approaches to the bridge over the St. Franc-is River subsidize i in favour of the South Shore Hail way Company by section 3 of chapter 7 of 1899, $.'55,000, which amount shall remain the fir.st charge on the road, and shall be recouped to the Treasury out of subsidies earned or to be earned, $35,000. ii'Jii. To the Chate-iuguay and Northern Railway Company, in addition to the subsidy for the Bout de lTle bridge granted by item 33 of section 2 of chapter 8 of 19U0, $N),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 (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 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 an I 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. G. 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 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 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 trans- 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 perforniiiiLr it, and, in case of disagreement, then at such rates as are approved by the Governor in 74 DEPARTMENT OF RAILWAYS AND CANALS Hi 6-7 LDWARD VII., A. 1907 Council : and in or towards payment for such charges the Gu\ernment of Canada shall be credited bv 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 est 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 Edward VII., Chap. 84, 1904. 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 actua1, 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 mure on the average than $15,000 per mile for ihe 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 $6,400 per mile : — GST- To the Bracebridge and Trading Lake Railway Company, for a railway from Bracebridge in Muskoka, to a point at or near Baysville, Ontario, in lieu of the subsidy granted by item 7 of section 2 of chapter 8 of 1900, not exceeding 1-1 miles. <>'28. To the Bruce Mines and Algoma Railway Company, for the following lines ot railway : — fa.) For that portion of its line of railway from Bruce Mines Junction southerly to the town of Bruce Mines, on Lake Huron, a distance not exceeding 3 mile (b) For the 6 miles of railway constructed from Gordon Lake Station, being the end of its line as subsidized by chapter 7 of 1901, northward to Bock Lake, a distance of 6 mile (c) For 12 miles from Bock Lake northward, a distance not exceeding 12 miles ; The subsidies to the said lines being granted in lieu of the subsidy granted by item 38 of section 2 of chapter 67 of 1903, not exceeding 21 miles. iii RAILWAY SUBSIDIES 75 SESSIONAL PAPER No. 20 <»20. To the Nepigon Railway Company, for the following lines of railway : — (a.) Froro a point at or near Nepigon Station on the line of the Canadian Pacific Railway to Nepigon Lake, not exceeding 30 miles ; (b.) From a point on Nepigon Bay of Lake Superior to a point on the west of Lake Helen on the line of the Nepigon Railway, not exceeding 3^ miles; (c.) From a point on the line of the Nepigon Railway at or near the crossing of the Fraser River, to a point on Lake Jesse, by vay of Cameron's Falls, not exceeding li mile : (d.) From a point on the north shore of Lake Nepigon northerly, not exceeding 45 miles ; The subsidies to the said lines being granted in lieu of the subsidy granted by item 33 of section 2 of chapter 57 of 1903, not exceeding 80 miles. {»#$©. 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. <>J5I. 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 1900, not exceeding 42 miles. »*;S'-i 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. 453«$. 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. <>5$4- To the Ottawa River Railway Company, for a line of Railway from a point at or near St. Agathe des Monts Station towards the township of Howard in the County of Argenteuil, passing near Lakes St. Joseph and St. Marie, in a southerly direction, in lieu of the subsidy granted to the Montreal Northern Railway Company by item 58 of section 2 of chapter 57 of 1903, not exceeding 15 miles. <>&»>. To the Ottawa River Railway Company, for a line of railway between a point in the Parish of St. Andrews, in the County of Argenteuil, and a point in the Parish of St. Lawrence, in the County of Jacques Cartier, passing through the Parishes of St. Placide, St. Eustache and St. Martin, in lieu of the subsidy granted by item 10 of section 2 of chapter 57 of 1903, not exceeding 38 miles. <»;$<». 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 4J37- 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 Alberta, 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 6-7 EDWARD VII., A. 1907 3. The Governor in Council may grant the subsidy hereinafter raentionned towards the construction of the bridge also hereinafter mentioned, that is to say : — 638- To the Chateauguay and Northern Railway Company, the 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 LTle 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 woi'k 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. Ihe 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, traffic 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 p twers, fair and reasonable tiatiic 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 may be at any time varied, changed, or rescinded by the Governor in Council as he deems just and propti-. •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- Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES TJ tation for men, supplies, materials and mails over the portion of the lines in respect of which it has received such subsidy, and, wherever required, shall furnish mail cars properly equipped for such mail service ; ae.d 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 ecpial to three per cent per annum on the amount of subsidy received by the company under the Act. S. As respects all railways and the bridge 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. 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 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. lO. Whenever a contract 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 report of the Chief Engineer of Govern- ment Railways, and his certificate that he has made careful examination of the surve3Ts, plans and profile of the whole line so contracted for, and has duly considered 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 $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 thereto : Provided always — (a.) that the estimated cost, so certified, is not less on the average than $18,000 p r 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 at d Canals, at the request of the Company and upon • he 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 f-uch construction,- may, with the authorization of the Governor in Council, enter into a supplementary agreement, fixing definitely the maximum a nount of the subsidy to be paid, based upon the said certificate of the chief engineer, 78 DEPARTMENT OF RAILWAYS AND CANALS ft 6-7 EDWARD VII., A. 1907 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 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 there- to : Provided always — (a.) that the estimated cost, so certified, is not less on the average than eighteen thousand dollars 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 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 Edu-ard 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 < -'instruction 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 815,000 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 83,200 per mile of fifty per cent on so much of the average cost of the mileage subsidized as is in excess of 815,000 per mile, such subsidy not exceeding in the whole the sum of 86,400 per mile : — 639. 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 : — fa) From Little Current thence crossing the Canadian Pacific Railway, at or near Stanley, and thence to Sudbury, not exceeding 6-1 miles. (b) 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 ; 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 railway 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. 6-41. 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 ~>0 miles. iii RAILWAY SUBSIDIES 79 SESSIONAL PAPER No. 20 642. 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. 643- 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 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 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. 64?>. 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. 6i>0. 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. Uni , 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-WAYS AND CANALS in 6-7 LDWARD VII., A. 1907 652- 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. 653. 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. 654- For a line of railway from -St. Constant in the County of Laprairie and Napier- ville, through St. Edouard, St. Cyprien and Lacolle to a point at or near the International boundary line on the Delaware and Hudson Railway (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. 655- 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. 656- 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. 657- 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. 65S. 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 the 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. 65i>- 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. 660- 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 line 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 185 miles. 661- 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. 662- 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. 20 663- For a line of railway from the Station of Lac Bouchette, or from a point one mile east of the said station, on the Quebec and Lake St. John Railway, to St. Andre, in lieu of subsidy granted by chapter 57 of 1903, section 2, item 47, not exceeding 13 miles. 664. For a line of railway from 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. 663- 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. 666. To the Ontario, Northern and Temagami Railway Company (formerly the Temagami 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 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. 667- 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. \ 668. 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. 6611. 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 Brockville, Westport 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 revote 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 S{*ilt 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 Baie 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. 67U. 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 Hi 6-7 EDWARD VII., A. 1907 674. To the Great Northern Railway of Canada for a 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 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. 675- To the Great Northern Railway of Canada, for a line of railw ay 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. 676- 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. B77- To the Kettle River Valley Railway Company for a line of railway from Grand Forks 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 pf 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. 681. 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 !•">. not exceeding 20 miles. 68t£. 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, in lieu of the subsidy granted by chapter 57 of 1903, section 2, item 54, not exceeding 30 mile^. 683- 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 0, not exceeding 60 miles. Ill SESSIONAL PAPER No. 20 RAILWAY SUBSIDIES 83 GS4. For a line of railway from Dawson to Stewart 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. Tliat 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 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. J5. 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 (/>) 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. 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 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 shall be subjecl 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 Commis'sioners 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 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 thai any 84 DEPARTMENT OF RAILWAYS AND CANALS 111 6-7 EDWARD VII., A. 1907 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. C5. 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 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 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. 7- 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. 9. That 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 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 818,000 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. 6-7 EDWARD VII. SESSIONAL PAPER No. 20 A. 1907 PART IV MISCELLANEOUS STATEMENTS 20— iv— 1 DEPARTMENT OF RAILWAYS AND CANALS iv 6-7 EDWARD VII., A. 1907 No. Subsidy Agreements for the Construction of Railways Authority for Execution. Date Line of Railway -tf a o of Name of Railway. to be I O Signature. Constructed. Act of 0rder 1 Parliament. Qmau^ 15979 Sept. 6, 1905 Central Ontario Ry.. . . From point near Bancroft to point Can., 1903, c. July 22, 1905 near Whitney. 57. 16127 Mar. 20,1906 Canadian Pacific Ry. From St. Philippe d'Argenteuil Can., 1904, c. Nov. 8, 1905, & Co. Station, &c, northerly. 34. Feb. 19, 1906 16237 June 26,1906 Chateauguay & North- From point in Hochelaga Ward, Can., 1904, c. Feb. 16, 1906 ern Ry. Co. Montreal, to point on G.N.Ry., in or near Joliette, &c. 34. 15977 July 28,1905 Kettle River Valley Ry. Co. From Grand Forks to a point 50 .Can., 1903, c. miles up Kettle River. 1 57. July 28, 1905 16197 May 25,1906 Klondike Mines Ry. Co. Fiom Dawson to Stewart River. . Can., 1903, c. 57. May 7, 1904 16235 June 23,1906 Kootenay Central Ry. From Golden to International Can., 1903, c. May 14, 1906 Co. Boundary Line via Windermere 57. and Fort Steele, &c, through Crow's Nest Pass, at or near Elko. 15917 July 5, 1905 Mabou & GulfRy. Co., From Mabou Coal Mines to point Can., 1903, c. June 28, 1905 Ltd. near Glendyer, thence to Oran- gedale on I.C.Ry. 57. 15956 July 28,1905 Midway & Vernon Ry. Co. From Midway to Vernon Can., 1903, c. 57. July 28, 1905 Department op Railways and Canals, Ottawa, August 20, 1906. IV CONTRACTS ENTERED INTO SESSIONAL PAPER No. 20 entered into during the Fiscal Year ended June 30, 1906. Amount of Subsidy. "S.B ■„T3 3CO OS s * 3fe u * . O OT be a O'm — 2 ~G eg a s D 5 S a a - at . eg « s ,-, c ©•■a a>H CO Date for Completion. Per Mile. Not exceeding •S $ Feet. Feet. Feet. Feet. Feet. Lb. 3,200 6,400 40 80 819 50 20 15 56 Aug. 1, 1907 3,200 6,400 3 116 478 50 16&20 14 56 Nov. 1, J 906 3,200 6,400 42 37 1,433 50 20 15 56 June 30, 1906 3,200 6,400 50 80 478 50 20 15 56 Aug. 1, 1907 3,200 6,400 84 184 80 230 30 14 10± 45 Aug. 1, 1907 3,200 6,400 186 52 80 573 50 20&18 14 56 Aug. 1, 1907 3,200 6,400 34 224 528 50 20 15 56 July 1, 1907 3,200 6,400 150 106 478 50 20 15 56 July 1, 1907 HAZEN HANSARD, Late Clerk. 20— iv— li DEPARTMENT OF RAILWAYS AND CANALS {y 6-7 EDWARD VII., A. 1907 No. 2. Contracts entered into during the Fiscal Year ended June, 1906. INTERCOLONIAL RAILWAY. No. of Con- tract . 15951 15953 15955 15970 15973 15986 15996 16004 16005 16010 16014 16021 16020 16024 16028 16029 16042 16043 16047 16057 16059 16063 16064 16065 16066 16070 16071 16072 L6073 16078 16079 16084 16085 16088 16089 Date of signa- ture. 1905. Aug. Contractors- 8 Zenon Ouellette 15 J. B. McManus, Ltd. . 15 Thos. A. Barnhill . . . General Description. 22 John Starr, Son & Co.. Ltd. Sept. Oct. Mar. Nov. Oct. Ni iv. Dec. 6 J. W. Mitchell 15 H. Dixon 25 Thos. A. Rarnhill 3 D. J. McDonald 25 A. R. C. Clark 9 Quebec Electric Company 2 J. W. Dobson 2 St. John Railway Company 10 Dominion Iron & Steel Company. 2 Dixon & Falconer 20 Morrison & Finlayson. 24| Joseph Gosselin 15 Quebec Electric Company.. . . 26 Rath bun Company !i Croesen Car Manufacturing Co. Ltd Rhodes, Curry & Co., Ltd 1906. Jan. Erect station at St. Moise, Que. Construct double track diversion at Birch Cove, N.S. Erect combined station and dwelling, &e., at McKay's Siding, N.S. Wiring second story of freight shed on pier No. 2, Hali- fax, N.S. Addition to baggage room, &c, at River John, N.S. Erect station and dwelling, platform and freight shed at Aulac, N.S. Erect stations at Woodburn, Lome and Union, Jv.S. Wiring of station at Stella rton, N.S. Erect train house and baggage room at St. John, N. B. Wiring of umbrella roofs at Levis, Que. Erect creosoted pile wharf at Pictou, N.S Wiring new round house, &c. at St. John, N.B. Deliver 25,000 tons of steel rails. Erect combined station and dwelling, and combined freight shed and baggage room at Mclntyre's Lake, N.S. Construct 4,000 feet of railway from N. Sydney to Sydney Mines, N.S. Construct substructures of bridges at St. Leonard Junc- tion and Mitchell station, Que. Wiring of station at Drummondville, Que. Deliver 25 box cars. 100 20 conductors' vans. Peter Campbell. Freeze Brothers. Geo. St Pierre & Co Rhodes, Curry & Co., Ltd 16095 L6096 16101 16102 Emil A. Wallberg Supply Mumford boilers, &c, for engine house at Truro, N.S. \V. A. Hattie Erect telegraph office at Pirate Harbour, N.S. Rhodes, Curry & Co., Ltd JDeliver 25 refrigerator cars. D. G. Kirk ... Construct creosoted piles for pier No. 8, Halifax, N.S. Copp, Dixon & Co Erect freight shed and baggage room at Painsec Junc- tion, N.B. Installation of heating plant in dwelling house at Moncton, N.B. Construct galvanized iron cornice on roof of car shop at Moncton, N.B. Erect station, freight shed, &c, at Mitchell, Que. Deliver 750 33 in . car wheels. „ 2,500 Erect addition to freight shed at Stellarton, N.S. Deliver 10 first class cars. Wiring of Station at Sydney, N.S. Supplying and fitting of 12 water closets in cottages at Moncton, N.B. Erect water tanks at Gibson, Upper Cross Creek, Boies- town, Blackville, Chatham Junction and Loggieviller Moncton and Ste. Elavie District; and at Drum- mondville, Ste. Flavie and Montreal District. Deliver 1,500 33 in. car wheels. Remodelling of station at LTslet, Que. Erect water tanks at Truro, N.S., and at Riviere du Loup, Que. Erect engine house, &c, at Pictou, N.S. Jas. I". Falconer & Son. . . Rhodes, Currv & Co., Ltd W. A. McKay & Co L. H. Estano 16093 Feb. 1 Emil A. Wallberg 1 John McDougall & Co. 1 Cloutbier & (iaudreau. 1 Emil A. Wallberg IV CONTRACTS ENTERED INTO SESSIONAL PAPER No. 20 Contracts entered into during the Fiscal Year ended June, 1906 — Continued. INTERCOLONIAL RAILWAY -Continued. No. of Con- tract. Date of signa- ture. Contractors. 1906. 16104 „ 16107 h 16111 Jan. 16117 Mar. 16120 „ 16130 „ 16137 ., 16141 Apr. 1614!) „ 16152 „ 16153 Mar. 16155! „ 16157 16158 16166 16167 16172 16199 16219 16225 16234 16248 Apr. Mar. Jan. June 20 Locomotive & Machine Co., Ltd. 15 Rhodes, Curry & Co., Ltd 22 Emil A. Wallberg 1 Canadian Locomotive Co., Ltd. . 16 Willard Kitchen 20 Zenon Ouellette 30 Crossen Car Manufacturing Co., ! Ltd 4 Farquhar Bros , 9 Town of Fraserville 9 Willard Kitchen 30 Dominion Dump Car Co 9 Cie d'Aqueduc du Cap St. Ignace 17 1 Farquhar Bros 9 Quebec Electric Company.. 5 Emil A. Wallberg 19 6 1 6 General Description. Rhodes, Curry & Co., Ltd. The Rathbun Co Rhodes, Curry & Co., Ltd. R. H. Canavan John H. McKay Dominion Bridge Co., Ltd. Deliver 16 passenger engines, ; Pacific type.' m 10 first-class cars. Supply fan system of heating for car shop at Moncton, N.B. Deliver 20 freight engines and 3 shunting engines. Construct spur line of railway from Fort Lawrence to Fort Lawrence VVharf, N.S. Erect ice house at Riviere Ouelle Wharf, Que. Deliver 5 combined vestibule second-class sleeping and baggage cars. Wiring of freight shed No. 8, Halifax, N.S. Wiring of engine house and annex at Riviere du Loup, Que. Erect addition to station and freight shed at Norton, N.B. Construct and use 130 dump cars covered by patent. Water at Cap St. Ignace Station, Que. Wiring of new station at Pictou, N.S. Wiring of engine house, machine shop, boiler room, &c, at Chaudiere Junction, Que. Erect addition to engine house at Stellarton, N.S. Construct umbrella roofs over platform at Sydney, N.S. Deliver 100 box cars. ii 2 flanger cars. ii 10 snew ploughs and 2 double track ploughs and flangers. Erect addition to freight shed at Windsor, N.S. Erect station, dwelling, &c, at Belmont, N.S. Erect bridges at Nauwigewauk and St. John, N.B. PRINCE EDWARD ISLAND RAILWAY. 15954 1905. Aug. S.Ignatius Roach. »16006June 26 Willard Kitchen.. 16031 Nov. 22 A. E. Leigh 16041 Deo. 2 J. .M. Clark &Co. 16046 ,, '.I Willard Kitchen. . 16087 1 Rhodes, Curry & Co., Ltd. 1906. 16124 Mar. 20 Emil A. Wallberg 16136 16159 16164 16202 16211 16212 16224 16248 April M. F. Schurman & Co. . . B. D. Huntley 23 J. M. Clark & Co. Jan. June M. F. Schurman & Co Willard Kitchen Thomas Campbell Dominion Bridge Co., Ltd. Erect 8 section tool house on the Murray Harbour Branch. Deliver 8,500 lineal f>et of portable snow fence. Telegraph lines. Erect agent's dwelling at Freetown, P.E.I. Erect creosoted pile wharf and freight shed at George- town, P. E.I. I )cli\ it 300 ear wheels. Erect stone passenger station ami baggage room at Char- lottetown, P.E.I. Erect freight shed at Kensington, P.K.I. Supply a in I erect 15 water closets on the Murray Harbour and Montague branches. Construction and plumbing of water closets and toilet rooms in Summer aide station, P.E.I. Deliver 8,000 ft. of portable snow fence. Erect water tank at Montague, P.E.I. Works at Montague and Murray Harbour. Sin facing of roadway on approaches to Hillsborough Bridge, P.E.I. Erect bridge at Brudenel, P. E. I. DEPARTMENT OF RAILWAYS AND CANALS IV 6-7 EDWARD VII., A. 1907 Contracts entered into during the Fiscal Year ended June 30, 1906 — Continued, CARILLON CANAL. No. of Con- tract. Date of signa- ture. Contractors. General Description. 16032 1905. Nov. 29 Lighting of canal. CHAMBLY CANAL. 16215 1906. June 7 Phoenix Bridge & Iron Works, Ltd Erect swing bridge at Riley's Crossing, Que. CORNWALL CANAL. 1905. 15943 July 17 15987 Sept. 15 L. S. Macoun. . . . Wm. M. Leacy., , Supply shafting, hangers, pulleys, &c. Riprap and rilling in near foot of canal. GALOPS CANAL. 1906. 1i;l'l.".i June 16jQuinlan & Robertson Erect wharf near west end of ' Deep Cut,' Cardinal, Ont, GRENVILLE CANAL. 1905. 16032 Nov; 29 T. Ross & Sons & Avers Lighting canal. LACHINE CANAL. 1905. 15926 July 16 Dominion Bridge Co., Ltd.. 2 Quinlan & Robertson 3 .. 15966 Aug. 16012 Nov. L6013Oct. | 1906. J 16165 April 23 Canadian Portland Cement Co. . L6181 May 4 Quinlan & Robertson L6195 April 17 i, L6198 .May 26 .. L6200 M 1 1 Canadian Agency & Supply Co 16245 June 28 |Lym burner & Matthews Erect 5 lock and 5 bridge houses. Erect swing bridge at Atwater Avenue, Montreal. Erect wharf at Lachine, Que. Erect wharf and sidewalks at entrance to Lock No. 1. Deliver 4,0<>o brls. cement. Raising of sheds Nos. 4 and 5, Basin No, 2. Erect concrete wall at St. Gabriel Basin No. 1. Paving of approaches to swing bridges. Deliver 3,000 brls. cement. Supply machinery to operate lock gates. RIDBATJ CANAL. 1905. 15944 Aug. 12 15949|July 22 15976 Sept. 15 15991 ,, 20 1906. 16142 April 4 Ottawa Lumber Co. . International Portland Cement Co., Ltd. M. L. Wilson M. Ryan Ottawa Lumber Co. Deliver 90,000 ft. b. m. hemlock timber, ii 1,500 brls. cement. Drill well at lock house at Davis' Station. Deliver timber for 1905-6. Deliver 369 pieces B.C. or Douglas fir dimension timber. IV CONTRACTS ENTERED INTO SESSIONAL PAPER No. 20 Contracts entered into during the Fiscal Year ended June 30, 1906 — Concluded. SOULANGES CANAL. No. of Con- tract. Date of signa- ture. Contractors. General Description. 16008 16009 16017 1905. Oct. 20 „ 20 Nov. 10 .John Beitram & Sons Co., Ltd . Railway Spring & Supply Co . . . Watson Jack & Co Deliver machinery. it it ST. OURS LOCK. 1905. | 16056 Dec. 15 Locomotive & Machine Co. of Deliver I beams and hand railing for landing wharfs Montreal, Ltd. above and below lock . WELLAND CANAL. 1905. 15967 Aug. 21 16074 Dec. 15 1906. 16103 Feb. 14 16119 16122 16123 16161 Mar. 3 Feb. 14 Mar. 20 April 23 M. J. Hogan Niagara Falls Machine & Foun- dry Co., Ltd. J. H. Kratz& Co McClcai y & McLean Mason, Gordon & Co .... Joseph Battle Construct new docking along old west pier of Port Col- borne entrance. Supplementary to contract No. 15967. Supply iron and brass castings for 1 906. Supply timber, lumber, &c, for 1906. Construct retaining wall on east side of rock cut near Raney's Bend. Too late for last year's report. Department of Railways and Canals, Ottawa, August 20, 1906. HAZEN HANSARD, Law Clerk. DEPARTMENT OF RAIHYAYS AND CANALS iv 6-7 EDWARD VII., A. 1907 No. No. 3. — Water Power and other Public Property leased by the Department 1.— INTERCOLONIAL 15930 16001 16003 16015 16069 16081 L6086 10097 16112 16125 16160 16168 161G9 A pi- Date of Signature. 1905. July 30. Oct. 3. .. 18. Nov. 2 . Dec. 30. 30. 1906. Jan. 23. Feb. 6. „ 22. Mar. 13. 1. 2. 11. 16189 Mar 12. 16191 „ 2. L6192 16196 16217 16218 1622C L6226 16230 16233 16249 .. 14. .. 22. June 6 . 6. 6. 6. June 18. ,. 18. 28. Alice E. Jones Sussex Packing Co Geo. B. Martin City of Sydney F. George W. R. Steeves A. M. Rowan D. E. Read G. E. Patterson Imperial Oil Co., Ltd A. McMullen M. .1. McNeil D. E. McKeigan Acadia Coal Co., Ltd Price Bros Intercolonial Coal Mining Co. Ltd Theo. Fournier.. Albert Mfg. Co. of Hillsborough B. Leclaire & A. Daigle Central Telephone Co New Glasgow Electric Light Co. Kate A. Brown His Majesty the King . . H. J. B. Woods Property Leased. Land at Moncton, N.B Privilege to lay a 2-in. pipe at Sn.-sex. N.B ...... Land at Assametquaghan, Que Privilege to lay a 6-in. pipe at Prince St.. Sydney, N.S Land at Folleigh Lake, N.S Land at Beaver Brook Station. N.B N. end of shed No. 12 on Ballast Wharf, St. John, N.B Land at Pictou Landing, N.S Land at Marshy Hope Station. N.S Land at St. Paschal and St. .Jean Port Joli, Que. . . Land at Wentworth, N.S Land at Boisdale, N.S Land at Leitchee Creek, N.S Land at Pictou Landing, N.S Privilege to stretch wire across railway at point £ mile W. of Salmon Lake Station, Que Land at Deep Water Terminus. Halifax, N.S . . . Privilege to lay water pipe at Sayabec, Que Land at Salisbury Station, N.B Land at Tartague, Que Privilege to stretch wires at Matapedia Bridge, &c. Privilege to erect electric line across railway and along right of way at New Glasgow, N.S Land at Salisbury Station, N.B Rooms on ground floor of building No. 3, and rooms on 2nd floor of building No. 5, King St., St. John, N.B. Land at N. Sydney, N.S PRINCE EDWARD 1906. ] June 2- M 1905. K.L'.Vl Aug. 24.. Province of P. E. Island. Land at Freetown, P.E.I. Land between Souris Beach and Souris Road, King's Co. IV PUBLIC PROPERTY LEASED SESSIONAL PAPER No. 20 of Kailways and Canals during the Fiscal Year ended June 30, 1906. RAILWAY. Area. 6 ' 3 acres . 10,000 sq. ft. 0 " 09 acres. 375 sq. ft.. 0'6 acre 480 sq. ft... 480 sq. ft... 0 53 acre. . . 1,750 sq. ft. 312 sq. ft... 5 79 acres. . 160 sq. ft. 2,450 sq. ft. 660 sq. ft.. 2,000 sq. ft. 120 sq. ft.. . Amount of Water Power. Term. During pleasure . During pleasure 4^ years During pleasure. Commence- ment of Term. 1905. June 1, 1905 July 1, 1905 1, 1905 1, 1905 1, 1905 1, 1905 Dec. July Mar. July Uan. Oct. May July Feb. 1, 1905 1, 1905 1, 1905 1, 1905 1, 1906 1, 1905 1, L905 1, 1905 Mar. 1, 1906 1, 1906 15, 1903 July 1, 1905 1, 1905 Mai. 1, L906 1, 1906 1, P. 11)5 1, 1906 Jan. 1, 1906 Terms of Payment. Annual Rental. $ cts. 15 00 1 00 1 00 2 00 1 00 1 00 100 00 .-» 0(1 1 00 10 00 5 00 1 00 1 00 1 00 5 00 1 00 Water at Saya- bee Station. . . . 1 00 1 00 19 00 Due each Year. First Instalment due. •June 1 . . 'June July 1 . . -July / l.J " 1..I ., 1..I .. 1. 1. Dec. 1 . July 1 . 1. Mar. 1 . July 1. 1. 1. Mar. Jan. Oct. 14. July 1 . 1. Mar. 1 . 25 00 May 1 . . 1 00 July 1.... 950 00 Quarterly. 1 00 Jan. 1 Dec. July Mar. July Mar. Jan. Jan. '05 '05 '05 '05 '05 '05 1, '05 1, '05 1, '05 1, '05 1, 06 I, '06 1, '06 1, '06 1, '06 1, '06 Oct. 14, '04 July 1, '05 1, '05 Mar. 1, '06 May 1. '06 July 1, '05 May 1, '06 i, '(»; ISLAND RAILWAY. 600 sq. ft. 4 21 acre During pleasure .. July 1, 1906 Auk. 24 L905 1 (»0 1 00 July L. July 1, '06 10 DEPARTMENT OF RAILWAYS AND CANALS IV 6-7 EDWARD VII., A. 1907 No. 3. — Water Power and other Public Property leased by the Department of OHAMBLY ao eS - - c Date of Signature. Lessee. Property leased. 16113 1906. Feb. 24.. Priv. to lay 24-in. pipe across lands and under canal at St. Johns, Que. CORNWALL 1905. 15927 July 20. Lake View Cheese ciation . Mfg. Asso Pt. lot 26, 1st con. Stormont, Ont. tp. of Cornwall, Co. of GALOPS 16240 1906. June 23. E. V. Dodge. Land on N. side of old canal at W. end of Cardinal Village. LACHINE 15928 15971 15978 1905. July 20. Aug. 15. Sept. 15. 15994 Julv 27 16030 Nov. 24.. 1906. 16098 16108 16109 16116 16132 16135 16188 L6201 L6210 1621 l 16241 Feb. 10. 10. 19. Mar. 7 . 22. 27. May 12. .. 25. ., 28. June 4 . h 22. Grand Trunk Ry. Co. of Canada. Canada Car Co., Ltd Grand Trunk Ry. Co. of Canada. Canadian Carbonate Co Montreal Rolling Mills Co Standard Chemical Co. of To- ronto, Ltd. Ogdensburg Coal & Towing Co. . Montreal & Southern Counties Ry. Quinlan & Robertson Northern Electric & Mfg. Co., Ltd. Ottawa Furwarding Co., Ltd. J\ H. Hutchison G. A. (irier Win. Rutherford & Sons Co., Ltd. Sessernwein Bros Priv. to lay a spur line on N. bank of canal Priv. to lay 16-in. pipe from canal to lot 3603, Cote St. Paul, and draw water. Priv. to lay 2 sidings on N. bank of canal Priv. to lay spur lines on S. bank of canal Priv. to lay a 1-in pipe from canal to lot 3519, Cote St. Paid, and draw water. Priv. to place post to support corner of overhead conveyor. Priv. to lay 6-in. pipe and draw water Land in Town of St. Henri, Que . . Priv. to lay line of electric railway on Riverside and Mill Sts. and cross Black's Bridge, Montreal. Wharf lot No. 7 on S. E. side of Wellington Basin, Point St. Charles, Montreal. Priv. to lay 12-in. supply pipe and 16-in. discharge pipe from New St. Gabriel Basin No. 4 to lot 1198, St. Ann's Ward, Montreal, and draw water. Flour shed No. 3, Basin No. 3 Priv. to lay a 2-in. pipe from canal to lots 2155 and 2158, St. Henri, Par. of Montreal, and draw water. Land on N. side of canal at Montreal, and privilege to build a wharf. Priv. to lay 5-in. pipe to lot 2287, Par. of Montreal, and draw water. L< >t No. 8, S. E. side of Wellington Basin, Mont- real. IV PUBLIC PROPERTY LEASED U SESSIONAL PAPER No. 20 Railways and Cana'ls during the Fiscal Year ended June 30, 1906 — Continued. CANAL. Amount of Water Power. Term. Commence- ment of term. Terms of Payment. Annual Rental. Due each year. First instalment due. During pleasure . . . Jan. 1, 1906 $ cts. 10 00 Jan. 1, "06 CANAL. 0 28 acre During pleasure April 1, 1905 1 00 April 1 . . . April 1, '05 CANAL. 0 17 acre During pleasure. . . . Jan. 1, 1900 30 00 Jan. 1. Jan. 1. '06 CANAL. 4,200 sq. ft. 17,680 sq. ft. 17,680 sq. ft. 21 years During pleasure 21 years During pleasure . 21 years During pleasure July 1, 1904 April 1, 1905 Aug. 1, 1905 July 1, 1905 Sept. 1, 1905 Jan. Mar. May July May I, 1906 1, 1906 1, 1905 1, 1906 1, 1906 1, 1906 1. L906 1, 1906 .. . 1, 1906 1, 1906 June l, 1906 1 00 780 00 5 00 5 00 10 00 July 1 . . . April 1. . Aug. 1. . . July 1 . . . Sept. 1.. . 1 00 Jan. 1. 210 00 84 00 190 00 212 00 780 00 170 00 May 1 . 30 00 ., 1. r. 1... Mar. 1. May 1 . . . July 1.. 60 00 150 00 212 00 „ 1 i, 1. June 1 . July 1, '04 April 1, '05 Aug. 1, '05 July 1, '05 Sept. 1, '05 Jan. 1, '06 1, '06 1, '06 Mar. 1, '06 May July 1, '06 1, '06 May 1, '06 1, '06 1, '06 I, '06 lime 1, '06 12 DEPARTMENT OF RAILWAYS' AND CANALS iv 6-7 EDWARD VII., A. 1907 No. 3. — Water Power and other Public Property leased by the Department of RAPIDE PLAT No. of Lease. Date of Signature. Lessee. Property Leased . 16110 1906. Feb. 23.. Land in Village of Morrisburg and surplus water. . . RIDEAU 1905. 15968 Aug. 15. 1906. 16203 May 28. 16227 June 6. R. F. Rowan and John H. Privilege to dredge material from bed of canal be- Birkett. j tween Kingston Mills and .Junes Fulls. St. Patrick's Orphan Asylum of Ottawa, Win. J. Brown Pt. Lot 22, Gore of Gloucester, Co. of Carleton, Ont. Pt. Lot 4, Con. I, Township of Oxford, Co. of ( Bien- ville, Ont. TRENT 1905. Sept. 25. 1906. March 6. June 4 . 16118 16209 Peterborough Golf and Country Pt. EA Lot 2, Con. 12, Township of Douro. Club. The James Bay Ry. Co Pt. Lot. 13, Township of Mara, Out., and privilege to erect swing bridge thereon. Crushed Stone, Ltd Pts. 48 and 32, Con. 8, and pt. 49, Con. 9, Township of Eldon, Co. of Victoria, Ont., and use of stone. WELLAND 1905. 15922 July 8. 15965 Aug. 21. 16058 Dec. 22.. 16080 gg L906. 16128 Mar. 22 . 16143 „ 31.. It 1170 April 21. . 16213 June 5 . . 16216 4.. 16238 2 L6239 Lincoln Electric Light and Power Co., Ltd. Town of Welland City of St. Catharines M. Beatty & Sons, Ltd Lincoln Electric Light and Power Co.. Ltd. Hamilton Cataract Power, Light and Tract ion Co., Ltd. Toronto and Niagara Power Co. . Niagara, St. Catharines and Toronto Ry. Co. Miller Hamilton Cataract Power, Light and Traction Co., Ltd. 23 Dept. of Militia and Defence. . . . Privilege to lay cable above Lock No. 2 Privilege to make connection by sewer pipe with Government drain. Water power from canal on Lake Erie level at Allanburg. I't. 26, Con. 5, and pt-. 26, Con. 6, Township of Crowland, Co. of Welland, Ont. Privilege to erect an electric line at lower end of Lock 3. Wat< r p )wer Two parcels of land, 100 ft. square, in Township of Thorold, Co. of Welland, Ont., and privilege to >p el thereon transmission towers, to carry wires over canal. Privilege to erect swing bridge at Guard Lock, Thorold, Ont. Privilege to lay H-inch pipe from head of Lock 9, and rlraw w ater. Two parcels of land in Welland, Ont., and privilege tn erect thereon transmission towers, to carry wires over canal. Pt. Lots 14 and 15, Township of Dunn, Co. of Haldimand, Ont. Department of Railways and Canals, Ottawa, August 20, 1906. IV PUBLIC PROPERTY LEASED 13 SESSIONAL PAPER No. 20 Railways and Canals during- the Fiscal Year ended June 30, 1906 — Concluded. CANAL. CANAL. 4 acres. . 3A „ . Amount of Water Power. Term . Commence- ment of term. Terms of Payment. Annual Rental. Due each year. First instalment due. 1,100 h. p.. Jan. 1, 1906 $ cts . Land, $40; water, $2 per h . p . Half-year- ly. Jan 1 '06 21 years. Tan. 1, 1904 During pleasure . . . Feb. 1, 1906 .... | June 1, 1906 300 00 July 1 July 1, '06 1 00 Feb. l....;Feb. 1, "06 7 00 Junel.. ..iJune 1, '06 CANAL. 1 ' 3 acre 0 218 „ 8 acres. . CANAL. During pleasure .... Sept. 1, 1905 20 years. Jan. 1, 1906 April 1, 1905 10 00 25 00 100 00 Sept.l... Tan. 1 . . . Apr. 1 . . . Sept. 1, '05 Jan. 1, '06 Apr. 1, '05 2 05 acres. During pleasure. 50 cu. ft. per 19 yrs. and 4 months sec. renewable. During pleasure. . . . 300 cu. ft. peri 18 years sec. 10 years renewable. 10 years During pleasure . . 10 years renewable,. During pleasure. . . . June 1, 1905 July 1, 1905 Sept. 1, 1904 Jan. 1, 1906 Sept. 1, 1905 Jan. 1, 1906 April 1, 1906 May t, 1906 June 1, 1906 May 1, 1906 June 1, 1906 5 00 5 00 500 00 25 00 5 00 9,000 00 100 00 Junel.. . Julyl.... Half-year ]y. Jan. 1 Sept.l . June 1, '05 July 1, 05 Jan. 1, '05 1, '06 Sept. 1, '05 Half-year- Jan. 1, '06 ly- Apr. 1... Apr. 1, '06 25 00 May 1 10 00 Junel. 100 00 i May 1. I 10 00 Junel. .May 1, '06 June 1, '06 May 1, '06 June 1, '06 HAZEN HANSARD, Law Clerk. 14 DEPARTMENT OF RAILWAYS AND CANALS {y 6-7 EDWARD VII., A. 1907 tH fc — — d - © © © © © © -X a s D o - a. e c c ■s - 5 .r. w >T a ^ S- — i o M q cs 3d-h — 30010411000a ©o© 00 f CO N - W © 00 © CN HNN r- X i-H rH CM CM rH I-H rH O !C CO © © © © © © © © © © © © © © © © .O © © © © CO_© CN CM ID CM © 1-fwTcN""-^ r-T of-nT © © © © © © © ©is © © © OlOS © © 00 © © © «c -r © tj< o © co 01 CO cm t~ on © cm is rH ofrH ■HTecTtc'.-J' MiOOOOSSlOS, lOMN'fMCOKVJHH © © © ■*"aTe■* t~© co"x" cnTio" X x© 02 CD to X~ so ,2-* t« m dW ™ — o r2 >> ^J * >> ed += rJl m •- so > * = J3 (-1 0 rH rH Mfe opa ®.2 Ife r<"i be el3 .*i >. B O O «g 0 0 02 w ■ — ' hh CD — CD „ic T3 n - H* T-J IS T3 ^ • S- * ««■: ■ •5"S r/1 3> ex iferr a. - +3 . 0) . CD .OQ ■ h • c3 « > * ' ^J . ^ .. . a>„Vj . a^ . &-CS • U& o«- « ° : -O CD •a.'S : r^CK ;r^! O O O O O < J" -3 T3 T3 T5 T3 S r)J T3 ' a b ■« ». ° S !C S S S«» « S O ^JhWiJPhP-uIJJi-1 ^i_5 }< = :r5 - B B eS 3 _03 Cj BBC S J J J r5JJ |J : e . 4/ :^ 1 d 3 J: •■a I ■ 3.2 o — o a S ■» J3 ■ B B «.• - o o — s HO , J P O S 5 S 'S-H:* pg jf K"*-- o rt ci,-'-C -1< H<5r?H- o PE,r- PM^ ill CO ?1 IS r-t r-. 01 x X © CM CM X I Tl 01 ?l 01 CO CM CM © ICT t^CO 1 IO © r^ rH t~ * &*%*• :o co © p CO EC I - X — . Vj co co co -f ©OS© © so c © xlJOi ) O - o > rH 0 ! co -f © 3 S> fe - - D O = c. : r^r; iO 1 - X C - J- 0 CD © X © © © © © © CrO ti Oj •-sfa «6 16 DEPARTMENT OF RAILWAYS AND CANALS IV 6-7 EDWARD VII., A. 1907 c 3 — 03 -s o O !* r- ca a, o « Oh o ~ -£■ - " OQOQOOOOOO © © e 3 •* «5 © o © © 5 -r cm o .-H *f ,-i ,-. o reTcfeo o o o o © o © o CM iH ^!MH i-H 0-^ © oo° w Bn5« w © © „ o c c 53 © r-> >c * — "tTiC© G" ■gaSS 2 *s Q X pa £P3 ^ o 3 X 3 B £ i_: M fa M SO S^ •?D ■a >>"2 ^ ^ ^ /. * '/' ■"2 "H!i Ph tJ»J T3T3 ■C'C — — "C 0&c3c3c3c3o3c9d e h « *> «> « -s f- £P-g ^ j -_- / J p cq uj 3 * 3 PC s 3> . O Ph Oi-: © OOKC-CUCNOI' , W « H IC r- J3 J3 § a is s^s ^j X^ cm t-i ci r-i ci ci ?i ~i ci CM CM -O ~ -CCC 73 i^,— ci -h © © © t^ © © © © © IV PROPERTY CONVEYED AND DAMAGE RELEASED 17 SESSIONAL PAPER No. 20 i-- o o ~ .-h ,— ,-1 O w' o > 5 1 = .6" C o£ r h 6-3 S % 0 *2 So s ffi OS « -51 P- PH J : --s *s "J s ■ • ■ ce So? 71 r-< /. PhPhSP d q fffofe 9 9 im m -O O „ tf 1 <^ ® u - „_ ,_, -fli © © X ££ .p. Os-i o e 9.S.S'?I"5Ip -. - ~ ' ISj ?* 0*3 X I*3! 1 S o-H dp2 dW 5 fc -.<-. I - ?! Eg ft © « IN 34 32 38 44 36 39 43 16 47 19 28,30, 4! I 51 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Baie Verte Canal, expenditure on surveys Beauharnois Canal : — Description of canal Expenditure Operation and maintenance Sketch showing section of lock Superintending Engineer, Report of the Water on mitre sill .... Boyd, Mr. J. C. See ' Sault Stc. Marie ' Burpee, Mr. T. C, Engineer of Maintenance, Windsor Branch. I. C. Ry BllTLER, Mr. M. J. See ' Deputy Minister ' CANADA Eastern Railway- Expenditure Canadian Pacific Railway Co. — Expenditure on construction. Canal navigation routes, descriptions of Canals Revenue CArE Breton Ry., expenditure on construction Cardinal Section of Williamsburg Canals Carillon Canal : — Description of canal Expenditure Operation and maintenance Sketch showing section of lock . I I II I I II II I II II Superintending Engineer, Report of the j II II 63 I 8 II 39 II 24 II 157 ll 163 II 181 II 124 II 77 Water on mitre sill. Carleton Branch Ry., expenditure on construction Chambly Canal : — Description of route Expenditure Fines and Damages Operation and maintenance Sketch showing section of lock Superintending Engineer, Report of the, Water on mitre sill Chief Accountant of the Intercolonial Ry., Statements of the Windsor Branch Chief Engineer, Report of the : — Accidents on railways during year Beauharuois Canal, operation and maintenance Canal Statistics Carillon and Grenville Canal, operation and maintenance. . . . Chambly Canal, operation and maintenance Cornwall Canal, enlargement . . . Operation and maintenance Reducing shoals west of Canal Culbute Canal Dates of closing and opening of canals Electric Railway Statistics, Summary of Tables Expenditure on construction and enlargement of canals ... . Farran's Point Canal enlargement Freight branches, I.C.R Freight passed through each canal Galops Canal, enlargement « Galops Rapids, Improvements Inclosures Intercolonial Railway Lachine Canal, enlargement Operation and maintenance I length of Government Railways Murray Canal, operation and maintenance North Channel Improvements Operations on Government Railways Plans and sections of locks on canals Prince Edward Island Railway II I Page. 45 40 51 28, 30, 49 36 167 58 17 38 25 158 164 35 II CO I 21 II bit; II 38 II •_':» II 160 II 165 II 94 II 126 IT 44 II 39 II 41 II 38 II 38 II 30 II 36 II 33 II 41 II 41 TT 45 TI 33 II 30 II 6 II 41 TT 30 TI 32 IT o II 5, 9 II 29 II 35 IT 5 II 39 TT 32 II i TT 24 II 22 INDEX SESSIONAL PAPER No. 20 Chief Engineer, Report of the— Concluded. Railway Statistics, summary of Tables , II Subsidies.... . II Railways under Government control Railway through communication between the Atlantic and Pacific II Rapide Plat Canal, enlargement II Rideau Canal, operation and maintenance. . . II Rolling stock owned by railways II Sault Ste. Marie construction II Operation and maintenance . ' Sketches showing Sections of Canals Soulanges Canal construction | II Operation and maintenance I II Steam Railway Statistics, summary of II St. Anne's Lock, operation and maintenance i II St. Lawrence River and Canals i St. Lawrence River and Lake improvements St. Ours Lock and Dam, operation and maintenance II St. Peter's Canal >■ .. II Summary of cost of maintenance and operation of Canals j Trent Valley Canal, construction , . II Operation and maintenance II Welland Canal, operation and maintenance. Deepening portions of long level Improvements at Port Colborne Removal of obstructions Williamsburg Canals, operation and maintenance Windsor Branch Railway Chief Engineer of the Intercolonial Railway, Report of the. Chief Engineer, P.E.I. Ry., Report of the Cornwall Canal :— Construction and enlargement Description of works Enlargement. Expenditure Operation and maintenance Superintendent of Operation, Report of Vessels in Dry Dock Water on mitre sills Culblte Canal, Expenditure It DEPUTY Minister, Report of the B< iard of Railway Commissioners Canals Electric Railways, statistics relating to Expenditure on Railways ii Canals 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 Subsidized Railways Steam Railways, statistics relating to Survey for a Railway to give access to the Yukon Subsidy contracts from July, 1905, to June 1906 Subsidy payments during fiscal year ended June 30, 190(1 1 lliVEREUX, Mr. J. H. Sec " St. Peter's Canal " Drummond County Railway :— Capital account Expenditure II II II II II II II II II II II I II II II II I II II I Page. 42 42 7 48 30 40 44 27 37 24 27 36 44 38 33 32 38 40 41 28 40 37 31 31 31 36 21 70 128 30, 172 53 30 12 36 167 176 174 18 xx lxi xii ix x xxiii xiv \iv xviii xviii lxi xxii xi XX xx ii xxiii 191 20 4 'J DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 G Galops Canal :— Construction Description of route Expenditure on capital account Enlargement Improvement .Maintenance North Channel, improvement works Superintending Engineer, Report of the GENERAL Manager of Government Railways, Report of the : — Intercolonial Prince Edward Island Windsor Branch Government railways in operation I thank River Feeder Grant, Mr. A. J., See ' ' Trent Canal " Grenville Canal : — Description of works Expenditure Operation and maintenance Sketch showing section of canal Superintending Engineer, Keport of the Water on mitre sill •ikTDam' Part. Page. E Eastern Extension Railway, expenditure on construction. . Electric Railways, statistics relating to Engineer of Maintenance, Windsor Branch, Report of the ii ii Intercolonial Ry. ■■ Expenditure on canal works generally Farran's Point Canal :— Construction and enlargement . . Expenditure on capital account. Description of canal Superintending Engineer, Report of the . Fripp, Mr. F. B., See " Sault Ste. Marie " II H Halifax to Montreal, distance from Hansard, Mr. Hazen. See "Miscellaneous Statements " Hodgson, Mr. S. F. See ' ' Mechanical Accountant " HUGGAN, Mr. See "Accountant and Auditor of Prince Edward Island Railway" Hydraulic and other rents II II I II I II II II II I II II II II II II II II II II II I II II II II II II IV II II I Intercolonial : — Occidents and casualties Accountant and Treasurer, statements of the Capital account I teputy Minister, reference to Chief Engineer, Report of the . . I II II II I II II II II Engineer of Maintenance, Report of the . Description of route Expenditure .Statement by Accountant of Department. General Manager. Report of . Length of road Mechanical Accountant, Statements of the Revenue account Deputy Minister, reference to INDEX SESSIONAL PAPER No. 20 Intercolonial — Concluded. Rolling stock Stores account Superintendent of motive power — report. Traffic, Statistics relating to Working expenses Iroquois Section of Williamsburg Canals Part. Page. JOUGHINS, Mr. ( r. K.. Supt. Motive Power, Intercolonial Railway. LACHINE Canal — Construction Description of route Expenditure Enlargement works Fines and damages Operation and maintenance Sketch showing section of canal Superintending Engineer, Report of the Water on mitre sills Lake St. Francis, expenditure Lake St. Louis. channel- expenditure Land grants made by governments to Railway Companies M Mackenzie, Mr. W. B. See "Chief Engineer, I.C.R." See "Chief Engineer, P. E.I Mai>s to accompany report of Deputy Minister (in pocket) Marceau, Mr. E. See " Quebec Canals " McOlellan, Mr. J. EL, Supt. of Trent Canal Mechanical Accountant of the Intercolonial, Statements of the Prince Edward Island Mechanical Superintendent of Prince Edward Island Ry Miscellaneous Statements : — Subsidy agree: rients for construction of railways Contracts entered into Damages released Property conveyed Water power and other property leased Montreal and European Short Line Railway, expenditure on construction Montreal, Ottawa and Kingston Canals Division, description of routes Montreal to Port Arthur, route, cost, &c Murray Canal : — Description of works Expenditure Operation and maintenance ... Superintendent of Operation, Report of the Water on mitre sills N National Transcontinental Railway Expenditure Western Division, Report of Chief Engineer. . North Channel, St. Lawrence River, straightening, &o., and building dam OXFORD and New Glasgow Railway, expenditure on construction Ottawa River Canals II 10 II 68 11 108 II 9 II 67 II 167 II II II I II II II II II II I I IT II II II II II II IV IV IV IV IV I II II II I II II II I II II 10S 29 53 7 29 166 35 25 152 162 11 10 lxi 70 128 152 192 108, 113 143 143 2 4 is 14 8 38 57 33 55 22 39 173 174 Wll 44 P. 15 32, 168 37 57 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Part. Page. Pacific Coa>t to Montreal by C.P.R., distance Perth Branch of Rideau Navigation Phillips, Mr. A . T. See " Rideau " Poole, Mr. W. S. See ' ' Mechanical Superintendent " . . . Port Colborne Harbour, Report of Engineer in charge. Pottixger, Mr. D. See "General Manager " Prince Edward Island Railway: — Occidents Accountant and Auditor, Statements of the Capital Account Chief Engineer, Report of the Description and length of road Expenditure on construction Engineer of Maintenance, Report of the General Manager, Report of the Length of line Mechanical Accountant, Statements of the Superintendent, Report of the Rolling Stock Superintendent, Repoit of the Working expenses Quebec Canals. Report of the Superintending Engineer. Beauharnois Canal Carillon and C renville Canals Chambly Canal Closing and Opening, Dates of . . . Depth of water on the several mitre sills Fines and damages Grenville Canal enlargement Lachine Canal Soulanges Canal St. Anne's Lock . . St. Ours Lock II II II II II II II II II II II I II II II II II II II II II II II II II II II II 8 II II Railway Subsidies :— Cash subsidies paid ii of fixed amounts Chief Engineer's report, reference to < rrant of loans I. used iron rails Loan of ■■ Subsidies voted for railways Subsidy Acts passed : — Cash grants Rapioe Plat Canal : — Description of route Expenditure od Capital Account Enlargement and construction. Superintending Engineer, Report of the . Rheaume, Mr. L. X. See " St. Lawrence District " II Richelieu and Lake Champlain system of navigation II Rideau Canal :— Expenditure on canal | I Description of route II Operation and maintenance II Perth Branch j II Sketch showing section of lock II Superintending Engineer, Report of the II Water on mitre sills II III III II III III III I III II I II 48 59 184 143 177 64, 124, 128 137, 151 138 19 58 40 59 25 184 190 INDEX SESSIONAL PAPER No. 20 Part. Page. River St. Lawrence and Lakes- Description of route Expenditure on surveys North Channel, improvement. . It St. Sadlt Sik. Marie Canal :— Construction Description of works Expenditure Maintenance and operation Superintendent, Report of the. ,. Improvement work, Report of the Engineer in charge Sketch showing section of lock Schreiber, C, Report on Western Division of National Transcontinental Railway. Shannon, Mr. L. S. Sec "Accountant of Department" Sharp, Mr. G. A. See "Superintendent of P. E. I. Ry" Soulanges Canal : — Construction Damages collected Descri ption of works , Engineer, Report of the * Expenditure Operation and maintenance Sketch showing section of lock Water on mitre sills Stewart, Mr. W. A. See "St. Lawrence Canals" Subsidies. See " Railway Subsidies " Superintendent of P. E. I. Ry., Report of the Ste. Anne's Canal :— Description of works Expenditure . . «. Operation and maintenance Superintending Engineer, Report of the Water on mitre sills Sketch showing section of canal . . . , Lawrence Canals— Construction : Galops Canal .... 'Gut dam ' Lockages EtapidePlat Canal, construction River Reaches Superintendent of operation, Report of . Water cm mitre sills Williamburg Canals St Lawrence District: — Cornwall Canal Fines and Damages Superintending Engineer, Report of the, on enlargement Su] erintendent of operation and maintenance, Report of Water on mitre sills St. Lawrence River and Lakes :— Description of routes Expenditure on surveys River Reaches, Improvement. North Channel, construction St. Ours Lock and Dam :— Description of lock Expenditure . ! ( Operation and maintenance Sketch Bhowing section of lock Superintending Engineer, Report of the Water on mitre sill. * I'i/i eb's Canal : — Description of works Expenditure on construction Operation and maintenance Report of Mr. Devereaux Sketch showing section of lock St. II I II II II I II II II II II I II II II II II I II II II II III II II I II II II II 51 9 168 56 25 :^7 181 180 24 105 3 130 27 166 53 156 26 36 24 162 171 3 130 57 16 38 158 163 25 II 167 II Hill II 175 II 167 II 161) II 171 II 174 1' 174 11 171 II 175 II 167 11 171 II 174 II 51 I !) 11 Pi!) II PiS II 60 I 20 II 38 II 25 II 159 II 165 II 62 I 5 II Hi II 191 II 25 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 Part, Tat Canal, expenditure. See also " Rideau " I Transcontinental railway communication II ;T~^Report of Engineer II Trent Canal :— Construction II Description of works II Engineer in charge — Report of I [ Expenditure I Operation and maintenance II Sketch showing lift lock at Peterbon > | II Superintendent — Report of the T I Superintending Engineer. Report of the II Walker, Mr. J. .T. Set " Mechanical Accountant " II Walsh, Mr. E. J. Set " Trent Canal Surveys " If Welland Canal : Damages to property II ! >escription of canal and branches II Engineer in charge of improvements at Port Colborne II Expenditure . . I < rrand River Feeder II Improvements at Port Colborne II Long Level, deepening portions Operation and maintenance .... Port Maitland branch Removal of obstructions Sketch showing section of lock . Superintending Engineer. Report of the II II II II TI II Water on mitre sills II Welland River branches II Weller, Mr. J. L. See ' Welland ('anal ' II WlLLIAMSRURG CANALS :— I >• 3cription of works II K.\ ] lenditure I Fines and damages II Operation and maintenance II rintendent of Operation, Report of II Water on mine -ills II William-. Mr. T. See " Chief Accountant and Treasurer " II Windsor Bbancb : untant and Treasurer. Statements of the II II II II II II Engineer of Maintenance, Report of the. I description of the road Earnings General Manager, Report of the. Length of rout.- Yukon Railway :— enditure. . . . Route described. 6-7 EDWARD VII. SESSIONAL PAPER No. 20a A. 1907 DEPARTMENT OF RAILWAYS AND CANALS CANAL STATISTLCS FOR THE SEASON OF NAVIGATION 1905 PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTED BY S. E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 1906 [No. -20a— 1906.] 6-7 EDWARD VII. SESSIONAL PAPER No. 20a A. 1907 CANAL STATISTICS FOR SEASON OF NAVIGATION, 1905. For the season of navigation of 1904 and 1905, all the canals were declared free, consequently no tolls were collected for the present year. The statistics as compiled show 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 present year, as per statements herewith presented. REVENUE. The total revenue, exclusive of hydraulic rents for two years, is as follows : — For 1904 $ 291,676 97 For 1905 356,405 68 By comparing the statistics of 1904 with 1905, it will be seen that the gross revenue has increased $64,728.71. The increases and decreases are as follows : — ■ On th Chamblv Canal ... $ Increase. 39,890 82 16,227 12 931 01 6,744 31 748 19 146 21 108 07 Decrease. St. Peter's Canal Murray Canal Sault Ste. Marie Canal Total .. 8 ii 67 02 64,795 73 $ 64, 67 02 728 71 Statement of the Revenue, together with the increases and decreases of all the Canals for the seasons of Navigation from 1891 to 1905, inclusive. 1891 8 350,351 97 1892 1893 1894 1895 1896 2,292 46 358,711 04 8,359 07 348,012 00 $ 10,699 04 L897. 1898. 1899. 1900. . 1901. 1902. . 1903. 1904.. 1905. 20a— U 307,824 67 283,211 41 350,061 03 346,758 87 341,679 23 291,652 37 269,116 25 250,949 57 227,577 93 333,086 86 291,676 97 356,405 68 66,849 62 105,518 93 64,728 71 1:0,187 33 2 1,6 13 26 3,302 i6 5,079 64 50,026 86 22,536 12 is, 166 68 23,371 64 •11. 1 lit 89 4 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 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 four years is as follows : — Quantity passed down to Montreal. Quantity on which kull tolls were paid. (Free for 1904.) To ports in Ontai io. Quantity from U.S. Port? to U.S. Ports. 1882. 1883. 1884. 1885. 1886 1887. 1888 1889 is: mi 1891 IS! iL' 1893. 1894. 1895. 1896 1897. 1898. 1899. 1900 1901. 1902. 1903. 1904 . 1905. Tons. 180,694 186,814 142.194 96,569 203,940 185,034 160,358 267,769 288,513 295.509 261,954 501,806 273,651 231.491 461,049 560,254 519.532 332,746 244,661 151,566 21 8,215 351,936 198,246 341,431 10,650 12,153 11,909 9,881 11,838 25,599 19,075 16,899. 6,805 8,942 25,555 16,699 32,096 73,386 53, 257 31,279 40.197 17.525 13,732 22,787 29,062 23,711 42,061 Tons. 63,881 121,876 104,537 117,346 151,551 134,868 169,664 213,766 245,932 202,710 201,540 222,958 203,979 133,823 160.372 157,756 144.612 68,011 84,589 S3. 370 81,164 111,828 102.523 129,270 Of the quantity of grain passed down to Montreal there were transhipped at Ogdensburg, in 1891,. 17,817 tons ; in 1892" 1,341 tons : in 1893, 71,445 tons ; in 1894, 23,030 tons ; in 1895, 18,987 tons; in 1896r 77,355 tons ; in 1897, 89,659 tons ; in 1898, 40,257 tons ; in 1899, 48,828 tons ; in 1900, 38,403 tons ; in 1901, 17,387 tons ; in 1902, 34,060 tons ; in 1903, 40,641 tons ; none in 1904 and none in 1905. 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 urgent request of forwarders and others interested 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 were reduced to 10 cents a ton on grain passing eastward through the Welland Canal, irrespective of its destina- tion, and the same rate of tolls for 1894 were allowed by O.C., April 16, 18? I. 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., April 23, 189G), the same rate of tolls 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 18H8 (O.C., June 1, 1898), the same rate of tolls was allowed as was granted for the year 1897. CANAL STATISTICS 5 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. Fni- the year H>04 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. 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 do-wn 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 decreased from -161,0-19 tons in 1896 to 341,431 tons in 1905 and the quantity passed down the Welland Canal from United States ports to United States, has decreased from 160,372 to 129,270 tons for the same years. The quantity of barley, buck wheat, 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 L893 147,610 L894 60,666 L895 51,114 1896 153,717 1897 228,611 1898 293,391 1899 209,170 1900 229,624 1901 227,700 1902 263,861 L903 253,959 1904 i54,625 1905. 148,377 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 1893 532,084 1894 288,015 1895 247.550 L896 495,898 L897 604,200 L898 575,097 1899 372,291 1900 295,928 1901 203,316 1902 242,225 1903 400,057 1904 220,076 1905 375,630 6 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 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 peas passed down the whole length of the St. Lawrence Canal to Montreal, is as follows : — Tons. For 1904 220,076 Showing an increase of 375,630 155,554 The quantity of grain and pease carried to Montreal via Canadian Pacific and Grand Trunk Railways, is reported as follows : — J Tons. For 1904 154,625 1905 Showing a decrease of. 146,377 '1.248 The quantity of grain arrived at the tide-water by New York Canals, is reported as follows : — Tuns. For 1904 226,867 1905 216,237 Showing a decrease of. 10,630 The quantity of grain carried to tide-water by the New York railways, is reported as follows : — T .n.. For 1904 3,048,573 1905 3,164,540 Showing an increase of. 115,967 The increases and decreases for 1905 as compared with 1904 on the several routes, competing for the carrying trade to the sea-board, are as follows : — Increases. Decrease. Increase. Per cent. 77 17 3 81 Decrease. Tons. 1 55, 55 J Tons. Per :ent. 6,248 10,630 4 11 H NeM York Canals 4 25 115,967 By reference to Appendix U, it will be seen that the quantity of freight from ports west of Port Colborne to the Uni1 ; orts, Oswego, Ogdensburg, Cargoes with an aggregate quantity of 35,560 1891, 77 ., ii " 90,153 1892, 89 „ „ 109,812 1893, 257 n .. 328,269 1894, 84 ii ,. 106,236 1895, 56 n n 73,987 1896, 158 ,i „ 217,978 1897, 197 m ,. 285,847 1898, 339 „ „ 464,852 1899,. 167 ii .. 205,571 1900, 259 ii ,: 163,5J5 1901, 135 „ ii 123,229 1902, 135 ii ., 136,652 1903, 219 „ .. 273,986 1904, 118 „ I. 150,359 1905, 235 " .1 273,344 Ninety-six Canadian and 19 American vessels took cargoes (if 180,206 tons through to Montreal intact 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 ton* in 1902 ; 23 Canadian and 2 American of 17,303 tons in 1901, 15 of 7,924 tons in L900, 2 of 558 tons in L899, 7 of 2,426 in 1898, 7 of 2,324 in 1897, 3 of 1,176 in 1896, 4 of 1,344 tons in 1895, 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 1S99, 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 8 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 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 1905 and the four pjevious years is given below. The total number of grain-laden vessels lightened at this port in 1905 was 50, against 57 the previous year. The quantity of grain lightened was as follows : — ■ Articles. Wheat . Corn. . Kye . . . Oats . . . Barley . 1000. 1901. Bush. Bush. 272,609 393,490 448,256 556,911 Nil. Nil. Nil. 76,236 Nil. 27,115 1902. Bush. 577,697 529,651 Nil. 5,824 Nil. 1903. Bush. 67H,302 834,718 13,768 2,765 13,242 1904. Bush. 175,117 408,976 15,353 9,686 1905. Bush. 679,840 104,027 WELLAND CANAL. The total quantity of freight passed on the Welland Canal during the season of 1905 was 1,092,050 tons; of this quantity 16,082 tons were way or local freight. There were 859,991 tons of freight passed eastwards, and 232,059 passed west- wards. Fast arid west bound Through Freight. The total quantity of through freight passed through the whole length of the Welland Canal during the season of 1905 was 1,075,968 tons. Of this quantity 848,007 tons were east bound and 227,961 west bound freight. Of the east bound through freight, Canadian vessels carried 369,866 tons and Inited States vessels carried 478,141 tons; and of the west bound through freight Canadian vessels carried 85,251 tons and United States vessels carried 142,710 tuns, or a total of 455,117 tons for Canadian and 620,851 tons for American vessels. ST. LAWRENCE CANALS. The total quantity of freight passed through these canals during 1905 was 1,752,855 tons; of this quantity 1,266,683 tons passed eastward and 486, 172 passed westward. East and west bound Through Freight . The total quantity of through freight was 1,080,278 tons ; of this quantity 827,720 tons were east bound and 252,558 tons were west bound. Way Freight. Of the total quantity of (way) or local freight 438,963 tons were east bound and 233,614 tons west bound freight. CANAL STATISTICS 9 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. 1891 309,953 14,060 1892 263,144 9,452 1893 508,016 16,54:. 1894 292,191 9,439 1895... 266,659 10,555 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 * • 278,32s 71,512 1905 448,704 72,482 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. 1891 306,257 247,543 553,800 1892 , 300,733 240,332 541,065 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 1893 277,023 210,516 487,539 1899 225,491 135,038 360,529 1900 218,969 99,560 318,529 1901 190,476 83,543 27 1,019 1902 224,110 44,919 269,029 1903 221,074 149,151 370,225 1904 165,337 87, 1 1 1 252,481 1905 190,547 111,749 302,298 The total quantity of freight passed through the Welland Canal from Cnited States ports to United States ports shows an increase of 19,815 tons, as compared with the previous year ; and a decrease of 251,504 tons as compared with 1891. 10 DEPARTMENT OF RAILWAYS AXD CAXALS 6-7 EDWARD VII., A. 1907 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 1905 inclusiye : — Fiscal Year. Aggregate number of Vessels. Total quantity transported on the Welland Canal. Quantity passed from United States ports United States ports. • 1867 1869 1870 1871 . Season of navigation. L872 Number. 5.4H5 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 •>•>•} 2^766 2,725 2,384 2,202 2,399 1,547 1,568 1.787 1,433 1,595 Tons. 933,260 1,161,821 1,231,903 1,311,956 1,478,122 1,333,104 1,506,484 1,389,173 1,038,050 1,099,810 1,175,398 968,758 865,664 819,934 "686,506 790,643 1,005,156 837,811 784,928 ..80,135 777,918 878,800 1,085,273 1,016,165 975,013 955,554 1.294.823 1,008,221 869,595 1,279,987 1,274,292 1,140,077 789,770 719,360 620,209 665,MS7 1,002,919 811,371 1,019,568 Tons. 458,386 641,711 688,70< 747.567 772,756 606,627 1873 1874 656,208 748,557 1875 1876 1877 477.809 488,815 493, S41 1878 373,738 1879 1880 . . 284,043 179,605 1881 1882 1883 1884 1885 1886 194,173 282,806 432,611 407,079 384,509 464.478 L887 1888 1890 1891 1892 1893 1894 1896 • 1897 1898 340,501 434,753 563,584 533.957 ' 553,800 541.065 631,667 592,267 469,779 653,213 564,694 487,539 1899 . 360,529 1900 318,529 1901 1902 274,019 269,029 1903 370,225 1901 252,481 i<)or... 302,296 CANAL STATISTICS 11 SESSIONAL PAPER No. 20a The total quantity of freight passed through the several divisions of the canals during the season of 1905 is as follows : — Welland St. Lawrence. . Chambly. Ottawa Rideau St. Peters Murray Trent Valley . . Sault Ste. Marie Farm Stock. Forest Produce Manufac- of turea. Wood. Tons 1,899 243 1,520 8 3(i 9 292 71 Tons. 157,570 247,222 304,272 343,255 27,044 10,159 2,586 44,058 96,832 Tons. 79,708 138,118 9,262 375 5,080 4,551 10,085 76 138,132 Merchan- dise. Tons. 257,467 620,986 111,401 17,081 21,410 53,058 12,535 105 4,115,740 Agricultural Products. Tons. 597,305 744,630 21,891 9,101 6,322 12,673 4,206 700 1.122,1125 Total. Tons. 1,092,050 1,752,855 447,069 371,341 59,864 81.077 29,421 45,231 5,473,406 The total quantity of freight moved on the Welland Canal was 1,092,050 tons, of which 597,305 tons were agricultural products. On the St. Lawrence Canals the total quantity of freight moved was 1,752,855 tons, of which 744,630 were agricultural products, and 620,986 tons were merchandise. On the Ottawa Canals the total quantity of freight moved was 371,341 tons ; of this quantity 96,832 tons were the produce of the forest. STATISTICAL 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 the quantity carried by the New York Canals was 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 189,7, 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 of vegetable food carried by the New York Central, Erie and New York, West Shore and Buffalo Railways being : — Tons. In 1905 1904 1903 1902 1901 1900 1899 1S98 L897 1896 1895 L894 1893 I-9L' 1891 1890 1889 1SS8 Flour and grain only. 4,475,888 4,632,082 5,54S,603 <;.->.".l',263 8,334,001 6,053,0(15 6,211,827 7,060,5 12 5,673,638 5,183,540 3,798,574 L281,056 5,107,426 5,913,013 5,565,381 4,336,199 3,654,984 3,197,734 Tons. In 1S87 *3,847,766 L886 *3,S02,262 1885 4,105,594 I ssi 3,639,805 1883 4,422,461 L882 3,ss:,,557 1880 4,732,385 1869 1,087,809 12 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 The following figures are an abstract of the qurntities of vegetable food carried to tide-water by the canals and railways of the State of New York during thirty-seven years : — Canals. Railways. Tons. 1869. 1870. 1871. 1872. 1873. 1874. 1875. 1876. 1,302. 1,295. 1,850. 1,674. 1.745. 1,7^7. 1,305. 1,064. 1877 1.498. 1878 1,912! 1879 1,833. 1880 2,371. 1881 1,116. 1882 1,118. 1883 1,379. 1884 1,236. 1885 1,063. 1886 1,489. 1887 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897 1898. , 1899 1900. 1901. 1902. 1903. 1904. 1905. 1,539 1,166 1,296 1,167 1,092. 9371 1,452, 1,400. 602. 957, 744 653. 577. 472. 557. 4891 512, 36i; 346, 613 010 198 320 171 598 550 293 984 734 399 090 561 776 000 986 310 886 403 958 896 901 355 999 563 129 505 182 575 027 486 857 099 053 601 333 200 Tons. 1,087,809 1,766,457 2,205,589 1,870,614 2,036,992 2,791,517 2,343,241 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 Total. 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.'. 192,1 1117 5,608,498 6,187,016 7,103,475 6,100,283 5.004,333 5,801,461 4,876,791 5,168,904 5,292,148 5,387,169 4,364,692 4,951,880 5,504,100 4,657,736 6,851,012 6,599,989 5,681,185 4,401,079 6,140,722 (1,418.213 7,713,569 6,789,313 6,525,862 6,891,100 7,021,316 6,061,204 4.093.415 4,822,088 Proportions by Canals. Tons. •545 423 •456 ■472 •461 •387 •357 •270 •375 •341 •296 •333 •183 •223 •237 •253 •205 ■281 •285 ■267 •262 •212 ■234 137 •284 •327 159 156 116 •085 086 073 081 069 •081 •073 072 CAXAL STATISTICS 13 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 oanals and railways, the state canals carried : — Per cent. Per cent. i 1859 68-9 In 1887. 16 3 1888 18-8 1S89 15 1 1890 13-9 1891 13-4 1892. 9-8 1893 10- 1 1894 10-2 1895 97 LS96 8-5 1897 8-3 1898 t 6-9 1899 7-2 1900 52 1901 5-1 1902 5-5 1903 5-6 1904 : 4- (3 1905 4-5 The quantity of freight carried by the canals and railways was more in 1905 by 5,242,646 tons than the quantity carried in 1904, and an increase of 61,299,967^tons over 1869. 1859 68 9 1869 47 0 1871 1872... 1873. 38 40 34 9 1 9 1874 31 28 7 4 1876 24 6 1877 1878 28 27 3 1 1879 1880 23 25 7 1 1881 18 5 1882 1 883 19 18 0 7 1884 19 0 1886 16 1 9 The quantities carried were as follows :- Total Tonnage. In 1859 5,485,076 1869 12,453,174 1870 15,148,274 1871 15,844,152 1872 16,631,609 1873 18,200,208 1*74 18,283,547 1875 17,101, 75S 1S76 16,948,627 1877 17,489,770 1878 19,017,301 L879 t 22,590,766 1880 25,706,586 1881 27,857,394 1 882 28,693,054 1883 30,167,119 1884 26,293,844 lss5 * 27,543,948 1886 31,168,744 1887 34,029,791 1888 26,244,610 1889 35,466,042 Proportion by canals. ■6890 •4705 •3895 •3896 •4012 •34 97 •3174 •2841 •2462 ■2833 •271!) •2373 •2512 •1859 •1905 •1877 •1905 •1718 •1698 •1632 •1883 •1514 14 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Quantity of freight carried — Concluded. Proportion Total Tonnage. by canals. 1890 37,624,199 -1394 1891 38,524,179 -1343 1892 43,618,569 -0982 1 893 42,953,233 -1009 L894 37,916,412 -1024 L895 36,170,339 -0967 1896 43,756,051 -0849 L897 43,711,512 -0828 1 898 ... 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 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. L893, Wli eat 2 o 5 3 5 2 1 2 0 3 6 4 1 2 7 2 5 1 9 2 5 2 2 1 6 Year. Wheat. 1 S94 1895 1896 1 897 1898 1899 1900 1901 1902 1903 1904 1905 1 2 1 9 1 7 1 5 1 5 2 5 1 8 1 6 1 5 1 4 1 5 1 7 Average twenty-five years. o. o CA.XA.L STATISTICS 15 SESSIONAL PAPER No. 20a X — — ■ t^t— a i rx c 1 ■ ?o m X ™." S5 to CO • a N 01 1 g is x .as a fN . is -r — — 0G ■ • a a . a S — x ; o a - "H a ua oi a • oi a us , . a b--r • x a a ■/. i* :in a a 3 ~" Eh -r :- ' i~ X X in i-i . a 3! *h os — • • a i- co t—-r a tf « n a in • 'X CO so ^ •Ma . . in am . t- trl . X < i— i—i N h» • i^ a a X a a -ax -f •- a: t~ IN • IN T ao a' ief x' t- i-i n . a © us -f N . CO ■ 1 t~ - — in l~. -r a is i- — N tip T — • £ US© iH IN a '"'-r -^ | ©" chom:i >c 05 US •/. 2 X "X — — . — - 1 f2 2 ,H "s CO © CO 1 "rt -U as C ^ ;H >. s 41-ggs rf - H ri "i > - _ — - •_ 2 P4«!S -f • © a — X X s ... oo ■ • • ■ -r • .... -) . • a ■ •* CO | X i-i t~ N CO a" i -f in 1 1 ; X CO" . -* a O IS CO ■H" co us ih • • • (N l-H — s a a t~ 1 O) in" , a' a (N -if CO co -co -m a ^ -^ -f X • ©1-1 • -r us in © N a is" CO CO © SO us -a a i-l -x •© ts • a ■ a CO - X • IN • • ■ • -us ©a x t- rH CO t: 1 & us -r a i-i a" | co" 0) l- S<1 00 © © • N • x in x o IS CM N CO ■ x • • th • m a a • - T. £ T. 35 X X - r - r ■- - - - /. X o x~ : "oo — x '-£ !_; t-1 1: :4 ?! I- N -: <~ c r? -^ f- ~ u~ i ."• ~ lOiosi-iQ'ii'cooias^1! M X l- X »ooxnn*o:i xs:r.; v; t^- x ic • 3 ti l~ S 5 — ' — — x ?: x i- :? "Zm — : • -' — O -} S^NHOCHG o — — w f-— S r. x -^ so y. s — — r: — r: ;■) — .- - m - ?i — x -^ y. i- ri — — — x r~ x — i 1 1 r: .-: u- — t= -^ ti — x 2 — =3 — — M ~ C :.i cc ~ — x — x — t^ c -r r; ?i S i- ri c~ ~,'r-.~ ~."~.~ l~ -. — I x. L~ ' — ' N X* — F — ' ff» C«S ~' — Tl' ~r X* 0C =' ~ fc fc - = ri » = ■/.= *'■ = bc'S ^ — '— Ph C — ?- " § -I. Z ^ 7 CANAL STATISTICS 17 SESSIONAL PAPER No. 20a The United States canal was open to navigation during the season of — days. 1889 1890 1891, 1892. 1893. 1894. 1895. 1896. 1897 1898- 1899. 1900. 1901. 1902 1903. 1904. 1905. 234 228 225 233 219 234 231 232 234 241 231 238 230 256 249 223 245 The Canadian canal was open to navigation during the season of — 1895 .., 87 days. 1896 1897 1898, 1899 1900. 1901. 1902 1903. 1904. 1905. 218 238 243 239 238 246 264 256 241 255 The average number of vessels passing per day through the two canals for the season of 1905 was eighty-seven. R. DEVLIN, Compiler of Canal Statistics. Ottawa. Exports by Lake from Chicago to Canada during the Season of Navigation in 1905. (From Report of Board of Trade of Chicago.) Commodities. Quantity. Value. Flour Tons. . Bushels. 2,044 4,800 3,784,024 2,390,953 128,913 800 1,085 3,565 1 10 181 $ 81,233 4,080 2,143,686 746,946 52,308 23,954 14,362 52,105 Wheat . Oats Barley Oil cake . . Beef Pork Oil Total value 57 23,244 $ 3,142,030 20a— 2 18 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 o -c O ? fe W « ^r— H -a -l-KCHotW' (■!■ «-j ■ ii»-ix->x-4x-ix-ix.-4x.Hix-ix-ix. ij1 M" I'i" < ;■ tl <)«!•» .-w»xiax«3xiax>ax -in-?:-/-*.: r~ /:: ir.ir.i-. i.r.ir. i -or..-. / .- i .-/■■--./..-/. 'S06I Suuup paddies ^uaq.w o\£ -it?: /^'/.-»x-»x-«o I- i- ir.iri-- I -i-f. !■!■ « |igi W C^l (M C) N C. CO ££ 'SOOT Saunp paddiqs anaq.w o^; O > ** -ffi-in-ffHiH:!-^1 it 1 1 « j ■ »■ j ''Mo . |.f. 1 1'. i.|. .ri-M-^-r: •*:: -■: t ^^•t'M<^eccOl^5WcCMl^:cccoccccrOMcoecc'5l^5MeoM(^oeccc^:coc<5■*,•,*T><•^, . -. .r.H-^WO-WW-iri-lti-ri-M- ti— r-i — ~-r-+T"r^:T-:i-,:'-:^-r:--:i Hr. . . :-«H>« -no Kxfft»t»i-fM>t-« i ( |., <.j. ■ |.| iix. h i |. i sr.rr.-ri-. r.-ri — —•>■- c-,ri— ;«i-rn'/.-4ci r >.- x.c:x-*-t-*x-t-t— iXHX-)x-4ri-t:t— :i— ctx xr:.x-4-r-4x?:( 'S = = &■ = = C = = = S r>vr:rr&crr CANAL STATISTICS 19 SESSIONAL PAPER No. 20a Average Lake Freights, The following statement shows the average rates of lake freights on wheat and corn between Chicago and Buffalo during each month in the past ten years, the highest and lowest rate on wheat in each year, and the average rates on wheat each year in cents, per bushel : — (Per Report of Secretary of Merchants' Exchange, Buffalo.) May. June. July. Aug. Sept. Grain, bushels. cts. cts. cts. cts. cts. 1QQA(Wheat 1-6 15 12 13 14 185,6 \ Corn 1-4 1-3 11 12 12 Highest rate, wheat, 1896, '2§c. ; lowest, \\c. ; average for the season, l"7c. 1SQ7 (Wheat.... '. 1-3 1-2 13 15 2& 185"\Corn 12 11 12 14 18 Highest rate, wheat, 1897, 2§c. ; lowest, lc. ; average for the season, l"5c. 1SQSJ Wheat 1-3 01 09 12 14 185,8 \ Corn 12 08 08 11 13 Highest rate, wheat, 1898. 3|c. ; lowest, 1| ; average for the season, 1 "5c. looo/Wheat 20 20 22 2 5 31 185,J\Corn 1-8 19 20 23 32 Highest rate, wheat, 1899, 3fc. ; lowest, ljc. ; average for the season, 2 '5c. lonrylWheat i'8 19 21 1-6 1-7 i3WlCorn 1-6 17 20 1-5 16 Highest rate, wheat, 1900, 3c. ; lowest, \\c. ; average for the season, l'8c. 10nl/Wheat 1-9 1-5 16 13 1*6 1JU1\Com 18 13 14 12 15 Highest rate, wheat, 1951, 2^c. ; lowest, l^c. ; average for the season, 160c. 10n9f Wheat 1-3 13 12 16 1'5 1JUJtCom 12 11 • 11 14 14 Highest rate, wheat, 1902, 2Ac. ; lowest, l|c. ; average for the season, l"5c. TQA-jf Wheat 1-4 13 13 12 12 15,u,i\Corn 1-3 12 12 10 10 Highest rate, wheat, 1903, 2^c. ; lowest, l^c. ; average for the season, l'4c. 1 on i I' Wheat 25 17 10 12 12 1JW*\Cora 25 1-3 08 10 11 Highest rate, wheat, 1904, 3c. ; lowest, lc. ; average for the season, l'5c. 1QftK/Wheat 11 13 13 14 14 1,JlCorn 10 12 11 12 13 Highest rate, wheat, 1905, 3c. ; lowest, 1 £c. ; average for the season, 1 ' 7c. Oct. Nov. cts. 20 19 cts. 21 19 18 17 15 14 25 23 23 21 35 34 2-5 23 17 15 20 1-8 13 1-2 20 12 1-7 16 1-9 17 14 13 1-8 16 13 12 16 15 22 20 2 8 27 Lake Freight from Duluth to Buffalo on Wheat (as reported by the Secretary of the Merchants' Exchange, Buffalo, N.Y.) The following statement shows the lake freight rates on wheat from Duluth to Buffalo, during the season 1905 : — April May June July Aug. 8. 27 5.. 15. 20. 2.. 10. 30.. 1.. 12.. 17. 1905. Wheat. Bushels. cts. n 2 1* lv -i I? L| iflf 1§ 1* IS 14-2 1905. Sept. 13 28 Oct. 2 3. .. . 4 11 16 18 24 28 Nov. 14 to close Wheat. Bushels. Cts. 2 II 2f 3 3* 3J-3A H 8| 4 34 20a— 2^ 20 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 In 1885 the range of freights on wheat, Duluth to Buffalo, was H to 5c. ; in 1886, 3 1 to 8c. ; in 1887; 5 to 8c. ; in 1888, 2 to 5c. ; in 1889, 2 to 5c. ; in 1890, 2 to 5c. ; in 1891, \\ to 9|c. ; in 1892, 2\ to 4c. ; in 1893, 1£ to 3£c. ; in 1894, 1^ to 3c; in 1895, 2 to 6c; in 1896, \\ to 3c ; in 1897, 1 to 2£c. ; in 1898, 1 to 3|c. ; in 1899, 2^ to 6c ; in 1900, H to 3fc ; in 1901, \\ to 3fc. ; in 1902, 1 to 2|c. ; in 1903, \\ to 2fc ; in 1904, 1 to 5c ; and in 1905, H to 4c per bushel. The first departure by lake, at Duluth in 1904, was May 14 ; in 1903 was April 9 ; in 1902 was on March 31 ; in 1901 was on May 6 ; in 1900 was on April 22 ; in 1899, • >n April 29 ; in 1898, was on April 16 ; in 1896, on April 22 ; and in 1895, on April 21. In 1894 season opened on April 19 ; in 1893, on Mav 8 ; in 1892, on April 21 ; in 1891, on April 30; in 1890, on March 26 ; in 1889, on April 20 ; in 1888,- on May 12 : in 1887, May 4 ; in 1886, on May 7. Wheat was shipped at Kingston, Canada, per bushel, during the season of 1887, at 6{ to 7fc. : in 1888, at 4 to 5c ; in 1889, at — ; in 1890, 5|, 5|, 4^, i{, 4c : in 1891, during May, 3f, 3.1,, 2£c.; during June, 3c: and on July 25, 2hc; in 1892, 5c in April ; 5 to 5£c. in May ; 4c in June ; 4|c in July ; 3c in August ; 6 to 6^c in Ootober ; in 1903, ranged from 5> to 4.',e. in April : 4 A to 4|c in May ; 4 to 3£c. in June ; 2| to 3c in July; 3h to 3|c in September; no figures quoted after that date. In 1894 ranged from 3 \ to 3hc. in May ; 3Jc in June ; 2^c in July ; 21 to 3|c in August ; 4c in September, and 4 Ac in October. On August 25 and November 3, 1894, wheat to Ogdensburg, at 3^c and 4 Ac respectively. In 1895, wheat to Kingston from 3c to 5c. In 1896, wheat to Kingston from 3c to 5 Ac; and in 1897, wheat to Kingston from 3c to 3hc, according to time of year; 1898 to 1899 not given. Lake Freights from Toledo to Buffalo on Wheat. The following statements show the ruling rates of lake freights on „wheat from Toledo to Buffalo, during the season of 1905 on the dates specified, as reported by the Secretary, Merchants' Exchange, Buffalo. Date, 1905. Wheat and Corn per Bushel. Date, 1905. Wheat and Corn per Bushel. ( >j>ening to April 1 Cts. 1 Cts. U-H The range for 1886 was If to 3c; for 1887, 2\ to 3c; for 1888, H to 2£c.; for 1889, If to 2c ; for 1890, 1£ to 2c ; 1891, 1 to 3c ; for 1892, 1± to 2£c. ; for 1893, 1 to 2c. ; for 1894, 1 to 2c; for "1895, 1 to 2£c. ; for 1896, 1£ to lfc ; for 1897, 1 to l^c ; for 1898, 1 to lie. ; for 1899, H to 2c ; for 1900, H to 2c : for 1901, l{ to He. : for 1902, 1£ to 2c ; for 1903, 1£ to He. ; for 1904, 1 to lfc. ; and for 1905, 1 to He. per bushel. From Toledo to Ogdensburg, wheat and corn shipped at 6 to 7c in 1887 ; at ih to 6c for wheat and 5c for corn in 1888 ; and 5 to 5|c for wheat in 1889 per bushel. From Toledo, on October 8, 1887, corn shipped to Kingston at 3|c, and on November 12, at 4jc per bushel. In 1888, corn, Toledo to Kingston, 4^ to 3c ; and wheat at 2>h to 3c per bushel. In 1889, wheat, Toledo to Kingston, 3c; and in 1891, rye, Toledo to Kingston at 3c per bushel. From Toledo, on June 2, 1887, wheat shipped to Mon- treal by propeller at 6ic ; on June 14, corn at same price ; but on September 26, the rate on corn was only 5c per bushel. In 1888, corn, Toledo to Montreal, at 6 to 5|c, and wheat at 5ic per bushel. From 1889 to 1899, no shipments to Montreal or other places in Canada reported. CANAL STATISTICS 21 SESSIONAL PAPER No. 20a Canal Freight from Buffalo to New York. The following shows the changes in the ruling rates of freight to New York from Buffalo, on the days specified in 1905 (as reported by the Secretary, Merchants' Exchange, Buffalo). Date, 1905. May 4. . June 1 . „ 12 Aug. 28 Wheat, Bushels. Cts. 4 3* 33 33 Corn, Bushels. Cts. 3i Date, 1905. Oct. 3 ii 10 ., 14. „ 28 N ov. 2 to close Wheat, Bushels, Cts. Corn, Bushels. Cts. H 4 H 4g Freight on oats varied from 2 to 3|c. per bushel. Pine lumber, per 1,000 feet, was carried from Buffalo to Tonawanda to New York as follows: Opened at $1.85; June, $1 .85 ; July, $1 .90 ; August, $1 .90 ; September, $2 ; October, $2 ; to close, *2. Rates to Albany opened $1 . 50 ; June, $1 . 50 ; July, $1 . 50 ; August, $1 . 50 to $1 . 75 ; September, $1 . 75 ; Oc obsr, $1 . 75 to $1 . 85 ; to close at $2 to $2 . 10. AVERAGE CANAL FREIGHTS. BUFFALO TO NEW YORK. §J53SThe following statement shows the average rates of canal freights on wheat and corn between Buffalo and New York during each month in the past ten years, and the highest and lowest rates on wheat and average rate on wheat on each : — (Reported by Sec. Merchants' Exchange, Buffalo.) Grain. May. June. July. Aug. Sept. Oct. Cents. Cents. Cents. Cents. Cents. Cents 37 37 37 3 7 37 38 3 5 3 5 35 3 5 3 5 36 Cents. 1896 1 Corn 35 Highest rate, wheat, 1896, 4c; lowest, S'lc.; average for the season, 37c. 1ft07/ Wheat 26 22 23 25 3 3 i0,"\Corn 22 18 20 2 2 28 Highest rate, wheat, 1897, 3 "5c; lowest, 2c; average for the season, 2 "8c. 18qo/ Wheat 30 29 28 27 26 oyo\Corn. 2-5 23 24 2 1 22 lowest, 2"5c. ; average for the season, 2'8c. 25 2 7 2 4 25 2 5 23 23 2 1 2 1 22 lowest, 2'5c; average for the season, 2"8c. 4 22 2 3 23 2 2 21 20 21 20 20 lowest, 2c; average for the season, 2\5c. 3.4 3 2 3 2 3 2 33 27 2-8 2-8 29 31 Highest rate, wheat, 1901, 4§c.; lowest, 3}c; average for the season, 3'5c 1(|n9f Wheat 40 38 33 33 38 1JUJlCorn 36 34 31 31 35 Highest rate, wheat, 1902, 4£c; lowest, 'S'ic; average for the season, 3'8c lqno/Wheat 41 41 42 42 40 lwo|.Corn 37 37 38 3.8 36 Highest rate, wheat, 1903, 4Jc; lowest, 3|o.; average for the season, 4c ,00,/Wheat 35 3 2 2 7 26 28 ^""(.Corn 30 27 24 21 24 Highest rate, wheat, 1904, 3Jc.; lowest, 2ic; average for the season, 3 "2c 1Q0=/Wheat 40 34 33 33 3 6 lwolCorn 36 3 0 30 30 3 2 Highest rate, wheat, 1905. 5c; lowest, 3gc; average for the season, 3"9c Highest rate, wheat, 1898, 3'4c. iqoo/ Wheat 1899 (Corn Highest rate, wheat, 1899, 4 "6c. 1900 {Sn*! Highest rate, wheat, 1900, 3ic. iqoi/ Wheat 51 \ Corn. 35 3 » 4 3 41 Nov. 4-1 3 8 Note. —Canal; free of tolls since 1882. 22 DEPARTMENT OF RAILWAYS AND VAX ALU 6-7 EDWARD VII., A. 1907 FREIGHT, TOLLS, ELEVATING AND STORAGE RATES COMPARED. The following statement shows the receipts of grain and flax seed at Buffalo, the average canal freight on wheat, and the tolls on wheat to New York, and the elevating and storage rates at Buffalo for a series of years (as reported by Secretary, Merchants' Exchange, Buffalo) : — 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 . Year. Grain received. Average Canal Freight on Wheat. 105, 56, 51, 65, 58, 52, 75, 87, 73, 92, 91, 135, 138, 140, 105, 121, 172, 204, 221, 153, 157, 132, 124, 140, 100, 126, usb. Cts. 208,039 319,313 11- 12- 703,666 498,955 660,198 13 ( 11- io- 833,451 207,121 822,292 7- 6' 7' 828,443 6' MN9.76X 6- 133,009 389,827 501,503 722,080 011,800 671,090 570,850 073,570 .977,390 6- 4 5' 4- 4' 3- 5- 4' 3- ,290,550 994,680 315,510 4 3- 3 ,872,5(50 ,796,410 ,435,577 3 4- 3 ,225,497 2- ,474,664 ,964,103 ,383,945 3 2' 2- ,393,184 ,655,968 3 2 ,646,828 3" ,624,386 ,438,822 ,838,000 ,465,729 3" 4 3 3 Tolls Elevating, on including Wheat. Storage. Cts. None. do do do do do do do do do do do do do do do do do do do do do do Cts. § aO Note. — Prior to 1870 tolls 6 '21 cents per bushel, and the elevating charge 2 cents per bushel. * Including flax seed. CANAL STATISTICS 23 SESSIONAL PAPER No. 20a AVERAGE FREIGHT CHARGES PER BUSHEL. For the transportation of Wheat and Corn from Chicago to New York for a series of years. (From Report of Board of Trade, Chicago.) Year. Corn. Wheat. By lake and canal. By lake and rail. By all rail. By lake and canal. By lake and rail. By all rail. 1858 a a a a a a a a a a a a a a a a b b b b b b b b b b b b b b b b b b b b b b + + -*- + + + + + + + + S 127 1570 0833 1062 0957 063 09 0864 1075 0511 0604 0584 16 0754 1072 0816 0382 034 0875 0959 0883 1049 1341 0777 0672 0803 0655 063 0845 0850 0671 0f>32 0593 0632 0595 0718 0493 0450 0575 0453 0381 0508 0407 0461 0483 0485 0363 0476 $ :2355 •2220 •2372 •2660 •2298 1388 1303 1079 1406 1053 • 1220 1443 0942 1028 11 •085 0801 ■ 1120 1120 1026 0819 0732 0753 0721 0797 0650 0640 0615 0692 0441 0583 0472 0516 0551 0578 0482 0519 i $ 3619 3248 3248 3881 4480 4592 5600 4188 4312 4176 3532 3320 28 2968 3266 2893 2450 2240 1574 1890 1652 1456 1748 1340 1350 1512 1232 1232 14 1470 1354 126 1136 1400 1296 1365 1232 1029 1050 1143 0980 1008 0919 0921 0994 1054 1038 0940 a a a a a a a a a a a a a a a a b b b b b b b b b b b b b b b b b b b b b b + + + + + + + + + s 1550 1663 095 1210 1062 072 0952 0894 1377 08 0802 0651 0677 0687 1110 0917 0400 0378 0982 1109 0996 1187 1313 0867 0723 0901 07 0654 0910 0950 0705 0692 0676 0695 0645 0766 0511 0486 0619 0522 0445 0581 0449 0511 0526 0540 0473 0553 s 3861 1859 2520 ' 2250 3480 1860 3480 1861 1862 1863 4158 4800 4920 1864 1865 1866 1867 1868 1869 1870 60 4488 4620 4475 3784 3557 30 1871 2542 2950 2461 1709 1389 1136 1546 1209 1313 1580 1049 1091 1163 10 0902 12 12 3180 1872 3499 1873 3102 1874 2625 1875 2400 1876 1877 1686 2050 1878 1770 1879 1774 1880 1980 1881 1882 1883 1440 1447 1620 1884 1320 1885 1320 1886 1500 1887 1575 1888 1114 0897 0852 1450 1889 1890 1500 1430 1891 0857 0759 0848 0700 0696 0661 0742 0491 0663 0510 0554 0589 0637 0550 1500 1892 1380 1893 1463 1894 1895 1320 1189 1896 1200 1897 1250 1898 1899 1900 1200 1160 09% 1901 1903 1904 0988 1062 1129 1112 1905 0640 0990 a To Buffalo only, b Including Buffalo charges and tolls. X Exclusive of Buffalo charges. 24 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 FOREIGN FREIGHT RATES. Annual average Freight 'Rates on Grain, Flour and Provisions (per 100 lbs.) from Chicago to European Ports, by all Rail to Sea-board and thence by steamers. Shipped to Articles. 19 05. 1904. 1903. 1902. 1901. Provisions 8 1916 2240 3849 2000 2250 4323 2023 2364 4088 4370 4575 4542 4553 4866 5147 4818 5145 2019 2100 3656 2238 2320 4406 2150 2225 4406 482S 4600 4200 4200 4688 4969 4688 5625 5 2268 2519 4190 2443 2538 4688 2356 2519 4406 4969 4700 4200 4200 4969 5250 1 4969 1 5625 S 2085 2350 3625 2175 2275 4188 2175 2400 3906 4150 3900 4000 4000 4200 4500 4200 5125 2147 2300 3600 2410 2438 4516 Sacked flour Provisions 2323 2550 4475 4625 Amsterdam Copenhagen " ::;: .:::::. 4400 4500 4500 4775 5325 4775 5425 LAKE FREIGHTS ON COAL FROM BUFFALO TO CHICAGO A!ND OTHER PORTS. The following statement shows the average freight rate on Coal per net ton, in cents from Buffalo to the ports named, during the seasons of 1904 and 1905. (Buffalo Merchants' Exchange.) 1904. 1905. Freight on hard Coal, Buffalo to Chicago, per ton 43 44 32 46 Duluth 45 39 CANAL STATISTICS 25 SESSIONAL PAPER No. 20a Statement showing the Total Values of Foreign Merchandise transported in the In- Transit and Transhipment Trade of the United States with the British North American Possessions, during each year from 1871 to 1905. Year ending June 30. 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. Received for transit and transhipment from British North American Possessions. By Land. ! By Water. 6,035,585 8,237,859 11,700,787 12,695,590 16,890,022 21,301,262 10,835,642 10,314,534 10,098,998 15,265,177 15,200,967 24,665,029 26,382,370 13,043,498 12,755,686 9,593,344 9,377,041 6,309,024 8,303,171 13,524,298 18,065,925 21,346,413 13,807,662 13,501,664 14,068,922 13,408,578 17,665,422 27,277,049 28,248,759 33,346,150 37,680,071 46,761,353 45,026,422 38,565,646 33,785,940 1,918,475 1,038,310 1,693,906 1,468,100 1,152,555 1,290,640 1,636,053 1,889,524 1,982,097 1,869,570 1,801,079 3,878,149 3,420,450 375,729 767,927 1,267,676 2,127,680 2,033,793 3,032,952 2,477,612 1,714,545 2,581,842 4,077,911 3,840,429 5,552,940 6,735,027 6,928,401 12,059,935 8,312,962 10,781,749 7,066,038 14,948,545 16,460,954 10,378,161) 8,716,958 Total. 7,954,060 9,276,169 13,394,693 14,163,690 18,042,577 22,591,902 12,471,695 12,204,058 12,081,095 17,134,747 17,002,046 28,543,178 29,802,820 13,419,227 13,523,613 10,861,020 11,504,721 8,342,817 11,336,123 16,001,910 19,780,470 23,928,255 17,885,573 17,342,093 19,621,862 20,143,605 24,593,823 39,336,984 36,561,721 44,127,899 44,746,109 61,709,898 61,487,376 48,943,815 42,502,898 Shipped in transit to or transhipment for British North American Possessions. By Land. I By Water. 15,624,591 19,357,342 20,178,666 20,572 299 23,794,129 19,369,958 17,066,855 11,914,321 12,030,635 16,388,673 22,828,270 36,613,465 38,389,318 22,120,587 19,105,476 19,428,867 20,178,365 13,347,876 19,299,966 24,788,152 25,185,706 23,989,746 20,151,432 17,974,332 18,752,226 18,335,373 18,430,841 22,792,971 22,593,761 27,996,981 27,899,903 30,518,576 32,349,527 32,388,050 28,214,191 Total. 2,781,884 4,685,448 6,605,518 6,938,430 6,006,166 5,049,930 1,910,298 998,364 858,952 653,430 527,994 982,019 923,250 818,798 594,982 812,212 2,009,590 2,063,780 2,849,263 2,547,052 2,697,317 2,714,368 2,568,679 2,207,884 2,970,068 3,453,043 2,232,835 3,457,667 2,941,282 3,481,290 2,655,676 7,090,090 3,178,199 1,792,925 1,870,526 18,406,475 24,042,790 26,784,184 27,510,739 29,800,295 24,419,888 18,977,153 12,912,685 12,889,587 17,042,003 23,356,264 37,595,484 39,312,568 22,939,385 19,700,458 20,241,079 22,187,955 15,611,656 22,149,229 27,335,201 27,883,023 26,704,114 22,720,111 20,182,216 21,722,294 21,788,416 90 663,676 26,250,638 25,535,043 31,478,271 30,555,579 37,608,666 35,527,726 34,180,975 30,084,717 Note. — This movoment forms no part of the import and export trade. 26 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Total Values of Merchandise received from British North America for Immediate United States to British North America, and so shipped, Year ending June 30. 1873. 1874 1875. 1870. 1877. 1878. 1879. 1880. 1881. 1882. 1883. 1884. 1885. 1880. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895 1890. 1897 1898. 1899. 1900 1901. 1902. 1903. 1904. 1905. Countries from which Received. British North America. Nova Scotia, Quebec, On- New Brunswick, and Prince Edward Island. 495,289 449,055 443,570 201,443 100,058 103,978 194,129 215,131 171,383 104,990 501,791 050,233 933,800 1,105,973 1,084,730 1,525,048 2,590,233 3,070,057 3,859,079 4,393,062 1,009,597 1,070,670 1,199,782 1,118,185 1,118,055 1,440,950 1.618,399 2,002,264 1,788,641 2,206,59" 2,191,174 1,843,249 1,465,006 tario, Mani- toba and the North- west Terri- tories. 2,894,164 13,616,344 17,342 933 22,134,275 12,092,619 11,627,114 11,606,832 16,782,315 16,758,108 28,205,083 29,204,031 12,574,953 12,280,483 9,303,804 9,000,175 0,417,701 8,355,178 12,449,772 15,310,945 19,005,704 10,404,425 15,049,881 17,774,108 18,038,931 22,497,151 35,590,039 30,073,205 37,057,930 38,382,558 54,332,135 55,023,403 42,269,796 37,094,040 British Columbia. 5,240 97,091 250,074 195,047 218,418 412,900 280,079 137,271 72,555 113,018 30,973 188,041 308,091 359,104 213,810 372,934 294,859 300,897 422,800 201,373 89,505 348,009 411,557 582,409 011,322 1.744,289 3,708,928 3,914,068 4,070,940 4,531,932 3,490,180 4,125,305 3,154,327 Newfound- land and Labrador. 1,137 "55 25 633 32,079 27,134 89,853 174,584 187,640 328,116 381,980 273,467 230,415 404,020 307,295 555,700 501,129 553,031 503,970 039,241 782,019 715,465 788,859 Total. 13,394,693 14,103,090 18,042,577 22,591,902 12,471,095 12,204,058 12,081,095 17,134,717 17,002,040 28,543,178 29,802,820 13,419,227 13,523,013 10,861,020 11,504,721 8,542,817 11,330,123 16,001,910 19,780,470 23,928,255 17,885,573 17,342,093 19,621,862 20,143,605 24,593,823 39,330,984 30,501,721 44,127,899 44,746,109 61,709,898 61,487,376 48,943,815 42,502,898 CANAL STATISTICS 27 SESSIONAL PAPER No. 20a Transit across United States Territory for Immediate Transhipment in Ports of the during each Year from 1873 to 1905, inclusive. Countries to which Shipped. British North America. Nova Scotia, New Brunswick, and Prince Kdward Island. Quebec, On- tario, Mani- toba and the North- west Terri- tories. 5.2*2.290 7,150,030 8,999,596 9,102,600 2,879,422 951,268 889,539 1,643,716 1,778,836 2,732,665 2,455,557 1,740,900 1,635,442 2,040,298 1,621,748 1,781,028 2,484,787 5,277,210 5,605,614 2,079,783 2,052,357 1,831,417 1,834,745 1,572,783 1,682,538 1,536,413 1,215.518 1,245,771 1,161,875 5,086,469 1,268,469 1,178,806 1,052,641 21,320,174 19,843,169 20,283,639 14,658,358 15,551,238 11,436,470 11,520,877 14,866,663 20,857,827 34,005,845 35,878,389 19,717,466 16,448,942 16,369,429 19,930,296 13,459,169 18,993,957 21,140,198 21,695,992 24,189,181 20,232,400 17,880,688 19,320,714 19,441,279 17,660,211 22,400,622 19,605,819 27,452,333 24,634,780 27,049,441 32,290,433 31,097,453 27,248,680 British Columbia. 181,720 317,534 517,060 658,836 544,018 524,013 476,824 531,436 719,268 855,784 971,307 1,475,833 1,615,293 1,825,178 635,841 370,322 665,527 913,106 547,144 428,188 409,055 463,471 558,991 772,586 1,312,797 2,294,356 4,686,559 2,730,612 4,687,000 5,441,234 1,949,975 1,865,573 1,735,442 Newfound- land and Labrador. 94 2,475 934 2,347 288 333 1,190 7,335 5,186 781 6,174 70 1,137 2,704 4,690 34,273 6,962 26,289 6,640 7,844 1,768 8,130 19,247 27,147 49,555 71,924 31,522 18,849 39.143 47,954 Total. 26, 27. 29 24. IS. 12, 12. 17 23, 37, 39, 22, 19, 20, 22 13 22 27. 27 26 22. 20 21 21 20 26 2B 31 30 3' 35, 34 30, 784, 310, 800, 419, 977, 912, 889, 042, 356, 595, 312, 939, 700, 241, 187, 611. 146. ,335, ,883. ,704. 720. 182. ,722. 788, 663, ,250, 535, ,478, ,555 ,608 ,527 ,180 ,084 184 739 295 888 153 685 587 103 264 484 568 385 458 079 955 656 975 204 023 114 111 216 294 416 676 638 043 271 579 666 -2<; 955 717 Year ending June 30. 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 28 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Total Values of Merchandise received from the Principal and other Foreign Countries in Ports of the United States to other Foreign Countries, Yeah ending June 30. Countries kkom which Received Great Britain and Ireland. 1868 186!) 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 S 664,576 891,698 210,455 473,915 633,231 144,815 832,900 657,276 304,197 732,085 084,510 795,340 311,139 898,052 911,637 242,222 038,694 064,186 142,644 977,200 707,240 «*60,647 604,427 879,851 334,783 387,339 641,622 531,083 420,751 513,324 931,226 594,043 152,099 771,394 782,353 583,099 491,354 581,822 Germany. 132,074 150,382 302,806 322,110 227,232 250,704 211,907 325,648 290,489 337,897 378,768 521,917 620,704 721,844 755,560 1,149,195 948,901 1,140,548 1,462,414 1,670,952 1,817,511 2,582,456 2,735,546 2,819,238 2,930,571 3,466,885 3,717,749 4,122,899 3,460,489 3,183,390 3,775,038 4,069,828 3,915,766 4,681,613 4,826,666 5,564,526 4,622,814 5,218,572 British North American Possessions. 4,864,209 5,852,678 7,215,973 7,954,060 9. 276, 169 13,394,693 14,163,690 18,042,577 22,591,902 12,471,695 12,204,058 12,081,095 17,134,747 17,002,046 28,543,178 29,802,820 13,419,227 13,523,613 10,861,020 11,504,721 8,342,817 11,336,123 16,002,384 19,780,470 23,928,255 17,885,573 17,342,093 19,621,862 20,143,605 24,593,823 39,336,984 36,561,721 44,127,899 44,746.109 61,709,81)8 61,487;376 48,943,815 42,502,898 Mexico. 14,967 60,715 103.977 344,179 174,104 286,607 151,920 115,527 226,315 158,852 146,822 222,320 239,655 217,444 380,100 281,309 408,124 308,293 216,078 111,635 120,497 296,654 639,050 565,338 1,383,455 1,652,200 1,858,367 2,515,091 1,797,161 1,903,924 2,625,521 3,519,942 4,245,695 4,659,259 5,303,403 6,681,984 7,001,399 5,545,098 Other Countries. $ s 4.263,621 1,570.157 2.373,474 1.707,037 3,309,227 2,049,422 1,367.573 1,913,200 2,227,422 1,847.102 5,737,904 1,284.402 4.503,869 926,390 1,759,308 1,785.947 2,962,963 1,686,789 1,095,451 1,460,793 3,041.'.O7 1,481,033 1,954,042 1,521,153 3,006,099 1,942,405 2,6-12,550 2,222,122 5,662,926 3,812,058 3,126,069 4,276,712 3,655,568 4.345,878 4 853,354 3,545.544 6,797,879 4,558,229 6,780,853 4,720,760 4,820,846 4,534,298 ii.054,736 5,052,610 9,759,256 5,898,763 6,977,901 6,475,119 11,054,445 8,936.22.s 10,131,171 14,426,669 9,916,742 19,031,011 10,420,277 10,465,981 11,668,243 13,272,521 9,589,820 13,275.822 4,763,587 11,587,069 8,372,450 10,910,462 9,316,066 13,793,937 15,680,902 14,821,842 10,598,013 13,305,527 10,190,900 15,478,227 12,763,500 17,197,008 11,391,223 18,525,147 CAXAL STATISTICS 29 SESSIONAL PAPER No. 20a for Immediate Transit across United States Territory or for Immediate Transhipment and so shipped, for each Year from 1868 to 1905, inclusive. Countries to which Shipped. Great Britain and Ireland. 2,025,023 2,693,525 2,946,053 4,031,319 2,743,494 5,114 175 5 391 201 7,229,912 11,791,200 7,758,501 9,577,050 8,175,951 10,856,579 9,122,079 11,592,806 11,089,865 5,288,389 7,235,519 8,510,097 10,052,219 6,853,195 9,233,659 10,656,465 11,968,808 20,141,862 18,511,287 18,394,865 20,562,325 20,022,263 24,809,259 33,27G,G96 29,695,600 37,383,450 37,506,242 50,307,083 51,137,598 39,310,136 33,504,288 Germany. 3,212,123 1,547,602 2.116,249 1 033,307 2 263,819 5,622,325 3,866,642 1,495,285 2,958,558 1,108, 2! IS 2,905,230 2,252,572 3,658,477 2,729,246 5,336,361 2,758,994 2,960,488 3,771,524 3,803,566 4,353,992 2,551,043 4,581,064 5,097,434 3,640,940 6,995,419 7,986,637 11,154,933 6,684,735 7,942,844 5,333,860 3,807,811 5,711,338 6,488,502 14,204,010 6,701,903 6,8M,163 8,623,603 7,226,276 British North American Possessions. 14,375,419 15,033,821 16,689,037 18,406,475 24,042,790 26,784,184 27,310,739 29,800,295 24,419,888 18,977,153 12,912,685 12,889,587 17,042,103 23,356,264 37,595,484 39,312,568 22,939,385 19,700,458 20,241,079 22,187,955 15,611,656 22,146,975 27,335,678 27,883,023 26,704,114 22,720,111 20,182,216 21,722,294 21,788,416 20,663,676 26,250,638 25,535,043 31,478,271 30,555,579 37,608,666 35,527,726 34,180,975 30,084,717 Mexico. 481,643 448,300 321,331 346,872 358,151 235,113 665,214 1,155,004 1,129,440 329,577 316,664 330,968 300,148 671,008 800,025 2,282,473 2,748,434 1,262,515 1,279,399 2,002,476 3,766,180 4,781,110 4,944,149 5,052,318 4,953,911 4,607,549 4,543,455 4,512,293 5,210,607 5,320,563 5,543,843 5,669,214 6,965,660 8,110,116 8,083,313 9,577,354 10,878,351 10,621,300 Cuba. 116,521 72,875 135,915 345,224 179,570 319,771 520,493 248,358 600,061 306,311 319,611 174,757 224,848 177,340 319,257 352,552 221,061 119,376 452,700 608,121 563,539 892,158 1,215,399 966,851 1,472,980 2,034,761 2,586,919 1,951,985 1,890,705 2,058,454 1,728,780 2,760,086 3,484,521 3,577,929 3,128,575 3,080,344 3,882,760 4,292,983 Other Countries. 1,304,875 1,299,861 983,275 1,211,840 1,797,496 1,993,617 1,096,387 757,429 1,163,508 776,933 1,305,908 1,272,032 1,775,594 1,648,121 2,421,526 3,081,875 2,656,635 2,346,146 2,751,423 3,561,358 3,997,596 5,768,287 6,450,301 7,985,977 9,299,451 12,089,492 16,645,187 10,243,561 12,907,932 11,874,291 10,411,607 10,657,165 12,751,058 12,407,243 14,696,320 15,811,933 17,144,125 17,935,196 Total Value of Merchandise received and shipped. 21,516,604 21,095,984 23,191,860 25,375,037 31,385,320 40,099,185 38,850,676 40,686,283 42,062,655 29,256,773 27,337,148 25,095,867 33,857,749 37,704,048 58,065,459 58,878,327 36,814,392 34,435,538 37,038,264 42,766,121 33,343,209 47,403,253 55,699,426 57,497,917 69,567,737 67,949,837 71,507,575 65,677,193 69,762,770 70,060,103 81,019,375 80,028,446 98,551,462 106,361,119 118,525,860 121,986,118 114,019,950 103,664,760 Year ending June 30. . . 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 .19(10 .1901 . 1902 . 1903 .1904 .1905 30 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 - < H — - < — - 2 '- — - •r -~i -4-3 <5 > ©* - fl « c - - "x ""= •- d r ~ « s = x Z ~ Sj &.S 13 m W IB =» a _ - i- z - -g ■*> c 30 Sc I -o i-t a 13 ,- rr ."= = - i. — ^-C; ^* 8 > 03 ~ • - r. la '" ■ J2 ■-*- ? 1 c tr. c H £ 03 > ir: t>.— . <-" ri c — ." i^vr-^ins^-t^t-rJXor^irt^xtn^irr^^i^Mt^-^ibis-o-fiaoo i- f r- t> r. ■/. - -i :] rn f r. :i - :i - ?i t n - - c n i- c r. c is n « a ■M^X^-X— SOpStCONSOSOa 35 35 t~X C ~ t~t--rCCC-T,Of o«Ki»i-f ttxx-ONT^Hcr.i-MM-ii'ri'Ni.i osios ,-r,-r,-r t~ vf ief c^~ — ' *f ^ ' -f — s — r -r — -^r — i - s c" © <-~' —' — " ~" © ~~ cf g» so ceot^'^'i-iasvOrincDioso^'oiaiQNoSi — > x ;i ri * • t c ec ,-1 1-- n 10 -.r x^ ©_ -r t~ 56 ~_ s> 3» » so so -r e i o so © = so 3 e i *j so x_ » w o't-^o t-T— i~— *-trt~i~'i- r - ~r rf 0o""»O — ' c*-r— '*.:' cfr! x' r i- cT cc* ■* i~ -)•" — -r -.r © x . r x ^ ri r. r. x c l- 1 1 c - - r- - i. ,.i Jt :i f r. r. - ~ i* t -r r. r. ti ?i - - k :i n n « « « « x « ?: M « ti n "i ti *i *i »- " " « -S v coxom-rc:-ri--cc — t-t-ixmoo — t~ i~ -r so ic — so x ~ n — os --C i- ic ?i ci-r.cn-r.?: -^ ec ic wooo fr-o5 1» io ~ — '. ?\ x' re" -r i~ so ^-* ?f r; ri -r 83 eS rA '- x m i~ ~ — rr. o o — -*• — O t-TC I- ~ •1- x- 35 — Z. - - X ir. ec .— t- — c x x x . iXci-Cr-'i-ntw-'tt-ai^iSN?) . * k x ;i : * x 1- k 1- x 1- -r x r ; r: :i - •- f c ; i> r. - ; I-.--: r. k 1 1- r. * l-. x - - ti-c c ot-c; m c i--r n ■/. 1 1 v •"". BOiH — Ti't-To'cf r t x -^ r. -c r- - C iT. X C t K - C ? 1 C H 1 - 2 ec JJ ^ fL'.NKi-r-T. -rr:c;xi-xCTi- xr; — l-x;i.--;?:xoi'5 i-rT-sKL'r.TXw.xr.i-xr.r.xx:] cc ^ i~ i- — -txri c_ ~v x^ r-T--* rC T- • zi '. -r cC t - rf — cT — ' o" r; ri* so" ~r so i-J N c' of o'cJ't^'rH i>' io* eeTi— 1 r-T n x c :i - : * s ; lc x c x ri r. r. " k c * k •- c ;i i- 1 ~ - k x ;i — r-n r- — — n ri ^ ?i :c ri ^: cc c: -f .- <.- •*■ 1- i~ \c i- 1^ ■■£ tc »to S5 ?D 0 . l- x k m r: x r- - ■; c x x x 7 "j £• * - :4 !; t ? " 2 ^ "• 5 K - ? v x ?i ^ S i- so sc : ^ 1- -r ^ cc 1- ;' -t K t- ti 5 -r ri i ic 51 f: — n x 5 — ri c 0 - „ -j< •- t ~ e I r 1 — 1^- ~ t- •— ir; ";C -r jT x -r ;^ ^r* m '^. ~ — C j; .J g x tj — cc g N*»o»"*H00OO»Hrt t-eoSS^eo«^aoS'* swS^o ©*_« ^-' 00 rf ~' ~' 1 0 t i \ ~ i ^r ^* c < 0 so ~" — " 00 — ' -r "^T i - -f -S x" ~' ~S -~£ ■* x* n x T ?i 0 i" 1 1- 1 - :i r. s r. - x n c ~ r. ^ 1 - 1 - l- -^ •; c n c - r. c * x 1 - 1 - Sfa3 •/. --? t< — - - - - ^ : 7.708,156 10,015,080 10,700,430 8.500,205 7,304,356 6,324,487 (.,767,170 7,511,365 7,430,862 5,838,928 8, 25! 1,308 12,118,371 25,089,844 26,573,774 224,183,299 lit, 144,667 21,380,666 M _* a — t. JJ£.X t~ SO — C: 0 X Tl f ^~ •^KX K - 2 3 ?' 3mioiga6QeO£9<3>eQ os rj U jj jh k -^ S 1 ■ - i~ rH 2 S x S c ^ cn x i-c ^ x i: ~i X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X CANAL STATISTICS 31 SESSIONAL PAPER No. 20a ^os'fio © © © „ a eo o 5Ci U- ;_■ -- f- 99 I - ~| — CO — . to l- i-i ec / 1- -r t~~ r— IN -r ec — :c — — <-. K l— IO — -r 93 — as cm * — 1 - — IN ,- 1 — -T — O O , - ^ * V tNI1 X T iO © -r t i - X t- OC'JXX JlMNtfJ l CM cm CM cm IN CM HHtNi-x-r?)- — — i- -r — -r x -r -r (M -r -r j: a — •" 3! 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Oi CM X T t- - x a ic -r i.C I- a -r i — 1 _ id •N J 1 1 — •o — ffi S t-i a cm a cc a -r r- — i - ,_( X t- — ec cm -r ^r NCC CM ^-j N N en CI CI CI e / a ONnto — w-> "^ ''"' '~t ^^ "— "H ** i-i .— i i-H 1-1 at h-iio ic-r iBxeiof" ai> — io © o io a a ic a a a x i - ci x M © »h i-i a W fc- -fxcct^oaaaaat^xi.cxi-— r-ci jTi-hci'v;'- ' t-Crl i~i n"i- -r ci a*a'x"a'irj © Cl N CC CM CM CM © CC — I N C) — © a 5 CC N cm cm a a t- r- a cm io x -r -r -r >-i ec cm cm i- cm x" ©*©*©*-«" arc" i-*iff a"ec*-r"i-ra* a"a"x cc cc -r -r ec ■* N ec ec cc ec ec -r -r i.c a a t- x a © — cm cc t in a i - x a © — n cc ■*■ 'C x x a a a a a a a a a a © © o o © • j x x x x x x^ x x x x x x a a a a a a o V 7. = 0 " N a 32 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 -Table showing the Tonnage of the undermentioned Articles moved Vegetable Food. Flour. 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 !i,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 1.07.-, 1,297 230 Wheat. 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 4S4.141 353,738 756,101 620,768 1,093,927 903,361 280,550 408,872 180,035 69,086 282,422 138,302 214,854 291,938 143,832 101,260 110,085 Corn. Barley. Tons. 256,47:. 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 Tons. 99,012 123,191 113,992 120,061 70,586 98,654 104,475 96,494 139,453 89,534 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 Oats. Tons. 92,309 117,941 129,891 92,959 70,028 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,f,7S 62,326 82,824 94,437 Rye. 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 77210 66,387 7,745 5,931 10,478 10.326 18,503 12,027 2,631 3,717 Other Vegetable Food.* Tons. 99,743 127,727 109,935 120,753 114J35 280,821 86,090 104,783 77,114 88,106 77,071 86,673 61,588 53,300 67,595 51,944 47,505 59,782 47,678 49,087 49,663 33,123 33,951 33,807 20,656 22,620 59,400 55,23<) 31,489 43,044 22,856 34,254 99,757 24,291 30,153 16,584 14,661 Apples, meal of all kinds, potatoes. CANAL STATISTICS 33 SESSIONAL PAPER No. 20a on all Canals in the State of New York, during a series of thirty-seven years. Heavy (4 OODS. Total. Railway Iron. Other Iron. Salt. Coal. Ores. Total. Tons. Tons. Tons. Tons. Tons. Tons. Tons. 1,302,613 137,677 79,052 263,333 1,324,408 183,992 1,989,062 1,295,010 135,930 89,708 266,740 1,558,185 238,802 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 1,405,439 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 1,522,358 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 33,309 682,167 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 79 30,110 100,080 774 538 90,656 996,093 ' 489,053 15 24,077 111,430 567,911 115,983 819,416 512,001 181 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 62,574 845,254 20a— 3 34 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 D.-Table showing the total Tonnage of the undermentioned Articles moved Up and Down Vegetable Food. Year. Flour. Wheat. Cora. Barley. Oats. Rye Other Articles. t 1869* 1872 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 Tons. 313,825 239,998 355,847 413,212 253,835 201,906 253,953 191,982 274,57M 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 Tons. 120,599 I 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 07,756 67,647 •210,758 116,444 180,921 Tona, 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 Tons. Tons. 904 64 3 513 917 1,454 2,439 Tons. 1,937 7,752 1,194 5,954 3,383 24,496 2,810 3,088 1,239 477 2,745 1873 3,777 1874 8,677 1875 6,337 1876 1377 3,198 2,355 1878 2,302 1879 440 1,016 1,844 3,226 1,642 1,320 2,444 1880 1,480 1881 2,086 1882 611 731 10,746 1,116 4,911 12,050 26,629 28,356 27,728 52,959 37,173 31,283 27,962 18,236 28,178 25,161 17,502 24,037 41,055 28,485 11,232 7,911 16,582 36,072 ! 403 1883 10,983 1884 9,168 1885 1,912 1886 564 14,657 1887 12,533 1888 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 13,608 1889 18,552 1890 20,876 1891 28,042 1892 32,815 1893 1804 36,981 60,673 1895 46,463 1896 1897 56,591 44,674 1898 1899 1900 23,182 18,460 14,815 1901 1902 1903 1904 14,024 12,963 13,994 13,184 1905 1,711 9,883 * Fiscal, t Apples, meal all kinds, pease, potatoes. CANAL STATISTICS 35 SESSIONAL PAPER No. 20a through the Welland Canal, during a period of thirty-five years, ended Dec. 31, 1905. • He \vy Goods. Total. Railway Iron. Other Iron. Salt. Iron andSalt having paid full tolls on St. Lawrence Canals. Coal. Ores. Total. Tons. 503,860 Tons. 68,064 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 1,351 5,636 6,715 145,193 13,866 172,761 419,786 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 3,072 159 977 203,608 207,816 169,309 486,421 185 6,245 54 2,819 158,866 1,140 788,974 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 1,444 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 8,190 533 4,800 47, .'592 58,400 99. 1ST 119,316 164,244 290,909 83 6,094 327 8,773 49,480 350,792 64 7,488 15,201 64,014 22,480 109,247 537,252 488 5,407 2,554 45,846 147,884 1H.323 220,502 373 568 | 11,381 9,957 1,093 4,164 1 113,525 39,683 179.803 576,9*9 2,051 10.912 226 1 4.221 1 172,642 22,381 213.033 20«— 3| 36 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 E. — Table showing the tonnages of the undermentioned Articles cleared at Buffalo and Tonawanda, for transit through the Erie Canal, for a series of thirty-seven years. VEGETABLE FOOD. Year. 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.... Flour. Tons. 5,609 8,258 5,607 5,859 231 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 Wheat. Corn. 62; 3 Tons. 490,904 502,158 570,849 330.032 737,167 650,161 695,315 377,317 398,416 775,953 892,404 897,603 386,605 586,019 535,150 767,784 540,533 955,851 914,152 469,965 457,922 329,531 733,967 611,177 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 Barley. I Oats Ton: 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 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 Rye. Tons. 63,728 89,156 106,391 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 Tons. 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 34,16' 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 Other Articles Tons. 2,193 6,906 5,7«5 88 634 237 3,372 4,691 4,976 6,662 7,528 4,256 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 Tons. 786,436 802,592 1,315,693 1,317,276 1,432,174 1,157,509 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 1,331,101 508,596 877,144 688,635 607,557 527,868 438,434 473,729 436,943 445,818 215,945 307,621 205 67-59 67 50 82 10 47 18 2938 55-52 109 08 9907 162 06 1175 996 5106 37 18 14 36 72 11 8564 3387 46 88 2123 27-18 10 69 77 43 69 26 11 53 * Apples, meal all kinds, pease, potatoes. CANAL STATISTICS 37 SESSIONAL PAPER No. 20a SxATEMaNT to Table E, showing the shipment at Oswego during the same period. VEGETABLE FOOD. Year. 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. Flour. Tons. 7,361 11,440 10,043 4,773 4,061 1,728 967 855 1,394 734 951 758 813 432 404 519 737 790 384 473 545 292 273 119 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 10,378 4,298 4,806 2.036 10,293 3,073 1,825 6,588 2,111 3,106 485 52fi 438 Corn. Tons. 28.5S5 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 S,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 Oats. Tons 1,113 3,953 1,806 684 670 1,103 3,308 117 316 200 416 L6 1,816 498 16 3,821 Rye. Tons. 8,569 7,402 6,250 6,751 6,019 7,053 4,989 5.703 6,603 10,598 16,623 12,598 14,444 22,265 14,384 12,173 4,613 1,671 716 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 6,556 5,222 3,110 5,996 4,027 7,773 1,967 2,819 2,945 4,814 1,370 2,196 1,003 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 54,969 39,410 18,558 17,620 40,584 14,465 19,623 20,449 10,407 12,546 4,906 6,266 4,472 8,809 8,951 4,695 11-05 J.106 36 59 50 80 914 52 67 62 67 52 61 65 21 52 51 49 43 56 82 52-65 73 00 73 43 77-62 77-88 82 02 95 82 77 61 79 47 85 28 93 07 93 43 84 84 94 23 93 01 92 37 96 12 94 61 9854 97 67 98 34 96-71 9666 98 25 Apples, meal all kinds, pease, potatoes. 38 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 F. — Table showing the Total Way and Through Tonnage of the undermentioned Articles cleared downward on the Welland Canal during a series of thirty-five years, ended December 31, 1925. VEGFTABLE FOOD. Year. 1869* 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. Flour. Tons. 44,110 26,648 30,660 24,017 13,930 15,735 13,588 8,854 10,588 12,467 9,655 12,205 13,256 13,626 13,322 19,418 23,940 ni.97:; 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 Wheat. Tons. 310,090 231,056 345,720 406,157 248,555 194,559 248,894 188,106 271,545 240,601 121,393 205,876 146,741 135,804 114,090 146,151 210,755 150,833 120,498 114,924 196,326 229,569 257,203 270,514 202,636 319,388 322,993 206,313 197,732 137,800 151,325 223,499 257,370 164,515 247,599 Oo Barley. Oats. Rye. Tons. Tons. 119,541 3,920 254,534 693 180,042 643 181,128 377 103, 477 813 144,501 1,110 169,185 10,216 185,931 1,217 114,276 803 162,891 103,075 252 54,797 537 182,143 975 118,811 270 117,536 618 218,897 114,938 1.711 194,886 555 353,595 197 327,394 6,519 185,177 8,113 192,548 6,433 441,092 18,461 169,233 28,353 164,894 8,689 320,444 11,368 390,615 14,173 437,849 12,286 204,004 2,424 163,509 3,449 67,756 7,119 67,647 7,418 210,758 14,656 116,444 27,171 180,921 55,432 Tons. 7,594 1,188 5,953 3,383 24,496 2,810 3,088 1,196 477 731 10,746 1,116 -t.S'Jl 12,050 26,629 28,356 27,728 52,959 37.173 31,283 27.D62 18,236 28,178 25,127 17,491 23,541 40,256 28,281 11,223 7,911 16,582 36,072 Tons. 680 64 3 500 1,454 2,405 Other Articles. t 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 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 13,982 13,157 9,882 Total. 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 8«. 3, 923 590,277 484,785 784,538 815,067 718,814 458,689 374,322 290,400 349,060 535,578 372,915 570,129 : Fiscal, f AppJes, meal all kinds, pease, potatoes. CAXAL STATISTICS 39 SESSIONAL PAPER No. 20a _" -^ Z 5^ « t ^ l* ^ t c « h - o rt h k c k x x m « ;i re >-i x t» t » i - r- i . : ,-: .- n -^ i n» r. it 1 1- :i t o o c t» x re r- ei x -.r © -* t- i- i-i — © c-i ci x i- t- ti re x -r ■ © CI -h X T X © t>. [~ © CI ~- — — " © X X 01 — O « •!• H X r. t H S f r. © -^ HO X X gSS35 I N M f 1 1-1 t— — . ioxweotoooooooorre © oo>^^ — 0 1 0 1 CI CQ H^nH-NHTHNHr. oatNOtoco C^ w T uj n w w ^ *. <-r_' ^u r*. Ci © CI © 01 © © 01 [ - :S£2t*H <- c:ixh ''- X -t" © CO CO © CO © i— t- c ©mx in X' © re re xjcore H° of of o'cf ei-v. ti;ixi?i-T-. Ttr-re-fcxri g BSSJOOWHIQ essioioooecwi'SiOiONionNfiH re > * o oj eq -# o s o tCTjTco "^t^c-f ©"x'l-x'Lc'-rof ^r x"cr©~ tc'io'eQ ■"i^i-Too ofcfto 3fi-T ore e>firf"arc^ L.rec<)tss«xf]XTCirertHhi:xreMOfHcioo[>oi'i'f iftswi ^MNNDJHHHrl . H H H m H H f ] II CI fl CC n I) K tl n rt H H H H H H ©x~i~©r-* of ©"©*-©©' ©'«£>"©* HWC)CllCWCK)r-rii-1-rtM«H — r-i | . N i i— ■«» • r-T • jo r i-T -^ ©~ cq ? f i - ^ i-r © ©~ ioON«NstD«nnei-»neioai»e50s^ONCrtKoxfflHMr.c:0!co : x o- cq itretr.-rr. r-siti x .^ re ■ - i^ c f i ; i r. j n x t x i - h » :n - 1 r. re re c « !OOt»oxeireir:t--owsin-MsrrcNioooHoo«xaci os i~ 10 »■*«■* r re' t - ^ oo — T c-f x' re" c-f o" ~* in ItOTinClrtr-iHNCOHH^ I x x r. re x «f rnio g © -# x ©. o i re -f ir. © i - x © © i— ci re ■ © 1-1- I- t-i-i- I- r- x X X X X X OO X X X X X X X X X X : I ir. eo I- X 0» © tH CI : > x x x oc x eaoii _ (00OCXXXXXXXXXXXXXC i © © © © 40 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 H. — Table showing the Tonnage of Vegetable Food carried on each of the Lines of Canals and the two principal Railways, competing for the Carrying Trade between Lake Erie and Tidewater, for a series of thirty-five years, ended December 31, 1905. Year. 1869*... 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 . . . L902 1903.. 1904.... 1905.. . . Total on New York Canals. Total en Welland Canal. Total on New York Central and Erie Railways. Fiscal. Tons. 1,302,613 1,674,320 1,74.-,. 171 1,767,598 1.305,550 1,064,293 1,498,984 1.912,734 1,833,399 2,371,090 1,110,561 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 1,092,355 937,999 1,452,563 1,400.129 602,505 957,182 744,575 653,027 :>77, 186 472,857 557,099 489,053 512,601 361,333 346,200 Tons. 503,860 538,147 579,880 647,397 417,936 409,788 164,181 403,403 438,564 442,182 269,395 306,482 372,236 305,734 273,905 414,812 394,971 419,786 542,043 519,291 307.177 527,426 *805,253 591,409 486,421 788,974 816,914 720,183 459,688 375,720 290,909 350,792 5:<7.252 373,568 561,080 Quantity cleared at Buffalo and Tonawanda , by Erie Canal. I Tons. 1,087,809 1,870,614 2,036,992 2,791,517 2,343,241 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 1,475,888 Tons. 786,436 1,317,276 1,432,174 L,557,509 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 1,331,101 508,596 877,144 688,635 607,557 527.868 438,434 473,729 436,943 445,518 215,945 307,621 Quantity cleared at Oswego by Canal. Tons. 267,815 169,818 131,765 243,325 126,763 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 54,969 39,410 18,558 17,620 40 584 14,465 19,623 20,449 10,407 12,546 4,906 6,266 4,472 8,809 8,951 4,695 Quantity cleared through the Welland Canal in transit between ports in the United States. Tons. 337,530 234,337 243,366 374,226 177,908 162,405 180,586 128,361 87,826 48,580 65,285 64,002 132,496 114,422 118,203 172.888 157,530 189,825 236,208 275,619 253,444 244,550 311,389 293,148 209,802 300,407 276,242 209,656 141,892 145,787 143,732 142,634 165.725 129,986 162,930 CANAL STATISTICS 41 SESSIONAL PAPER No. 20a 1. — Statement showing the Quantity of Through Freight passed Down the Welland Canal in Canadian and United States Vessels entering the Canal at Port Colb^rne, during the Season of Navigation in 1894, 1895, 1896, 1897, 1898, 1899, 1900, 1901, 1902, 1903, 1904 and 1905. Canadian Vessels. American Vessels. Total. Articles. Steam. Sail. Steam. Sail. Steam and Sail No. 199 Tonnage. 104,649 No. I Tonnage. ml 57,668 No. 287 Tonnage. 279,621 No. 144 Tonnage. 63,770 No. 742 Tonnage. 505,708 1894. Wheat Tons. 98,586 Tons. 54.444 Tons. 79,715 122,211 28,095 27,621 Tons. 37,095 31,040 Tons. 268,840 Corn 10,368 5.614 169,233 Oats 258 175 28,353 107 27,903 Coal, Miscellaneous merchandise . . Shingles, woodenware, &c. Sawed lumber Ft. P..M. Square timber Cub. ft. 1,483 16,949 22 8,423,295 771, 329 1,892 664 279,830 1,578,981 61 83,198 11,719,664 11,109 1,977 31,891,456 14,545 102,788 22 52,313,745 2,35 .,309 No. Tonnage. No. 151 Tonnage. 73,895 No. 1 Tonnage. 205 223,743 No. Tonnage. No. Tonnage 209 108,776 101 41,327 666 447,741 1895. Wheat Tons. 72,895 Hi. 854 Tons. 68,935 3,724 162 246 Tons. 29,345 126,943 7,729 16,442 Tons. 30,723 17,369 Tons. 201,898 164,890 Oats 798 1,531 8,689 18,219 Rye. 4.426 Coal. 2 37,356 20 1,057,146 ]027 913 3,984 2,361 248,071 2,049,368 8,412 Miscellaneous merchandise . . .Shingles, woodenware, &c... Sawed lumber Ft. B. M. Square timber Cub. ft. 67,705 863 9,385,890 1,324 1,079 14,929,734 35,000 108,746 1,962 25,620,841 3,112,281 No. 224 Tonnage. 122,521 No. 181 Tonnage. 82,543 No. 343 Tonnage. No. I Tonnage. No. Tonnage. 337,983 163| 96,506 911 1 639,553 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 1,270 ' 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 11,368 Oats 1,620 273 454 629 4,374 28,178 3,030 Rye Coal M iscellaneous merchandise . Shingles, woodenware, &c... Sawed lumber Ft. B.M. Square timber Cub. ft. 2,837 1,255 82,319 22 18,259,810 8,970 11,997 117,965 156 1,649,145 27,796,146 246,024 48,179,169 2,838,092 55 55 42 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 I. — Statement showing the Quantity of Through Freight passed Down the Welland Ganal in Canadian and United States Vessels, . 1 899. Wheat Corn.. Barley Peas Rye ilaneous merchandise . . Shingh-s. wooden ware, &c... i lumber Ft. F.M. Square timber Cub. ft. Firewood Cords. Staves No. Steam. Sail. Steam. Sail. Steam and Sail No. 225 Tonnage. 131,%: No. 163 Tonnag<-. No. - : Tonnage. No. Tonnage. 382,231 144 86,675 No. Tonnage. 920 677,573 Tons. 121,7 33.694 Tons. 55,724 15,244 223 1,851 2,047 3,873 15,739 1,327,823 2,577,160 4 919 3,947 3,290 5 Tons. 106,064 274, S55 14.173 23,515 Tons. 37.891 66,822 1,168 2.217.629 5. 5 1 7 368 70,968 404 20,284,44(1 1,615 4,174 20,673,202 616,093 Tons. 321.441 390.615 14,173 24. '.mm; 1.851 8,483 9,803 '.'4.071 1,677 42,531,095 4.161,545 2,577,160 4 No. 216 Tonnage. 126,398 Ton-. 95,567 56,538 260 3,564 575 19,385 2 4,910,669 825,545 249 No. Tonnage. 104, 59,532 No. Tonnage. No. Tonnage. No. Tonnage. Tons. 36,157 30.455 1,480 1,916 4.104 9 1,641,783 1,183,821 354 355,702 Ton-. 54,934 284,050 9,465 17.329 45 9,135 759 47,271 195 108,720 869 650,352 Tons. 16,220,972 18,355 66,761 2.-21 1,948 2,620 8,758 24,484,283 388,410 Tons. 205,013 437,813 12,286 17,329 305 16,127 5,870 79,518 11 47,257,707 2,397,776 249 No. Tonnage. No. Tonnage. No. Tonnag.-. No. Tonnage. 191 100,242 129 75.777 201, 212,027 78 36,962 Tons. Tons. 91,901 28,015 1,557 Tons. 16,250 138,834 2,424 21,646 435 25,203 485 2.H77.74* 322,138 6,736 18,651 916 772,739 585,780 9 923 49^522 14,855,338 20,802 Tons. 7.244 18,250 3,398 1,567 100 19,949,079 328,806 No. Tonnage. 599J 425,008 Tons. 196,323 204,004 2,424 23.203 923 10,569 94,943 1,501 37.654,904 1,257,526 9 CANAL STATISTICS 43 SESSIONAL PAPER No. 20a 1. — Statement showing the Quantity of Through Freight passed Down the Welland Canal in Canadian and United States Vessels, &c. — Concluded. Canadian Vessels. American Vessels. Total. Articles. Steam. Sail. Steam. Sail. Steam and Sail No. 1 Tonnage. No. Tonnage. No. I Tonnage. No. 1 Tonnage. 711 30,309 No. | Tonnage. 216! 114,885 109 67,475 ' 168 182,444 564! 395,113 1900. Wheat Tons. 67,694 39,597 Tons. 43,157 31,248 Tons. 23.066 78; 701 2,402 39,706 4 2,149 433 43,344 Tons. 2,130 13,963 1,047 407 Tons. 130,047 Corn Oats 163,509 3,449 40,113 115 1,389 72:; 53,649 1,078 6,847,279 439,827 126 1,000 119 Rye Coal Miscellaneous merchandise . . Shingles, woodenware, &c... Sawed lumber Ft. B. M. Square timber Cub. ft. Firewood Cords. 559 3,564 is, 770,405 198,420 3,538 637 31,536 2,352 132,093 1,078 5,344,258 355,951 255 14,984,483 11,583 45,940.425 1,005,781 381 1,000 No. Tonnage. 1971 103,802 No. | Tonnage. 114J 59,022 No. Tonnage. No. i Tonnage. No. Tonnage. 163 182,497 48 22,319 522 307,640 1901. Wheat Tons. 57,641 7,350 Tons. 58,973 4,689 Tons. 31,955 55,717 7,119 27,197 Tons. 1,241 Tons. 149,810 67,756 7,119 944 28,141 Rye 2,961 1,960 71,300 18 6,533,423 362,441 165 2,961 Coal. . 362 357 12,874 2,679 123,955 18 Miscellaneous merchandise . . Shingles, woodenware, &c. . . 32,312 7,469 Sawed lumber Ft. F.M. Square timber Cub. ft. 4,060,251 204,682 204 11,089,806 9,384 13,092,940 149,531 34,776,420 720,038 429 No. 196 Tonnage. 90,791 No. 1 Tonnage. 1221 73,958 No. j Tonnage. 191) 201,339 No. 52 Tonnage. 22,097 No. 561 Tonnage. 388,185 1902. Wheat Tons. 82,954 148 Tons. 85,973 l.::s,s Tons. 52,889 66,111 7,418 9,963 Tons. Tons. 221,816 67,647 Barley 7,418 1,200 43 11,206 Peas Kye 3,808 271 13,497 :;s,35i 4 25,437,287 4,079 Coal 3,977 33,111 25,732 8. 723 8,332 1,594 19,540,426 115,000 51,538 SI, 779 Shingles, woodenware, &c. Sawed lumber Ft. B.M. Square timber Cub. ft. 47 28 13,218,960 3,256,187 370,718 ! 557,0*'.) 56 79 61,452,860 1,043,407 96 Staves No. 14.000 14.000 - • - 44 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 I. — Statement showing the Quantity of Through Freight passed Down the Wellan Canal in Canadian and United States Vessels, &c. — Concluded. Canadian Vessels. America* ■ Vessels. Total. Articles. Steam. Sail. Steam. Sail. Steam and Sail No. Tonnage. 239 151,850 No. Tonnage. 7G| 45,918 No. i Tonnage. 243| 252,094 No. i Tonnage. 69 27,854 No. | Tonnage. 627l 477,716 1903. Wheat Tons. 149,378 21,356 2,580 306 63 Tons. 38,473 4,682 667 1,335 Tons. 60,514 174,588 11.409 6,112 22 4,904 8,133 41,584 Tons. 6,305 10,132 Tons. 254,670 Barlev 210,758 14,656 Oats 7,753 8,496 2,000 85 Rye 4,904 Coal Merchandise . 389 39,563 12,991 3,367 54 30,009 86,514 Shingles, wooden ware, &c. . . 54 Sawed lumber Ft. B.M. Square timber Cub. ft. 12,841,552 572,000 1,625,855 660,000 210 641,000 17,871,652 14,733,677 84,200 47,072,736 1,316,200 Firewood Cords 9 219 Staves No. 641,000 No. 228 Tonnage. 157,539 No. 55 Tonnage. 39,375 No. 205 Tonnage. 187,748 No. 1 Tonnage. 42] 15,918 No. 530 Tonnage. 400,580 1904. Wheat Tons. 116,794 12,768 2,619 Tons. 33,302 7,814 824 Tons. 14,269 95.362 23,728 16,261 3 Tons. Tons. 164,365 Corn 116,444 Barley 27,171 Oats 16,261 3 Rye Coal 1,925 34,907 29,567 7,187 17,133 1,925 60,548 7,668 33,913 Iron ore 36,832 Merchandise 90,115 Shingles, woodenware, &c. . . Sawed lumber Ft. B.M. Square timber Cnb. ft. Firewood Cords. 15,077,382 944,508 854,811 744,000 32,754,541 717 9,572,655 149,000 58,259,389 1,837,508 717 634,060 634,000 No. 252 Tonnage. 182,373 No. 91 Tonnage. 48,692 No. 319 Tonnage No. Tonnage. No. Tonnage. 286,656 64 1 29,120 726| 546,841 1905. Wheat Tods. 188,706 6,385 6,870 8,225 Tons. 18,575 6,636 1,451 2,570 Tons. 28,767 163,374 47,111 21,535 76 1,711 28,330 Tons. 2,512 4,526 3,742 8,678 Tons. 238,550 Barley 180,921 55,432 Oats Peas 36,072 76 Rye 1,711 Coal 18,756 14,358 29,375 2,867,147 355,000 35,324 8,023 7,485 2,748,941 91,088 22,381 Shingles, woodenwarp, &e Sawed lumber Ft. B.M. 74,975 2,325 38,290,831 3,126 12,479,698 114,1161 2,325 54,589,200 Square timber Cub. ft. 951,524 183.000 538,000 900 900 CANAL STATISTICS 45 SESSIONAL PAPER No. 20a WELLAND CANAL THROUGH FREIGHT— RECAPITULATION. Welland Canal — West Bound Freight. The total Quantity of Through Freight passed Up the Welland Canal in Canadian and United States Vessels during the Season of Navigation in 1905, is as follows : — Summary. Tons. Tons. In Canadian steam vesseL 68,083 17,168 136,598 6,112 85,251 Total in United States vessels 142 710 Grand total freight passed Up the Welland Canal in Canadian and 227,961 46 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Statement of the Quantity of Through Freight passed Up and Down the Welknd Canal during the Season of Navigation in 1905. Summary. In Canadian steam vessels up. . „ ii down. Total in Canadian steam vessels. In Canadian sail vessels up. . ■i n down . Total in Canadian sail vessels Total quantity in Canadian vessels. In United States steam vessels up.. . . n it down. Total in United States steam vessels . In United States sail vessels up . . . n ii down. Total in United States sail vessels Total quantity in United States vessels Total in Canadian and United States vessels. In Canadian vessels In United States vessels . Total. Tons. 68,083 284,556 17,168 85,310 136,598 434,747 6,112 43,394 Down or East Bound. Tons. 352,639 102,478 455,117 571,345 49,506 620,851 1,075,968 Up or West Bound 369,866 478,141 848,007 85,251 142.710 227,961 CANAL STATISTICS 49 SESSIONAL PAPER No. 20a 1905. 3* B O — • CO © ■ CO >H • i" X • ■ i^-t -r i— ~ -r — ■ X t • • © © © t^ t - © CO •co © co © m co t co '. '. co" tt" ift" iJ" i-Toi" . . "* X i-l rH CI • — X • ■ rH © ■ • t--r- ■ ■ 'in • in :©" . .© • L- • -Hi •X "co" • ift 01 t- •r|>" X CO o rH in •© oo 1 SO ■ t- _ .-- O .00 rl «C • i-H t- rH CO Cs. t>- 1ft r-i • ftNHWO 55 • © ©, co ©_ i-T '. ©"irf" •*" ift ri © • .8 • 'ift ; co" .CO : © eo fr.© CO rH rH lO I -f 1 CO 1903. Tons. : : eo o CO" ■ •05tCCrt»M01MON ■ • • • © © -r in -r co © © © co • ■ • CO X © 1-1 CO -t* -? CO —i ■ '. !co"eo"co*©" co" ~f '. . . CO r-i • © T»l . !©" . eo . CO •CO 00 XCO x 1 eo" | X CO CO © © iH 03 c e2 • © ift X 1ft" © -lft rH -lft r-T : ©" CO OS • © • • © m co © ^—* x 1 o 1 Cl CO © © 1-1 to 3 O EH X fr- OS lft © lft •*< CO — © © CO XX CO © H* lft ©_^ rH © • © CO CM © m • h- co © ©^ ■« t> eo" I eo" CO lO ■* ■*£ • in rH CO • rH rH © •r}< oo © lft CO oo s 35 S3 O • o 00 SO © • • CO © • ift © © oi ■ ■ x ift • © OflTti • • CO CO ■ o ^*10 '.r*Si !r-T . . © . C-l © x" in x • • 1-1 1- ■ . i-l o • co" : : • © • © .00 !co . ; • • OS • 1 -rj< : • ! © eo in 01 1899. Tons. • 1-H ee©. • • © © •© © © • • © © -co ©. ©, • lft OS • co_ 1ft" CO" . '. ©" ! •* lft . s CO ©" COCO©© -X CO • rH 01 X © © • t^ CO • © rH co e» '.Oi '. .© lft © in in" CO com o 1898. Tons. • CO •ift b- rH • C0ONK rH lft • • © © Xlft CO CO • • © •>* © © ©"i-h " !co"©'ift" ; : co lft © co" © X -f © X TP • CO ^ rH • o" ', • TJ< © ■ Tf • lft lft • ■ X : : 1© ■ i © ! eo" CO ift so OS CO m 3 3 •00 •eo •<* m ' •' © t- ■ • lft CO • • !>"■ .' '■ coco© X © CO lO N © tCeo'i-i" © CO X ©" x in© ■ fr-COi-l • © "9< CO ■ co"x" ; rH X lft © •* x" So •' : !x : : IS ; \ t£ o CO CO' rH ©' © 00 iH to a O so ■ ift © CO © CO © © ■ -P N-f OfflfW • © © lO CO CO CO CO • ©_ C0* iH CO* .' i-T CO . rH CO t- CO co" ©CO •© CO CO -co ©_M • eo"x" '. •00 © • rH ■ os eo • lift" '. .ift .eo 1— ( ■ rH lft 'ti OS J? © 00 rH i C55D-* ■ 00 OS O • © Ift -P t-~ © © • co o eo • i— © in t~ CO - © CO ■ © © r-T ©" ! ©" i-T t- .CO 'co • -*! © .'oo" . in © T co S 00 IH go S 0 Eh IftrH © rH • © 00 r-l • CO •* lft in in© • © h- C0 © • lft rH ©' :©" © .i-H t- © -r-i m co • •in "eo* ico ; t» • 1— 1 • i-t ift © CO - 1893. 30 a o • •© ■*" '-* • © © ■ i-H • ■© m m : : Si : © Gi © • ■ o . . CO • • co' . . •CO •(M ! ©" . © .CO • eo • 1 eo • :1s §5 Articles. : ; Ov — • -c 5 - B 5 ~ /. S 2 — """ n f Si* 43.B'5 s — - 3 >» S b '5 1 _ - ot 1 I *- ■/ be 5 ; o . ,o : T- £ > i — i | §:§ •- c c •c ■s. - Qt — "S - r 1 I .- i \ V • -"2 ■ ce — w "3 2 ■ DQ X-/.T.X s — o" £5 o 3 T3 O - a "3 3 "3 'C bo ?i ^ l u"3 ^^ oS X *o o J3 TT S si s u o rn ■j. SjE 'c ?. T 0] % / H 1 0. • u : s :| . - • &, • "« :"3 _c ■ u 00 ; cs '■ s "3 Is *rt ~ r co 30 3 : a S i ~> s § 1 5 J 3 "3 e 5 < 00 0! 50 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 m © © T-H co S o eo © 21 820 64 20,700 CO ift ©© -CO t 1ft 1-H • 1ft C © CM cn . • 1ft -H • CO ift © CO ift Ift" CM i^ • •© in • •© © ■ • CN co' ' ! i-H : : • in 29,351 3,837 00 cc co" CO © © © • © co a) § ; 00 ■»< 00 CN" rH ... oo • cc co CO • to i-h in -r ■ -r © • f CO • 1ft • 00 co © • CN ■ to •CO : t-r .T-H OO I- CN .ft" .' CO m © © © in •■■*<© • • • • ji . T-H Tf< i-H i-H • CN • © i a ' • -r ... t-i fc-i '-' ^CNCN 1 © I CO © ift 1 ift 1 ' 1 ift" i '■ 1-H CN 1 Tl< | CO CO 1902. Tons. •in l-H © © cn" t-H © t^ j ift •^ 1 ift 1 1 N" I i 1ft '■ '■ • CO • • • © • i-H i-H T-H • © 1 • >>• ■© 1 lift" 1 1 >o 1 ■* 1 ®" in CN 1 . ! :^ © 1 § 1 • 2 'H 1 ac i-h • © 1-H • • 1-H • CM © 1 © 1 CO • CO CM © © ■* 1 CO 1 : 1-H i s* © CO . . . t~ ■ • in" ' : ; CN © Ift : • rH CO -i 00 -1 as © 00 i-H § : H © © i-H CO HO T . . : .to • m © OO CO e O • T-H CO© m 1 ^ to © 00 I— 1 00 S 0 H 1ft © r~- © CO CN ■ •* © r - CO © 1 © i i t- . . .© . ift ... o • jg . . • CN . . . • - ■ 1ft CO 1 i-T ' © ©" X •^< iri © 00 1-1 H ©CN • •t-h GO - © Ift • i-H 1ft © 00 l~ 00 1-H 1 C if 1 CC \\ © 00 T— 1 co e o H •CN • CO 1ft • CO 1 1 : CO • • • CO • • • to ■ ■ ■ © © CO © : .' 1 5 5 © CO i-H I •' i-H -P '■ • 00 1 • s 1 1 • t^ ■ • • to . . . to • • - to • • © 1 • 1 ; • • i © © ( < 0 > 5 : 5 ' o • 1 • J . S : CD z ■^■~ CO a ~?. ~ V 9 - '3 s E "a Ph eci 73 C C3 X a • - 3 S :h= : • ' o • ■*=,'■%'■ o a a CD TJ 8 in X a 3 1 "d 45 c Eh 6 : : •2 • ■ tfj : ; cd u • o ° 2 05 S cc C EH c eg - CANAL STATISTICS 51 SESSIONAL PAPER No. 20a 1905. Tons. N ■ p. CO ■ oc © O] CO © O CM rH CO O © i— 1 CO © rH ,— co- oo • ■ ■ "io rH • • ■ • CO 6; •00 • '• ■ CM • • -if CO in ■ m ■ IT. :CM 1904. Tons. 115 12 39 •* co 00 CM CM © 00 rH • • O • ■ -* -Jl © io ~r ■ -01 • •© co" : : • ■ o • ■ -CM • "J. ■ i "*" •rH CM IO •© •CM O CO ■<;»< i-l CO 00 ,— • GO CO CM CM 00 (N o ! S3 ' © -r ~ i o ! c-~ -H IB i-i eo »ft i- cm -f r~-rf 00 CO © CM 00 CO of io CO • • Is- ■ ■ lO CM • • rH -CM © • • rH • 00 © 1 l-^ • i o" CM CM • rH CO • (M © 00 i-l £ 8 a " E £ ££.J t; c B c - £ r «■ 'J H- 'J rf - ■~ - - _ - 3 «"a ■a j X z ■- a c : / o ; ; ' ; : '. j_ ■ ; • ' '•'& f •-, ■ * u of * 5 >•« I, S~ - 5 * ® * O m * nKr", O — X t^ t4 g S 0 o r. O 3 "9 S 0 Q S2 ~ 0 ^ 1 ^ D - 1 I! - * be " < '/ - / — • ' u ■ • • o • : a. ; r3 a ^- : •A | : .-n~ • S3 O ■ S * « 9" "C ^ -^ ~r - cS — 1 G3 0 S DQ 3 - — i CO ■x ■/. "8 - c ■ r ; j ~-> -c a 1 8.1 Si |1 d ■ r ■ ~ a; 3 5 - — 20a— 4 52 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 0D S. 1905. Tons. H co — rH © t- irj is -x SO ©9 «0 rH -in © rH CO co' : X X © o r- © e x h- © x iS x © r- CO CO ioT rH CM •01 •2 !eo . <* 05 X o CO •>» • ■ • \ ■ Ol X •* of 1904. Tons. 1,671 34 2,009 1,418 202 199 387 03 Ol lO© CO NC*.NO XCO CO © "■« 01 ©' OS -lO t- • Ol co 1 • -r ec ! ; »" rH . H- 1 »o OQ HJ" ©" r 10,200 2,861 13,061 71.512 1903. Tons. 1,207 c x - z '/ r. - - t- r- lO 3 01 © 00 I-1 01 of t ©. r- © 01 01 — © © X Ol iTJ t- Ol Ol T ©_ HJ< • © © • 0<1 SI • © OS 1 '. G> rH CO 1 ►- 1 IS : : 1 : | ©- | : ■ | : © © © 8* — 1902. Tons. 1,384 M H/ N N. H -H © rH © •.„ • © 01 • Ol -T © Ol t^ rH Ol © OS 1 • © r-© co © x -r © • © WC r- ©_ 1 H | ©_ 1 ©■ 1 OS © ■ ■ -CO 1 © 1 • 1 • 1 Ol . . 1 .01 1901. Tons. G12 - C K ~ t- • • © r~ X © 01 • • © 50 rH © X rn rH © rH © I Ol rH CO rH -f CO — © x co rn in 1 -* • j 1 i : : 1 : 1 -* 1 • • 1 • 1 t- i : ' ! : ! « JtKM). Tons. 456 © -)• 01 rH • • © o-Ur © t— 01 r- CO CO ■ X CO © CO 01 LO 01 CO XCO o ©©.©.© h- 1 ■»* ! j of j : i : : i : i» 1 : : 1 : t 5? IS! 17. Tons. 799 © Ol © © - • © lTJ rH © 01 r- Ol Ol • • rf< CS1 r~ O rH ■ • Ol CO CO lO ■* CO rH 1 -r OO.H - r- t- 1 X 1 j of j ; : ■ 1 : 1*. • : 1 : S : : ! : ! •** 1896. Tons. 612 rH © CO © © • •■HHt^JCO OMV. • ■ t- h N " -r ■ ■ xco 10 56 51 1,247 4,970 : : 1 : : : I : © IS! 15. Tons. 394 © © — io t~ ■ h. 03 -f CO t~ © ■ X rH © to CO OS T CO 7 118 77 1,268 5,123 1 : . | : i i ©* T" t~ r- •>*> © ift • • OS 3 £ rH ta rH • • x . . 03 OJ t-CO of oi — co © -r lO © © 1 [ 10* j ; : : 1 : ©r L893. Tons. 366 r. « -r s ffl • ■x-rx-* rj< t^ rf t— Ol • • © r- — CO ; ■ of iC — © © CO CO CO Ol © T N 1 K 1 r\ ; 1 1 1 : : 1 . * ■ 1 . . | 2' Articles. O 1 S.I J* 1 e - 2 a / -j 9 ; ■' 1 Pitch :in 2. r* D li 0) 08 u IC 13 O - C JO — " c "'J e r-. -t a a _- "3 'o : *" 'r2 ■1 :^ -/ ^ J J — r— 1 - 0 ■/ a > -/ a i — 7 - 3 - i a T a 'Z ~r C E- Special Class. r. * 13 ~5 "S 8. "3 o O T3 a CANAL STATISTICS 53 SESSIONAL PAPER No. 20a r-t SO O (N 55 ' © 5 35 o S H OS i-H 00 rHCOS HOH XOIN Nrfe CO t^t— .-H -* t~ O 10 O -*1 rH © 1-C W : 4 : .- S £ 8 oS .+s •ai - Z — — -J. f. f. ?- P> <; a eg t. . — i SO >,?"• <-H I «D qg^^Wtf IS a. sfe H O CANAL STATISTICS 55 SESSIONAL PAPER No. 20a N. — Statement showing the Number of Vessels which took their Cargoes of Wheat 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 Montreal, during the Season of Navigation in 1905. Names of Vessels. Canadian steamer Advance. A. E. Ames. Arabian Golspie. . . . Haddington. Neepawah H. M. Pellatt. J. H. Plummer. Wahcondah . Original Quantity through the Welland Canal. Tons. 940 1,085 1,125 1,140 1,110 1,113 1,500 1,515 1,500 1,470 1,500 1,470 1,530 1,545 633 1,124 1,141 1,155 1,161 1,161 1,200 1,200 1,170 824 2,218 2,227 2,226 2,154 2,005 2,207 2,205 1,830 1,740 1,710 1,680 1,710 1,779 1,680 1,350 1,455 1,425 1,425 1,425 1,425 1,380 1,500 1,530 1,394 1,479 1,562 1,440 1,575 1,500 1,470 1,425 1,503 1,372 1,500 1,419 l,f48 467 1,560 Quantity Transhipped at Kingston. Tons. 510 Cargo through the St. Lawrence Canals to Montreal. Tons. 940 575 1,125 1,140 1,110 1,113 1,500 1,515 1,500 1,470 1,500 1,470 1,530 1,545 633 1,124 1,141 1,155 1,161 1,161 1,200 1,200 1,170 824 2,218 2,227 2,226 2,154 2,005 2,207 2.205 1,830 1,740 1,710 1,680 1,710 1,779 1,680 1,350 1,455 1,425 1,425 1,425 1,425 1,380 1,500 1,530 1,394 1,479 1,562 1,440 1,575 1,500 1,470 1425 1,503 1,372 1,500 1,419 1,548 467 1,560 56 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 N. — Statement showing the Number of Vessels which took their Cargoes of Wheat through the Welland Canal from Ports west of Port Col borne, ifcc. — Concluded. Names of Vessels. Canadian steamer Wahcondah .• barge Selkirk i> ii Winnipeg United States steamer J. Crearer. . H. G. Dalton G. C. Howe . J. S. Keefe. J. Lambert . . S. X. Parent . R. Wallace. Total Original Quantity Quantity through the Transhipded at Welland Canal. Kingston. Tons. 1,614 1,330 1,380 1,110 744 659 720 1,140 1,500 2,160 810 36 1.680 105,704 Tens. 510 Cargs through the St. Lawrence Canals to Montreal. Tons. 1,614 1,339 1,380 1,110 744 659 720 1,140 1,500 2,160 810 36 1,680 105,194 Number of cargoes of wheat. Quantity through Welland (o Kingston i. transhipped at Kingston H taken to Montreal in vessels in which it arrived at Kingston. . 75 105,704 tons. 510 .1 105,194 n CANAL STATISTICS 57 SESSIONAL PAPER No. 20a N. — Statement 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 Montreal, during the Season of Navigation in 1905. Names of Vessels. Canadian steamer City of Montreal . .1 Osceola sail, Melrose United States steamer, Jno. C rearer H. G. Dalton A. D. Davidson G. C. Howe . J. GKeefe.". Jno. Lambert A. M. "Marshall S. N. Parent J. Sharpies. barge Baden Bay Port. ... n Boravia Original Quantity through the Welland Canal. Ten*. 030 784 762 1,487 2.148 2,181 1,610 2,156 1,409 2,156 2,240 1,636 2,246 614 2,128 1,599 2,229 2,244 2,184 2,225 496 2,159 2,144 2,154 2,223 2,100 2,218 1,659 2,229 2,199 2,212 2,240 2,204 2,176 2,224 1,671 1,619 2,286 1,861 2,240 75,0i2 Quantity Transhipped at Kingston. Tone. Cargo throngh the St. Lawrence Canals to Montreal Tons. 630 784 762 1,487 2,148 2,181 1,610 2,156 1,409 2,156 2,240 1,636 2,246 644 2,129 1,599 2,229 2,244 2,184 2,225 496 2,159 2,144 2,154 2,223 2,100 2,218 1,659 2,229 2,199 2,212 2,240 2,204 2,176 2,221 1,671 1,619 2,286 1,861 2,240 75,012 No of cargoes of corn 40 Quantity through Welland to Kingston 75,012 tons. ii transhipped at Kingston .. ii taken to Montreal in vessels in which it arrived at Kingston. . . 75,012 m 58 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Recapitulation of the Number 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 1905. — Number of Cargoes, Total Number. Wheat 75 40 Total Tons. 105,704 75,012 115 Quantity of wheat through the Welland Canal bound for Montreal . m corn ii i, Tons. Total through the Welland Canal 180,716 Quantity of the above transhipped at Kingston — ■ Wheat 510 Total transhipped 510 Quantity of the above cargoes taken to Montreal in vessels in which at Kingston — Wheat Corn it arrived 105,194 75,012 Total quantity to Montreal 180,206 Graud total 180,716 CANAL STATISTICS 59 SESSIONAL PAPER No. 20a O. —Statement showing the Quantity of Grain passed down the Welland Canal to Kingston, Ogdensburg and other Ports ; in Canadian and United States vessels entering the Canal at Port Colborne, during the Season of Navigation in 1905. Articles. Canadian Vessels. United .States Vessels. Total. Steam. Sail. Steam. Sail. Steam and Sail No 129 Tonnage. 126,111 No. 19 Tonnage. 15,862 No. | Tonnage. 187^ 221,097 No. iTonnage. 13' 5,789 4,526 3,742 No. ITonnage. 3481 368,859 6,894 6,385 8,506 1,427 6.636 2,289 47,111 163,374 21,535 76 1,711 28,757 55,432 180,921 36,012 76 Rye 1,711 Wheat 188,737 18,544 2,512 238,550 Total 210,522 28,896 26^,564 10,780 512,762 145 cargoes in Canadian Vessels Steam, total quantity , 22 >, „ Sail, 222 M United States n Steam, ., 13 „ „ ., Sail, Tons. 210,522 28,896 262,564 10,780 P. — Statement of the Quantity of Grain arrived at Kingston and Ogdensburg in Vessels which passed Down the Welland Canal, during the Season of Navigation in 1905. • Summary. Tons. Tons. 210,522 28,896 239,418 sail 13 ii 262,564 10,780 273,344 512,762 Distributed as follows :— 74 Canadian and 87 United States vessel* arrived at Kingston and dis- 234,047 241 vessels arrived at Kingston and discharged all their cargoes, as follows : 148 ii United States vessels 137,417 (Quantity discharged by 1 Canadian vessel whfch took the 278,715 Total quantity of above transhipped from Kingston and Ogdensburg and taken •107,384 Quantity remaining at Kingston, Ogdensburg and other American ports.. Total 171,331 512,762 * Of this quantity, 2,809 tons were transhipped from Kingston, being grain of 1904. 60 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Q. — Comparative Statement of the Quantity of Grain passed Down the Welland Canal to Kingston and Ogdensburg, during the Seasons of Navigation in 1904 and 1905. 1904. 1905. No. of Cargoes. Tons. No. of Cargoes. Tons. Quantity arrived at Kingston in Canadian vessels Quantity arrived at Kingston and Ogdensburg in United 115 118 174,121 150,359 324,480 167 235 402 239,418 273,344 233 512,762 Quantity transhipped at Kingston and Ogdensburg in Cana- Quantity taken to Montreal in vessels in which it arrived at *82,151 116,095 126,234 107,384 234,047 Quantity remaining at Kingston, Ogdensburg and Cardinal . Total 171,331 324,480 512,762 * Of this quantity, 4,014 tons were transhipped to Montreal in 1904. 161 vessels took their cargoes through in 1905, against 75 in 1904. 1 vessel discharged part of their cargo in 1905, against 2 in 1904. 240 vessels discharged all their cargo in 1905, against 156 in 1904. R. — Statement showing the Number of Vessels, their Tonnage, Number of Passengers, and Tons of Freight, passed down the Rapids of the St. Lawrence Canals, during the Season of Navigation in 1905. — 05 R -5 u m "6 6 IK "3 m cc 3 > 6 Tonnage of Vessels . Number of Passenger? Class Three. Class Four. Class Five. Special Class. Tolls. Prescott to Montreal . . ii Lachine... Valleyfield to Montreal 4 3 2 1 1 120 28 6 lf8 320 642 66,981 14,825 540 35,250 54,378 13,300 1,405 4,220 21,860 116 1,525 1,800 1,300 1,330 500 $ cts. 2,095 33 410 20 1 85 825 1,280 20 16 280 20 Lachine to Montreal. . 805 20 Total 171,974 39,785 4,741 3,935 36 3,592 78 CANAL STATISTICS 61 SESSIONAL PAPER No. 20a S. — The quantity of Coal passed through the Welland «Janal during a series of years from 1885 to 1905, inclusive, and the amount of Tolls collected thereon, 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 20 cents a ton. Up. Down. Up. Down. Up. Down. 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 Tons. 4,974 5,400 1,163 878 1,124 615 1,382 651 2,123 727 603 1,255 759 2,293 992 357 501 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 Tons. 240,087 261,875 135,523 217,807 265,443 202,372 224,644 211,616 233,096 203,737 158,866 223,445 176,223 162,336 97,732 47,392 49,480 61,013 147,884 103,325 172,642 $ cts. 48,017 40 1886 1887 52,375 00 27,104 60 1888 1889 1890 80 43,561 40 53,188 60 38,222 30 1891 1892 44,928 20 42,284 13 1893 1894 46,619 20 40,789 93 1895 1896 1897 4 20 210 4 31,773 05 44,668 20 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 9,896 00 1902 1903 3 2,919 12,845 60 29,576 80 1904 1905 1,100 3,346 20,665 00 34,528 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 1905 all tolls were free. O. C. April 23, 1903. DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 -Statement showing the quantity of Coal passed through the whole length of the St. Lawrence Canal during the seasons of 1885 to 1905, inclusive. Years. 1885. 188(5. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. 1899. 1900. 1901. 1902. 1903. 1904. 1905. Quantity passed up free of Tolls. Quantity passed down to Montreal. Tons. 035 301 579 341 360 538 951 543 285 213 689 40 400 448 10 765 231 30 670 518 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 Total Quantity passed up and down. Amount of Tolls on Quantity passed down Montreal. Tons. 127,864 122,103 129,197 131,391 129,650 141,706 149,652 164,677 149,424 185,71,5 165,151 162,240 165,vX)3 176,009 201,994 280, 179 301,010 104,933 290,578 330,643 354,107 $ cts. 18,424 35 17,820 70 18,242 70 18,423 90 18,604 90 20,275 20 21,255 15 23,570 10 22,070 85 25,432 80 24.772 65 24,232 65 24,722 37 26,341 05 30,231 80 42,025 35 44,732 55 11,958 90 *43,555 73 *48,145 95 *51,808 33 - Note. — Coal is allowed too pass free up the St. Lawrence Canal. Con. O. C. Oct. 26, 1889. *These tolls were 'free ' by O.C. April 27, 1903. CANAL STATISTICS 63 SESSIONAL PAPER No. 20a TJ. — Comparative Statement of the quantity of Freight passed down the Welland 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, etc., on the south side of Lake Ontario, for the years 1894 to 1905 inclusive. Articles. Quantity passed down to Montreal. Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. Qnantity passed down to United States Ports. 1894. Tons. 50 19 258 Tons. Tons. 552 13,818 3,243 4 28,095 Coal 727 60,661 105,329 2 Fish 5 Flour 16.503 2 1 195 1 4 41 3 2 2,170 183 16,880 4 60,390 57 175 29 717 107 27,621 27 Pork 56 Salt 133 3 52 Wheat White lead. 212,557 16 13,349 42,934 Wool 1,484 314 683 ■• — ■•■ "47,030 " 2,889 86,545 6 Total . 292,191 80,681 373,070 There was no rebate allowed of the Welland Canal toll on grain passed down to Montreal during the season of navigation in 1894. The tolls were, however, reduced by Order in Council of 16th April, 1894, as follows : — For the season of 1894, the canal tolls for the passage of the following food products: wheat, Indian corn, pease, barley, rye, oats, flaxseed and buckwheat, for passage eastward, through the Welland Canal be ten cents per ton : and for passage eastward through the St. Lawrence Canals only, ten cents per ton, payment of the -aid toll of ten cents a ton for passage through the Welland Canal to entitle these products to free passage through the St. Lawrence Canals. 64 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 U. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, &c. — Continued. Articles. Quantity passed down to Montreal. 1895. Apples Ashes Barley Bricks Coal Corn Flour Furniture Glass Horses Hides, skins, &c Iron, railway " Pig- •• n all other Lard and lard oil Meal, all kinds Meats, other than pork.. Molasses Oats Oil, in barrels Pork Paint Salt Stone, for cutting Seeds, all kinds Steel Sugar Spirits, beer, &c Tobacco Wheat Wool Merchandise not enumerated. Barrels, empty Sawn lumber, in vessels Railway ties Shingles Square timber, in vessels Total Tons 28 34 959 70,235 30,916 79 1,766 66 100 1,654 6 394 ' ioi *158^643' 558 1 1.117 266,659 Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. Quantity passed down to United States Ports. 15 651 7,809 2,912 1,824 12 1 1 1,994 1,408 123 41 36 430 84 16 29,061 1,302 ' 492' 19 63,715 111,946 Tons. 7,730 603 91,743 10,265 2 181 214 6 46,316 30 16,442 30 87 14 462 59 15 17,908 1,536 7,656 43,286 1,942 500 247,035 * Of this amount 3,469 tons came down to Kingston in 1894, were stored there and taken to Montreal in 1895 ; and 245 tons came down to Ogdensburg in 1894, stored there, and transhipped to Montreal in 1895. CANAL STATISTICS 65 SESSIONAL PAPER No. 20a 17. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, Arc. — Continued. Articles. Quantity passed down to Montreal. 189(1. All other vegetables Apples Ashes.. Barley Cement and water-lime Coal Corn Crockery Fish Flour Furniture Glasf Hay, pressed Hides, skins, &c Horses Iron, railway. " Pig- • ii all other Lard aud 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 •. . Shingles Square timber, in vessels.,... n in rafts Woodenware ... Total Tons. 29 +1,263 94 240 12 182,330 5 11,9(54 2,020 167 12,373 23 3,020 1 4 8,323 20 542 1 *254, 763 '376 " 657 i,200' Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. 479,442 Tons. 11,742 19,688 2 13,846 3 3 563 1 1,192 1,559 1,725 647 80 11,317 1 51,587 8 54 1,286 94 55,588 Quantity passed down to United States Ports. 172,950 Tons. 11,128 1,255 118,426 16,224 41 3 1,348 500 46,456 1,454 14,351 1,005 10 390 78 498 165 16,467 900 3,990 10 165 78,397 40 12 311,349 + 523 tons of this quantity of apples paid full tolls by sections on the Welland Canal, and consequently does not appear on the Welland Through Statement. * Of this amount 5,290 tons came down to Kingston in 1895, were stored there and transhipped to Montreal in 1896. 66 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 U. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, &c. — Continued. Articles. 1897. Agricultural products, vegetable. Ashes Barley Bricks Clav, lime and sand Coal Corn Flaxseed Flour Furniture Glass Hay, pressed Horses Hides and skins, &c Iron, railway » P'g n all other Lard and lard oil Meal, all kinds Molasses Oats Oil, in barrels Pease gork Rye Salt _ Stone for cutting Seeds, all kinds Steel Sugar Spirits, beer, &c Tobacco Wheat Wool Merchandise not enumerated. . . . Firewood, in vessels Hoops Lumber, sawn, in vessels Masts ii ii H ii rafts Railway ties, in vessels Split posts ii Timber, square n Staves and headings, salt barrel , Woodenwan- Total. • Quantity passed down to Montreal. Tons. 132 :;s *264,396 3,293 1,029 1 53 7,564 9 f,,M7 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 Canadian Ports between Port Dalhousie and Cornwall. Tons. 73! » 430 9,803 11,103 169 211 5 9 6,241 2,828 6.143 6! I! I 3,046 51 3 48 "330' 4.680 t39,057 347 12 8 1,158 5 999 4 81,117 169,246 » Quantity passed down to United States Ports. Tons. 32 14,173 845 115,689 7,237 301 3 23 965 1,444 41,644 15,233 198 243 299 --3l' 12,661 197 3,591 69,710 403 1,040 i' 285,963 * Of this quantity of com 573 tons came down to Ogdensburg and Prescott in 1896, were stored there and transhipped to Montreal in 1897. ( >t this quantity of oats 50 tons came down to Prescott in 1896 and passed down-to Montreal in 1S97, and 170 tons passed through on St. Catharines Reports ; 136 tons of which passed down to Montreal. * Of this quantity of pease 230 tuns were transhipped and passed through on St. Catharines Reports. * Of this quantity of \\ heat 6?i4 tons were transhipped and passed through on St. Catharines Reports, and 7,072 tons came down to Kingston and Prescott in 18116 and (Kissed down to Montreal in 1897. fOf this quantity. 1,079 tons were transhipped and passed through on St. Catharines Reports. CANAL STATISTICS 67 SESSIONAL PAPER No. 20a U. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, (fee. — Continued. Articles. Quantity passed down to Montreal. Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. Quantity passed down to United States Ports. 1898. Tons. 56 73 3,960 Tons. Tons. 1,417 6,909 300 52 1 4,536 13,338 9 Coal 759 *31 0,498 5,687 653 116,317 4,212 Flour 2 Glass 75 4 674 4,187 257 13,433 770 6,217 324 3,671 Meal, all kinds 22,626 56 3,975 1,141 625 15 12,729 119 3 260 45 Pork 1,271 44 Rye Salt *16,133 14i 39 644 Steel 4 1,351 3,122 554 34 2,951 Tallow 359 Wheat *184,706 15,860 8,612 Wool . . . . ... 89 866 3,065 25 747 2,840 190 11 48,369 3,828 72,897 Square timber 329 Total 539,305 110,893 258,871 * Of this quantity of corn 2,340 tons came down to Ogdeneburg and Prescott in 1887, were stored there, and transhipped to Montreal in 1898. * Of this quantity of rye 45 tons came down to Prescott in 1897, were stored there, and transhipped to Montreal in 1898. * Of this quantity of wheat 4,165 tons came down to Kingston in 1897, were stored there, and tran- shipped to Montreal in 1896. 20a— 5 68 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 U. — Comparative Statement of the Quantity of Through Freight passed down the AVelland Canal, &c. — Continued. Quantity passed down to Quantity passed ; Canadian Ports down between to Montreal. Port Dalhousie and Cornwall. Quantity passed down to United States Ports. Agricultural products, vegetable Ashes Barley Clav, li.ne and sand Coal Corn Flaxseed Flour Furniture Glass Horses Iron, ore ii all kinds Lard snd lard oil Meal, all kinds Molasses Nails Oats. Oil, in barrels Paint Pork Rags Rye Salt Seeds, all kinds Spirits, beer, &c Steel Stone for cutting Tallow 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 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 passed down from Dunville to Montreal. * Of this quantity of wheat 6,447 tons passed down to Kingston in 1898, were stored there, and tran- shipped to Montreal in 1899. CANAL STATISTICS 69 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. Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. Quantity passed down to United States Ports. 1900. Tons. Tons . 1 15 563 Tons. 6 25 1,288 1,598 18 15 Coal 1,360 9,844 990 992 Flour .• *109,359 1,595 1 6 44,306 6,371 4 1,284 1,044 58,400 4 508 4,292 714 Lard and lard oil 1,588 14,244 57 21 348 4,288 Oats *8,925 15,047 30,840 17 2,705 2 24 36 115 4 Pork 117 Rye 3,078 , 160 467 15 300 Salt Steel 5,420 2,601 154 Tallow 631 Wheat White lead *121,896 10 103 182 6,610 7,541 154 407 1,143 5,701 90 20,267 3 7,899 5 Shingles 15,760 55,128 Total 288,231 113,205 177,876 * Of this quantity of corn 751 tons came to Ogdensburg, Kingston and Prescott in 1899, 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 1900. * Of this quantity of wheat 10,835 tons came down to Ogdensburg, Kingston and Prescott in 1900, were stored there, and transhipped to Montreal in 1900. 20a— 5 1 70 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 U. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, &c. — Continued. Articles. KOI. Agricultural implements .i products, Ashes Barley Coal Corn Flaxseed Flour Furniture Glass (all kinds) ..... Hay, pressed Iron, pig H 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 Total . Quantity passed down to Montreal. Tons. 1,785 "3' Quantity passed down to Canadian Ports between Port Dalhousie and Cornwall. 14,319 4,965 1,400 5 1 246 1,178 1,155 35 114 1,584 14,987 1,083 17 34 2,961 50 4 32 112 23 *132, 702 2,420 66 2,635 504 184,420 Quantity passed down to United States Ports. Tons. 2,322 4,828 2 218 1,790 589 98,452 827 i 17 853 2,971 113 6 17 970 165 8,051 1^395' 1,287 3,412 13 18 14,023 142,346 Tons. in 7,119 357 48,609 15,768' 525 13,981 25,704 22 219 10 io5" 448 119 9,057 3 966 216 51,931 17f,169 *Of this quantity 9,324 tons came to Ogdensburg in 1900, were stored there, and transhipped to Montreal in 1901. CANAL STATISTICS 71 SESSIONAL PAPER No. 20a U. — Comparative Statement of the Quantity of Through Freight passed down the Welland Canal, fl > 3 a o x o 0 •^< cq 00 © -f oo ©in m GO GO © C^ m CM t~CO o in© © - -»• co © t^l" t^ rH — © ■ - OS o lO CM© ■* EC 03 CM ■ co in •^< r-i t— • O 0 o s © . fc-os CM . ©.- OS -r in X CI EH i>. t^ iM CO ■* . m oo CO © m r-i Cq £h •v © rt : o b- CM . CM CM © CO • to © CM CM • t^© 1© • 1-H © © © t~ CO • - O -r • to © — GO ■ -f Cl 1 »- ' 'JO © Tfl t^ C) -» o. ■00 © © CM • m i-i 1 IS ■ X CO © ©in os o r--co 'CO ■-I CO CJ co ee 1-1 '-£3 i- -»• © •* . = EH 03 ~ If© CM . 1*1 1^ CO . C CO •00 rH t~ i< •^< CM T mci i>. • CO t^ «o CO CO GO • © © t- -i OS co ■-T CM CM © rH© rH JS a ^HOO •tx © CO G) -r co TJ.CC COlM o 0 CO 03 . CO ©© J-H * 3 © © © CO CO CI CM m • >o CO .-H 00 *1 C o © t- -lH ,_, coco © in m • rH OS © s a o • t- t— CO CO 1 >> ! rH i-T co' co~ - EH ci (M © if lO iH CM H g. i-i © IC t-X © . GO t— © 1-< 1—1 © m © CO t~rH -f IM © 5 cc o o if > t~CO © CM f IM ©o CO 72 i-< if cq CM 00 © • 1 rH H 5 i-ig GO CM © t~ c3 « • if i-i t^ ©m © CO CMIM s rH r- lO -t :,_, if ci t- iCiGi CO © = • rH a » -f OS U< ©O CI (M c O 8 to'©" if X^H CO" CO £ rH GO to CJ © 1-H i— ♦ t-c i-l GO GO © rHCJ ,_, CO X. r-4 t- •■* 4a co in CM m in © 1^ •C5 cj i-i -r CO i-l IM X © ■X o "f © o co CO ^H o to m CO i-© CM H i-i CJ CM if 1-H OS N CO fin I © ©■* IT o t> t— 1> © to rH CM r cocc •IC © c co •* i-H © o >* f~rH •r CM IT ■ to f— CO — o a o jo CO CI © i-* o CO CO CO IM S EH -t ie ©C ; ©«t *r if i -r .": S © 3 O •T3 - c i "3 3 i C : ! * 1 s a ■j c a c 0 ©0 1 O 1 3 a a a a £ c ■j 0 \ - ©c © ~ S 3 3 O . 0 a 0 a u t u Canal, 1904. 4 G a ( t. c s r- I c > > * £ 3 t* d e3 W 1 ?: a C 4- c S to SESSIONAL PAPER No. S€a CANAL STATISTICS 79 oo co inc: l-H — C a eo OS ^H 00 CM I-H CO CM CO ■*" CM CO OS OC r-TeN a ^H OS 00 ■* i-i OS (N C! c :■-. ■ri t- C l- co iH OS lO CO* CO co oo CO •OS •tH ' ® eo" OS to co" CMOS CO 33 w © 00 t**. co CO CO i-Hin coco CO CS °1 co" . of © CO ©" eo CO 00 -*< 00 CM CO co OS X cs m© t~i-< m CO in eo • eo ■ in • in . coco O OS w OS ia c E E- ( |i > C 9 t « C c E c a 0 a 1 ( [ | 2 IT *3 a cS O .2 cS : ■7. "9 03 a n B a E c p a j 1 0 c a > c c — 1 z E- t 0 i s c 1 z E- ' 00 c: COCJS ~# ia in os cm" cm" OS OS l-H «— I e l-H ^ p J. < % o o l-H P3 < o . to a o >»; crs < --h to io" >< !—• 2 o ^ oS T5 C t o ^ tJO o ~" ft ^ 2 +3 a eg S — ' cp o T o 2 CD w> o .s-s H !z; W S ■0 H OQ « O O Total Amount of Tolls. co . '. o . ; a§> ■ ■ 110 40 5,543 20 79 50 7 50 50 45 34,528 40 18,092 10 • m -m • © in -OS -i-H • f OS • Tf . m -«h CO ■ —1 •© • ©© • t^© •os © • If •f © CM : ° Amount of Tolls, Down. 05 . - 110 40 5,543 20 3 00 44 40 18,217 60 18,092 10 © • 00 • © ■ •CM • •© • ■ t~ • 88 m © -f © CM OS Amount of Tolls, Up. eo ; ; m \ ■ • • © • - • c in © o ■ • m © go eo ■ ■ ' c--eo © ... CO . : ; tr . . . r-H 96 1 91 91 98 91 © t^ • •* " Total Tons. 552 55,432 525 50 375 172,642 180,921 202 ioi 38,512 13 CO © CM © CO CM CO 30 o a o ft 552 55,432 15 222 91,088 180,921 CO • C5 • • CM • i-l • •in • ; :oo" CO . • in © •CM© CM **< ft 50 153 81,554 © •© • i-i • i-l • CO •00 • •OS • •CM • From United States to Canadian Ports. s o ft ! i—i m ■ CM • ft •«© •CO ' i-T . T— 1 From United States to United States Ports. s" is o ft •CM t- • in os • o i-i ; as" • ~ 71 ■ Tf CM •COCO OS :g : .CM . © © CM ft 811*02 09 00 • T-H • •© • ■ ~H • From Canadian to United States Ports. 0 ft d ft m l«- © • OS • Prom Canadian to Canadian Ports. S O ft eo as m eo CO • ■ t~ • •CO • • m • .cm" : CD d ." : ft I : : 1 : : © . . . r-t • • • IO • • • CO in CO • OS • -x GO • © CM • m CO < 1 Ashes, pot and pearl Agricultural products not enumerated, vegetables. . Agricultural products not Agricultural implements. . . > - C Brimstone Cement and water lime T3 C CO -c C eg CS a Jl : C s 3 O CO ■- eS a to — cS I -a c > u a _i g - C GO sc CO '. <0 ' >> •v ■V a e« . 8 : t» • a< — S : CD . •v . c • 3 u x a Ti Z CD • 1 £ .-Jh 3 c 2 - w a -z c CO X St z T3 CO GO CO CO u .B CO >•. tK cS O MS i X w 5 : es : CO • c • fc. • o • •^ : of * c : ',£ • eo ; 'o : c eS co' ft CANAL STATISTICS 83 SESSIONAL PAPER No. "24a t~-3< © rH o >a ia © «c o o © ooo h -r c x 0_ co"-fre • ■ ■ -r ■ ir. • • i-H oo • o • • ° -t~- ■ i - • ' • o> • m • r — ■ — — • • 1 - i- • -M • • • CM i— * » ■ : « : ; « • - . » ; : : .- . : . . . i— . . . . .... . . es IN CO 00 Amount of Tolls, Up. ©-•©• « -an . -55 • « :« : •' :« : : : • — • ■ .-. <^ . : : :"* : . . . o ■ • -*■ © -r CM ■N (0 l- DC i-- IN (M ■ ■ -CO • ■ -00 r-l • • . f ; ; ■ ; i>. . . . ti . . . m . . . © ; : : 5 »n • ■ • • -r • • X • • es • ■ m 05 • . . T . . . 1— ■ ■ • rH ! From ( 'anadian to United States Ports. 1 ! j "jo ' .:.::::: . . . '.O II •:; CO ... . t*. • • -co • ■ ■ •©■■•«■ . 1J1 • • • © : i-T ! ; ' •m" : 1 in © • • in From' ( 'anadian to Canadian Ports. . IO . . . -T • • t^ . . .© . . -r . . . ~r . '. of " '. '. icf . : : :§ : j j j i :8 • •o • ■ : -r • • CO • • • -f ■ • : 1 t~ ; ; ; m . . . 35 ... £> 3 28,243 112 181 126 \ n ieles. ! a • -7 • y. I.S — f= ii rafts Lumber, sawn, in vessels . . n rafts .... Masts, spars and telegraph ■i n in rafts Railway ties, in vessels . . . n rafts Staves and headings, barrel 1. pipe W. India Sta\ es, salt barrel. Split posts and fence rails, r. .S j> C u £ X " g Woodenware and wood partly manufactured .... a t 1 E a — paying tolls, now free.. Articles having paid full In/Is on t)<< si. Lawrence Canals, fn < : CANAL STATISTICS 85 SESSIONAL PAPER No. S6a 35 iC -r 7\ ■Tf r-H NCCOQOOI r^ 3". r- Ct CCS -ri ?i i - - x 5sC_ i-i ©so giOSC •— h -r i- X .": ~ X -r e€ <-* c'r-T — be i. u ~ - - -■>. ■J. 32P=(tnfe.g'-3 | ..-s:l.*soji CO j- C si® oj «s i ■/. a 3 S »fl* 525 c — O — ^ H *. ft - (5 g 3 -< - O - «© - O — IO < H < 2 86 DEPARTMEXT OF RAILWAYS AXD CAXALS 5-6 EDWARD VII., A. 1906 ce O -r r - - to — -_ ZZ — — = z -ki — K :r ■-( - z ^ '— "-*- : _z = -.1 C go - - '_ /. — ^ — . — — s — — a _ -' ;. \ - +3 61 z H * ■— : — fc x 71 -: - Eg 3 ; fc Total Vinounl oi Tolls. r c © » • ■ • ■ — ?1 c- ■ © co © . . . . t. ■* • : : • ■ • © JO © © • ■ ut x — — ■ ■ • — ri © : : . — ' x* . . . CO iH — C ■ ^r — ■ • l~ Of Tolls. 1 town. ■ © © s 4 • -*8fo : © « eo ^ : .-'3 ii i>> L8.217 60 1.8,092 10 X= 7,702 40 5 00 Ki no !l 20 " 308 20 \moiinl of T'-lls. Up. i : : : -8 • it; ^ : : : : . : 7 50 0 45 Hi. 310 80 jo .-. .* © • • ■ © r-l • Oi ■ t~ • -o O • -T-l ■ — ' ■ ■ © Eh E- 552 55, 132 525 50 225 L72.642 180,921 © 71 — ri re • w © • co • iH O 'HH -MO • ■ — <- r-i • ic • cc n ■ • -x ■ o«r : : o . CO . . . Tuns. 551' 55. 132 L5 222 91,088 180,92] - • CM ■ JS © • © ^ . . _ . ~i 5 • ■ — — • ■ .- • r\ '. go . : r- . CO . p • • • '• '• '• >a '. . X © © : eo x • • • c .-1 • © ■ ■ • • r- tl y- From United States to Canadian. Ports. 1 ■ ■ cn io ■ ■ • ■ — — t : : : : :5 - • -:i:ir • ■ • ci — r • • • n t~ c . . XX • l^ • • M • • x^ • — -r From United States to United Slates Ports. 5 a . . . . -M ►:- • 1C — . ,- — : : : : CC ~i — C-I X ~ co" ro~ ■ -*...©.. JO • ■ • © • • ■ > • ■ ©^ • • -Z) ■ • '. *& '. '. . '. . '. '. . "1 . . . . . £ I :j ; § © i- X £ : : : '. : : : : From ( lanadian to United States Torts. ~ el M ! li! JO t- •© . ■ - From ( lanadian to ( lanadian Ports. 1 \ : : : i :§ c — c : : : ; co © • ■ i - -_r — • -cc — — .- -ic — \ '. '. '.'.'.,-_ ■ • -eo • CO © co-op • • ■ ■ • s ■ !>1 ■ • . . ,- ! — i so "3 : ■- I- : £ : — ■ o .g o cs £ • — r ~?. ~ oj -z ; ■ — 60 « u - 5:='Z Buckwheat . . ( 'lav. lime and sand . . . J Z 3 z z- > -r ft z ■I > Ffsh Flour Furniture < rypsum Class (all kinds) .... Hay (pressed) II ,. ... . Horses .... Hides and skins, horns and l.e CANAL STATISTICS 10 SESSIONAL PAPER No. 26a oio o> © i~ io © is s ic c r c o ■ c is © r © © ^ -J M © t^- ^- ir. t~ © . X X — i ?f ©r x !M c r: — i cc"©"-^ ©~ x -r x © © t~ © ~ n t :i /■ t t— sq t- I<1 re i- -m 71 © to • co (M cc -r — t). » tO b- 00 HS • t- TP tO X Cm' Kf 05 iO © © «n t- "X OilM • r-i to r^o -~ 5 "7 ■ga ■- L ." == : - p o o E? o a — < — — iJ-i i-3 . 9 - - - i I 99 - - - 0,3 5 "if 0 3 ' 3 '~_= — -■ "S SP BO ~ *> -U 3 rrj » JO'S 0 - * 04JJ„ ««_; a^- 5 S S S S fc O O O fi fi fi S ££#>=< £ s3 x m S3 aS 7 -/. S -z x~ ^ '- ~ £ ;= :? £ < ^^£^- Pe, 88 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 © c8 £ Pi- p Sv: "So - a D •a o o o — • 2 / >' bo >"_• II y. r B c ° — — ~ '_ S g s bj 2—3 a r-=o J. & 1 - c — — Mi5 _r 8 - - = ;. - s ~ > -ZxtT | ;S " ft cf — je « 8 o g f. T* T-, SESSIONAL PAPER No. 26a CANAL STATISTICS 89 o - c :i :: ti c /- ^ i- •/. ^" vi - j: :MOMccxo*t so x ci — co — . .-. i— :-. n ci o t; ■■£ ci ;e i— cj to -< eo i -i cc ci ci ic to © CM © H ci » « x lO x rlffl —i CO ci — .- o ci t^ © x — X CI — IC cc ■-. — OSS E« ■- z ? -- - J -a 3Uh 71-/1 i-i om 00 l~CO l-l © SO -r cm' ©O i-i ci — i-i 0! Q 5 5 8 — — - j - : ; - "_i — -*- * c» i» . - — . — o s * s 5 E - " - - I - ~ •"= £ ■§ 2 -c~ 5 a — .= js — -r- 3 £ '~r.<'-~'-~- ^ ^s Z — — ~ ■/. r. '— >■ ;> P -" P^ © CO oc © T CO a»8 &3 > % ft S* g1 <4 = — o - CD 09 < I: DQ O fa o H K fa a Cm a - 90 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 - pa - — a - r §^ e3 -3 § - 2 '- ■-_ c .s«E si c x - 5 £ E-? H - 2 = ~ "2 D c Son ?_ >— 1 ^> ^ '3 = •- X go -— z -e - - w-c - - '3 o ^ o-c O d 22 •/. . _« * — — T 05 £ oS Jj O ;.'_£ ! 5 1 £ >• 3 _ - .~ - z i pSmoo "c8 ? 2f e3 .■ rz -- 3 7 _ — X :1 iil§&i"JiI&3 ■?!§ L '_ "_ - ^ — — ^ - 'j- '-3 '.'^KI CANAL STATISTICS 91 SESSIONAL PAPER No. 20a CO "g a. = c * — 2 - i, - ~ — a *• a « - H~— o ~ ~. r § 3 .«J!i 5 a « 3 CD 2 •£, a 6o a : - v.s^ 35 O w ±± £W ^-^.-^.-.v.zzz^^ to £;< - i .- i{ — 4- O cs-r- g be.- - fl bo a x — o 4- a bl_o _.«•- s DO '/. /. DC /. 33 r- H H E- ■Ji be, ■ i — — *^ . — r 5 o ■ 5, S .-aE *3 ° * j, 92 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 Total A tin Hint of Tolls. 'JO £ cc o : ,._ : : CO * : " : : © o IN Amount of Tolls, I town. i : 8 : o : t, : : to * : rt . . © O tN Amount of Tolls, Up. £ - 3 O 00 to Tons. I P — CO CO t> From I nited States to ( lanadian Ports. 0 IP 00 CO = 7. 7. /. ~ z- — — > ! i ; |3 ; From ( lanadian to United States Ports o j 2 | : = 1 From ( lanadian to Canadian Ports. 1 town. 2, 175 CO — ', '• m Articles Firewood, in vessels it rafts 03 3 s - - CO - -3 Ma is, spars, and telegraph poles, in vessels ii n rafts. . Riilw*-. fciss. in vassels 7 f b et 3 E ' a T s ! CO 0, ij pipe. i, W. India Staves, salt barrel CAyAL STATISTICS 93 SESSIONAL PAPER No. 20a 1i .^2 • it - & Eh e >■ p£ Q X o ►J < -. o 1* 94 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD Vfl., A. 1906 — c ei ■r a - — O lO OS © O m c l-H -.. - fj s •-" — c h-l 0 — ■4J - 7 :r © > — -> +j Z O «4-l z - a o 5- r - OS cS - — -M 0 be - j-j = << TZ — 0) — ^ — ■A a - i y "o as o -= — be '_ a r. - - a SB s _- C fc Total A mount of Tolls. 5 — e- 01 -1 © 01 t- 35 ift ift 35 -r .ft -r OI e" c ift t- — eo © — © ft .-O — -r eo — eo t- ft © © ei — ©ei — i-oiOift©eo ^ ia eo so xx — — r eo eo eo"©"o-i -T 106 60 3 50 2 07 641 34 554 39 646 51 343 86 0 99 66 77 Amount of Tolls. 1 tow 11. $ cts. 4 20 5S0 71 260 63 544 73 0 80 859 17 0 91 0 90 70 45 13 30 1,609 61 is, soil 07 2,313 98 30 62 0 30 50 60 0 20 497 35 353 00 45 15 219 50 0 15 15 » r 0 e> i <) 5 1 3 - 3 1 5 C Amounl of Tolls. Up. $ cts. 0 95 17 05 100 58 78 55 16 18 2 06 828 85 0 04 115 51 o 12 111 64 1,414 27 495 45 49 48 i; no 56 00 3 50 1 87 " 143 99 201 39 001 36 121 36 0 84 Total Tons. 47 4,544 2,640 5,379 155 16,239 17,201 8 1,170 719 2,041 80,055 343,797 70,464 535 2 540 20 41 11,554 3,554 3,248 7,313 23 r- - 42 4,203 1,773 4,059 15 16,185 24 7 '717 292 42,783 340,494 74,744 435 2 253 2 800'f 82S 21I'2 191 '6 S d 5 341 873 1 ,320 140 54 17,177 1,176 2 1,749 37,272 3,303 1,720 100 287 20 36 2,093 1,142 3,020 3,310 21 From United States to ( 'anadian Ports. Down. ..©—... • • • • r~eo ■ • • : 'z£-f ' '. '. . . . .00 i-l . . . . . . . CM ... fc> « •© • • © • r-l ■ • • © © • ; . of . From United States to I'llited States Ports. s • • •© • • eo £ From < 'anadian to United states Ports. s : d 1 : P ] • -CM • t~ • . . . t^ . From ( 'anadian to Canadian Ports. 1 town. 4,178 1,773 4,059 15 16,185 24 7 t»N«-f no?i« ■ — © x © — eo .0 t- oi t- — i~. -r cm • o r -.'. ft' : -r ic © wo. • — • ^ .' © CM X CO M X i-i • CM © X -r • 01 © X "cm" ; -t cm eo © -h cm *^" • ~? r— oi eo — ;CNt» T *rH .ofeo" d ift — eo © © -f t-- -- © ei ft eo eo ft © -.-.©© eo -r 1- OI -*■ 1-. X t - © 0) ft O) ft • X 01 CO ■ © eo x eo— O! — 1- .ft eo t 01 © — ~ CO — — -r eo' -* ' ! o CO I 3 < TJ B O ft. to < ■- ft < Agrioultural products not enumerated, vegetables... Agricultural products not enumerated, annual ..... Agricultural implements.. . >. v. -r v PQpq T. X pqpq Buckwheat . . < 'lay, lime and sand Con. Cotton (raw) Crockery and earthenware. Dye wood and Dye stuffs. . ; a. ■ — as i - — 2 Furniture Hay (pressed) Hoes r. 1) / - O CASAL STATISTICS 95 SESSIONAL PAPER No. 20a cc cnr r. I-- c x ■ x ci k *. - - c - - c ~ c o ■ cc ci •© .~ N K O I-" r- - X ^ r. ~ t» lO r- !C N t^ o cc x © © MKNS • © © -r X © — X 01 © — © C; cc cc cc i-i • ci — -? © © t © i-h ifl © -r - 1— © © -f ■ © — * X © © i-O CC O © CC CC -V — i . — r*^ i * * C N S O O MNXMlSif?)XCCeiO cc i - i- t/- -r © -i< X © CI © © CO CI © CC «NM«tt«iCiHiH O -*■ CC- CC CC © 50 r-l HMO-Ji t — r ~f ->• — CC -"LOCI C0 H © CO CI CI I- Ifl ■ ■-. c cc i-h © © in x © © cc x ■ »n -h h -r © co ci © ci h so no t~ x i-l ■* © © HNKMVSSO t~ x i-h ~r x © i- t— so i-h i- so co co © -»H Xi X © © t- © "# T-l t- i-Hl-H i-H -« eo -h K ifl CO l>- © -f © CC W SO i— © Cl 01 H lOtrHX-J3 0C--Hfl -T i-C Cl — I- © © CC ( - t- Cl 1 - X i-H ig X IC X X © i-i iC C CC CO © IOScTsO Co" r-T .*tr.|>JllH 1 x< i-i co © © »o -r ci coco" C-fi-i'cf t~co i— i cc icaioio^ojiH^oeo © w ci i-h l - t^ X X X iC — ' © CC X CO CO ^- CO X © CO ~f © SO' i-' r-T IM i-i id © CC iC :-. © rr • i-h -* ci i-l SINN © — .o • ' CC — ifl C 00 cc"©" r-cci-xni-o -r © t-~i-i eo rt t t K K — X © © -H CC SO l>- i-Teo iC ci © x cc © © © t^so [-—• cc © © © © CO Cl o so coi-Ti-T © © i— X cc ci SO i— t- -r _» _ IG -r ITS © ifl ifl -r OS — i -t" © CO' © Ifl CO i— I - i- X 0C X ifl — © " f. Cl CC © Cl X © Cl T © ©"— " i-T ifl MHO © CC. i- SO © © ■— -r co co i H — -mi: 1 s S s 3 s s fc 2 ; --_ - 6c /: i 2 -e S — .= > i " s I 6o of a — : c .5 "9 $ =r ~ Z'Z — I 2 5: - gj Ul^isl^gls-sl i 32 OC /. X r- r- r- r- P=pq 96 DEPARTMENT OF RAILWAYS AND CANALS 5-6 EDWARD VII., A. 1906 Total Amount of Tolls. o 1! — ©~o c c 0 © X in ^* -* ee 01 CO • © V ■ ~ X ■ TT • Ot 1 80 302 33 117 00 -x. X © © Amount of Tolls. 1 town. o 88 90 334 si 21) (id 274 50 (i 38 " 240 00 1 50 1 10 282 08 96 4(1 © 1- X X Amount of Tolls, Up. CI - — CO 05 X r; ©N 386 10 0 33 0 70 20 25 20 60 X -r X CO T -r CO Total, Tons. 150,679 59,985 390 10,967 4,431 ' 3^858 11 93 11,591 556 1,222,272 4.".. (it 17 22 84,631 93 15,694 14,571 21 10 384 Tims. 0 Q 3,157 8,772 390 10,! 167 15 3358 ! 82 L0,85i 483 817,552 43,607 22 84,631 9.1 15,694 14,571 21 It 384 P CM .CO :M -- O Ol T Ifl 4,416 11 738 7:; 404,721 From United States to Canadian Ports. C 304,1 It 37,722 32 71,808 15,694 11,871 21 34! p 6,985 From United States to I nited States Ports. is o m • • © ■ • X d P x • • © • • co From Canadian to United States Ports. s o n . . -r . . . . ~r . . : ; or . ; P xco © m ©c co't^ 01 8 © ■ • x' ; ; From ( lanadian to ( !anadian Torts. ^ Q 3,157 8,772 390 10,967 15 3,858 82 10,853 483 572,571 5,885 10,679 93 2J00 10 35 P ■t in — ' — ' 699 "2 11 738 73 249,427 Articles. Floats ■ ■/. : £ go • -j. »i "- \ m r 3 - 3 - 11 b. — — — '— - it *cS Z» r -- 0 a 5 p CO .. DC A 9 cr. C r: C — z. h ho * cc a OS *f 00 ^ 5 - /. „ a •/. ^ - 99 p 1 1 :/ '1 1. \ *s • FN SO cu .5*3 Timber square, in vessels 11 rafts .... Woodenware and wood partly manufactured .... * u 2 1 ^5 * CD "*~ as g ~ c -=^ ho 5 i 1 O ~ H Articles having passed tin full length of the Wclland Canal, free : — Clay, lime and sand Corn Crockery and earth - Flax seed Flour 11 all other CA.XAL STATISTICS 97 SESSIONAL PAPER No. 20a GO ■* cTo" © a ofeo T t- !--. Tl ; : M C i-~ -• 3 i*. t ■- i". iC 3QCQIOS - x ci x x — ?i t~ t^ r-t o n !.■; c * ?i x « f n rHoTcf r-f e c sc oo a. a 5 ~ ~ 65 to o -- OlOC • © CO l^ • © © CO ■ © t- • © © • ~ r- • -j: — ■ © Ol CO© i— -r — © SB K c c — O LO CO © C ' c 0J ■ © -T ■ © = 1C Amount of| Tolls. Down. . © © io © ■© • lo ■ — — x X -f- -tf1 t- • © • l> • © © UMK X X • © ■ • OS ec © lO i— • c • © IO d >o ■ to X © •© © • ■ © © -CO © ffl» • © • • £>■*?■ 1Q ■ -r co w © X © ■ © CO .-^ -JO — — ■ T • — co ■ © © • Amount of Tolls. Up. .$ cts. © © lO • ift • O © lO © »o so t- • ■ eo ■ • • c co — ■ <- -f T* CO • • l— • • ■ I- <£i i-H • oo eo • • i-i • ■ co 05 . . -, . . -p © © lO X ©^-< TfCO © © • © LO © • © • Tf ^J iH © • t^ in o • H-2 f SO t^- CO • © © lO ■CNMhO -NNiSh r-l X X X • © tJ< • OS CO ■* OS ■ t~rH i- so © • © -r ■ so co *n t^ ' "r co of wf torn '. cseo ! ; ; co ; © CO CO X — • 00 • t^ M • O • eo* .co" ! © i-i • a: a o -f © CO 00 •© O • OS © i-H IO CO o • © ■ ■ © o i t>- t» •* • © • • © co" i-T co* to : X © • CO CO CO X • irt eo ■*■ • co ©co ! r-l CO lO © 01 ■ f~ in 01 -f CO - © S C -r .-■•©•■■ r~ 00 CO © co © 01 • • -r ■ • • tj< ~ ,-> O CO ••"»••• CO C0_ ; '. ih ; ; ; co" ; Ol 1-H CO © X -X CO © • o • XX- ; of : cO O • From United Stat >■> to Canadian Ports. l~© ■ r. 1C X iH • co ! '— | From United States to United States Ports. 5* 1 *l From Canadian to United States Ports. 1 S i 1 T i 1 From ( lanadian to Canadian Ports. 1 tJ< © CO x •© • o ■©»© .J ! iH ia oi •" ■ — • 05 9> © • © — © — < lO ■ ■ © • ■ ■ t— 01 CO © co © co • • *f • • • sj © --1 • to oi • • -r • • • co co : '. i-T : ; co* COO r-l CO i-l eo ©X -i-i • CO © -X • X 9 ■ : of : o m • J) O 0 -= a < 1 - - 5 • 0 = J c /. "Q /. ^ O^O r 3 » p fc T b0T3 - £ i £ - - z~ 1 b - r r 5 ; S E -u. fi'E = - it - be « B ' • — -c x ■ - = | : : : :•§ « •S :.:$■- T5 . : : : J- ^ s • ■ ■ ® - S a "^ " T § * E — r r O 3 ! S; ; ti !*£ — E - b = = - c > • 5 _ci X (. _3 QD :~ — s S * § — 7 «e' — •/ S — i >• - S O o W ff .1 — -r •/. C c ■A a 'Si -/. S n 3 1— 1 CANAL STATISTICS 99 SESSIONAL PAPER No. 20a o - o © © X M tf CM X NMIOHH SON! X l^ C-1 . HC1H! t~— I OS rH CO rH X i-H lO -rj< rH SO rH CO SO-tHt. CO ■ rH -X I-H XNM lOOOOO Tf O- f SO Tt< tO CO Tf< CO X 1— CM 1-1 rH • OS rH X Tf O • -f tOH • C~ rH rH rH X oi © -r — o CM X rH IM" f CO I— Ol t" f © OS in X HH«HO O005IO9SN XNttSit»fl ■* CO' 01 1- x in co co © so oi t- Ol lO m ©©rHCO os x so »c CO rH rH CO* rH © m -i" co ic o x -rr cm co co io oi x 01 01 01 t^ CO © Tt> xm CO to © X ■* CO SO CO © ■*»« t- ■* IM IM t- t- rH in in CO" r-T OS OS i-h X CO 01 in © .« SCO r- f CJ -CO' CO in CO X (M -r © 1ft -rj" CO i~ O CO SO rH CO -f Ol CO CO IN SO • 01 X X CO I- I- • •". — o. in © CO SO CO rH © rH X co m x co x .-. X i oi co © 00 CO -f i SO X CM t- x in cm so lOf t» © 01 t- — ■ a z a s.s ■- -~ — ~ £ n~ 0 3 e8 . .— — « X g d eg h 3-s : - « « 00 M ~C _C ••-= S^- « bo'g P c n § I l*rs s E g s__ - It 0< (S « _S x — - " - <2 «a ^ „-. ^ >PmPh o'5 ^hPh S3 CJ 0E » X .2 sf >> 5 ' C 1 lT ^c 36* B* « c P =.= "= BiS I tjiiuu iJ flu 3 3.5 S /. /. i. /. /. i. x w 5C 7.r-hHH !fer% ? o P • to ■ 1-1 • -t '. r-J" S : : :8 : CO • • -l-H • .' ' .CM • • CM © • ■«« CM • . . CO • so 1- ?i -r co «r i-h i-H © cm © cs ejs t— © © 01 'O'ft os" eo" ~f k£-* t- «* CO i-" rH '-« 5 •OS • "* •IN . 1-1 so . •l-H • .•*t< • .... CM CO 244,040 From United States to Canadian Ports. > 0 P 272,971 37,722 22 71,381 15,694 11,871 z. P i 1 From United States to United States Ports. o P P From Canadian to United States Ports. a o ♦ P . . -r ■ ■ • . . *r • • • '. '. of * : ! P •CO ■ «o • 0 . 1^. '■ . :co : 1 § ® ::.,:: CO ■* From Canadian to Canadian Ports. 3 l-H •id i T-T : s : . . © . .© . '. CM" '. • -CM © • "»• • • eo ■ 106,045 5,885 10,697 93 2,7(K d .-0 •OB •l-H 1 10 • 3 • -s Si 32 III 1.040 Articles. Lumber, sawn, in vessels. . 5 §, 5 « : j X CO s - ■ « - s ) C - ! * 5 - 2 5 - 15 ; " /' ) -t> r. <*- ) d » h 0 - 1 : . s 1. t- ■ '3 . s9 ■ X — ••O £ = IC - 5 -/ \l r. /. ■ 08 • •ll i £ : "3 S- 3 -a "3 « a . : - ' 8*5 r.j Split posts and fence rails, 11 11 rafts. . Timber, square, in vessels. . 1. n rafts . . . Traverses Woodenware and wood O | | — ^ "31 "' |..u,, ...^ ijuuh, ...... ..v - • . Articles having passed the full length of the Welland Canal, free : — Clay, lime and sand Corn Crockery and earthenware. Floui CANAL STATISTICS 101 SESSIONAL PAPER No. 20a to — > (M ITS to of -c-ri-c-CTf ?.s«-xr.»r.K«f Oi.:i-onhx n-xt sc:i-c;iii.".-''ii.';-r-oi-ocKi.,:'ininH K K N » X f Mt> l- f-H © Ol 0_© (35 O} GO IO^iO of r-To: Td" r-i' of ©" cfi-Tdforatf s not i»0"Of fr.o»r-x*x)iK«ti.iifi[-ot"H W rt X -^ l- i~ NeONOIOriSlOVHIOiedQHIOOM lQ W*NX» fflt- t^^-l © Ol lO © © 0} CO 5C nofif)WN«rtN-xo>rti."i,ai-ii' -»> ei -r © 35 ~ io .-i -r i- *r ih ..- ic © tt> th t- t- X © i-i © sh © oi -^> © rH ofofisf i-T of cf of x t -* - © -r w © t-© ■.-; n ir. © m x © X 01 x — . - — — >5 £ 3 2 --r £' S Sfil = r- ;= .- > ■.^.^.S.ZZ-— — i. x 02 00 H H H ? 20a— 71 5^_5 2c eg • _r w a* g 9 3 - / - C - » 5 S m a) O a x be fe -5 a > t SI w M ■< o «£ 3 c so a - 102 DEPARTMENT OF RAILWAYS AND CASALS 6-7 EDWARD VII., A. 1907 *e c3 - - o "S _ rt o o '43 !# o J* a, 2; a — gS r1* » M *H -U> U 3 C G"fl 03 "g -4-2 Q tc— S v: * T £* r -t- . r V £ s E 5 1 EH = 2J - « W * s O o Total Amount of Tolls. _: or to r, x « - s h s a a r c « ^ COX i-l MC NtHL-fflXCWCN ° eocs x c-iL»«;L~o-f «o«i> CO ^H l»rifiri r-l X C) © — CO ^ COCO .-h ©__-*r©__ co"i-h~co 11 20 0 50 1 92 522 99 91 79 29 91 343 86 0 99 56 42 Amount Of Tolls. Down. $ cts. 1 40 17 31 2 18 26 03 0 80 253 17 0 91 0 15 0 55 10 30 1,609 61 1,400 39 1,965 08 30 62 0 20 383 50 52 00 " 015 219 50 0 15 31 49 Amount of Tolls. Up. ./ lOiO X OOOtOQi*HNC5S -X© js © o © x — ©o©iai-ns© • os so U ©CI O -rtCCl — ©lC©TC0 I-- tO ^* 1—1 «* 1— 1 1—1 ,— i t— 1— I f 11 20 0 50 1 72 139 '49 39 79 29 76 124 36 0 84 21 93 "a 2 o 5 co x © to o © ci co co © -r co -.c o o COO O 3> lO l^ C t~ CO t^ O >• • © © © to ■ t-- © © t^ P 5 311 309 1,095 140 54 15,728 1,176 2 1,502 37,270 1,710 100 63 35 2,003 334 162 3,310 21 427 From United States to Canadian Ports. % o Q •CO so ■ • • t~ t^ • • • © © : ; . ©i-T . . .CO 1-H P •© ■ © © ■HN ■ • cf ; ; X X III u = X ,KS O O u ^s ^9 & p a 0 . . . © . ... CO • P 1 From Canadian fco-, United States Ports. O ' P, | "; P : From Canadian to Canadian Ports. 1 X t- © — 'ifilftf N r -a- to — 1 1 ^ 18 272 42,783 4,153 60,183 435 JO ■ CO t- -co coco ^ © © • © © • t~ © • © i~ ; x" ; -? Up. 5 311 309 1,095 140 54 15,538 1 1,176 2 1,343 34,521 1J10 100 eo m 0 • co -f • ci © •- t- ;o co ■ © co ■ © 1— 01 c 1 • © CO • r-H CO — ! Cf . CO" Articles. 1* S3 ■- r. O - 13 * :- - — -; O - '- tc 1 — 5 :a X * 0 "S CJ ; — rt 1 - r - i-l cJ'J | 1 - ( lement and water lime . . ( 'lav, lime and sand «'oa'l ( Jattle . ? — c O 1 - - — f. c« 0. ~. Z - z c DC St X > — X s •c 1 c s 1 > — ..2 (36 C 1 x 9 _e8_C * ' X 111 9 >■.— — 'J "J X 1 C > ci -? s P — CAXAL STATISTICS 103 SESSIONAL PAPER No. 20a © 01 © © 03 © -* x x oi • oi © © .-i HHO: • N ■* © iH i © — . — . i— © I- CO X © r- CO © © »o © OS -jc?.c«fino5Ms»wo» r KIO « N 3 C N ^ O O N -t K f C ©CO ©i—l© 00 © T oi h © © ■© .- N © 5 n x :i © s oi N © © X t- ©' OI © CO NHt- NMHtaHl-.H*»lO»MSH •f t~ i-H © X T -* CO © HnOWW © rH oi © t>.x© oi ©in CO" t- © t- 0-1 If © -t X © t- © © 0 1 © ■ X ■ ©■ t - is © — — iS T 0-1 © CO T r-©-f50-it: rt* ■*" CO "ij" CO i—l i—l X © © X © i-i rH 1-1 © Ol 00 01 © Ol *— 9 ss-3^ ' +3 © : . T - i : / '. 7 . 7 a a Hi — * p ,0 ■■S'fi'gi.g *- E s 5 3 £ > ^ — J8 0i cs © « « ££ ^ — Jj -5 ^ — - ri «- a « i 5j A M S X © O *J S Ol.0 ,rt y r" M M a5 05 05 MiH H H H * 5 E T3 4) et 3 a t. or. CM e e ; 6o • • t^ H • © •rH 'TH © • « t~ • © CM • i— 00 00 t~ CM © ©" CM 3- j §-2 I * 3"8 a DO O CO »-t © © X oo ■ © ." oc T '■ rH — © © t>- CM • CM 8 : © • • -r • • © •© X • © ;iS • © © • X •rH • rH © • -f O • 9! ?1 - oo CM rH o 00 00 rH 4 «6 © CM © OO CM. CM ■ OS ■ cc • © ir; • © ;C0 ■ C~CM • CM •© •© © • X CM • © CO tr- lO t~ 3 B CM 30 oo O ■ © l-iO X • •*• © rH CD ' ©* X t>- • ■ ■ rH • • © P '• CM S<1 • O © CM © oc EH a o oo rH . © fr.,Q CM ■ -f 10 1-H oo • — i t>T '. ©' 00 • • ■39 © CO • ©. •/.rt ■ t- »ft rj. : ©" : © oo CO 00 rf> P c'i cm x' . oo . • CM • r X • rH • r- c: -r © X © s" -H DD a o P 1 — — o P-l r-T 00 P o X 03 sp" * 1 '= = P P 5 fl 1 © 00 d i p [ 1TJ • 1 OS H € Big £i = 5 = u ^ '5 h3 o 1 1 D. P a = « a h^ o c > m I—l rH • © t-.<-0 CM • -!- 5© rH O0 ■ ~ i- : © X • • •a • • I- • •OS -©CO • «J3 •oc ec ■ i- ifi ■ •* ; : : © : r- © CM 8 — ■t'i CM 00 •a ■ o • SS : • CM ■ rH X • . rH •nW • -f X « oo" ■a X I / 1 x ■f > — 1 1 - of a Lumber, sawn, in vessels.. ii rafts. . . . Masts, spars and telegraph | £ g I 5,5 X 30 9 £ = i t » a x X E E x*^ 0 * HO CD Split posts and fence vails. Split posts and fence rails, Timber, square, in vessels . ii rafts Wooden ware and wood partly manufactured . . © . o ■ £ £ — p CANAL STATISTICS 105 SESSIONAL PAPER No. 20a CO o Ph T3 s. o OS £ fl O 0.2 JS be o> o '" £ 8§ Oh 50 C CD g m If ^ 3 ^ST3 u „ © © i* 5 S il 5- r<3 H Ed Eh «j E- W < X K O o Amount of Tolls. iS -XDrtO ° :0: © r-lM •i-l IC IM c - froifi eo M -X 'ICaHf! ^-©c<5 ©ec -^ -IDNOr •©©c; -©-- ' « ■ o m os C © !0 .— ■-r « © c : : From Canadian to Canadian Ports. 1 •©•*''* X > -JO 00 t- 'HHO -r-l» • . C5 ■ «S SO ■* CN ■* • X • IM • i-H 'HiOON • •*« C: N ri r-1 • © t- ■ • i-l • ■* i-H M ; if ! ; ■* iH . . . d rH • • • X • • -1-H • • • • -C* 3! rH • Articles. Agricultural products not enumerated, vegetables. . S ; >S : eS . X s s 3. IS fa 3 Is fa T, 'J - a C * +3 4) 55 3 - 1? is MS Cement and water lime Coal. Cotton (raw) Crockery and earthenware Dye wood and dye stuffs Fish Flax and hemp Flour Furniture Glass (all kinds) Hay (pressea). Hogs x ■ *o : o . .= • •? . G • 03 • X C . G O . JS • x • s • S • X . t: . s . es • X S S g CANAL STATISTICS 107 SESSIONAL PAPER No. 20a S X N.T X ;c cc 10 35 ia CO O O -f T • X ^H >oo ci in e: vj « X M BO ■ — -OOlH a in « s o •O 3S. ■ 5 — ■ T » ■ ©OS • o "-S ■ -r -3 .H'o = — ■ "•Sra _ - - . . ri t — •- _ _ _ ,_ _ . ■ ■ '■£. S r. oi -^ S.g « it) | ii-r .,« 50 AWh3S^SgS^o*5oa!iS(SpJS«WS«^M " r.f.-f.r. bc.r — s 73C«HH 3 .- £^£; >— a § a s s 108 DEPARTMEST OF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 ^ ; : 5 c-1 &s re g ix a'S-g "3 o f V. M O --COO © -r x 5 v: _ dq S a "S 5 o so o 21 31? fr 2 egft a o ■ _z ~ r. - cS I x .^ 0.E r— 1-5 3 — ?■ — v s-S - t~ s- ^ S - a ^ _ w Ph ^~ rfeJi aa 35 to Eh fci P- w CANAL STATISTICS SESSIONAL PAPER No. 20a 109 09 --T CC .~ — _= - a :. o - 8J Z £ — - O z z~ ; $ 01 cd Y +j © © -ta M < - 3 — — - - - V - u- ■— >-, > -u a „ sd 3 3? © _= — — Z o :r ■< '. - pj 2 - * H "J o CAXAL STATISTICS 111 SESSIONAL PAPER No. 20a «HCC • a « e - n d sj'S *» fl ■ -r i : o is OS OQ fc- r- i J1* a^ PHfHW »i*| "SJ 112 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 '< H o o 0 is 's O -a _ c3 .-* . 2'§ 0 Q ? « 1-1 o 60 : -2 S be cS og S 3J 55 05 M irj * BO DO x £ - D - > c.t: "~ r-r — xxyf H Hi 2- © ^O 6| PS ^ < O © OS r— I < s CANAL STATISTICS 113 SESSIONAL PAPER No. 20a o EH = o - < a a 'eS a eS o 2 ° a .a .3 J -u -^ c3 C 60 o o c 9 _ © © -3J. ts *= J? ic © ~ © © ■43 2 a " .9 £ 05 g S-i H s w < m < K 55 w C o Amount of Tolls. $ cts. 0 87 8 05 1 2G 204 0G 33 04 2 47 23 89 ;3>HHHO ;MfOHl-N •* r4 CM © 3 S £- • ■ • J3 © eo ° ° '.^ ~ © © co x ■ cm t- © © © © ~ :3 X © © I- X © iO 5-1 CM X CV) i— © ' ' " S r-1 S "^ "" ' • JO O M t» t^. » •NMNHOO'1" X C c H i i A i • ©»« i-i ■* m © •NJJXXOX • IN 1>»«H i-H IN • • -M CM ©C5 • SN • -©00 © • -N • • CM ■K3HH •© P^ ClH^Ol ■ EN EC • • -CT © • • CM CO • -cceo i-Hi-H --fiOCO -COCO • — CO CM ■ © rf • © CO •CO • © • © i- X •i-l t^CM l-H © om States to idian rts. . 1 c : A 1 : •CM © . . . •OJ •' • • ; ©" '. ; : A * 1 ; From United States to United States Ports. A 1 d i A From Canadian to United States Ports. o 1 A 1 : d. 1 A I : | From Canadian to Canadian ♦Ports. 1 • © O i— 1 Tt< O © „ -NCOXXOOQCl i : n" A | • ■ CO CM i-H PS -. -CM • • ©ac* • -cm • • CM © CM . • ' '. co ; ; b-^lO -.-1 X •* -CM CM 19HH ■^r 1 © eo CM t- cm HflHfOl i 1 A | • • SO© • (MX • • eooo rHiH --^ICeO -COCO >— CO CM • © TJ< • © © •eo • © 05 i" X i— t— CM — SO 3 < 5 C rt s, 'f. 1 03 - - ce 5 > c * g « o H SG a 1 _ — c s ■g 03 OB s • 5 ! a • = : '& : u • s • *j • 5,1 BE — pa x 9 m Brimstone Cement and water lime "3 o O Crockery anil earthenware -/. SB S »a oc > — a -r a- A Fish Flax and hemp Flour i la 'fl - ! BE • C '■'& i i Si i X ■/: > 03 13 00 — K t 1 = c3 03 B b 2 X X "0 OS •/. 13 — 5 : l-H 0 43 114 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Amount Tolls. € : = = ~ M 71 — — i i-1 • 1C PC — "T X • © co © i-1 1- • h. -r 71 co ■ X co © 03 CM i-i co © © 5 oo os © ec • © i-- — X © © X © o ■ ■OH>#ffl c-j — i-i © in .o a: cm ©cox o • ■ -r h-* © ■ © h m • ■ -r -r cs» «Cic co co © cm h 71 © X CO X — • — in © ? 1 • i rc-r ■ 'H«IO cS •A - 0 Eh 5 inco t-x ^ • in — • • T iT. ff UTi IT. • t- rti-O • V. CN • • f— ' H HlO • • ■ t< • i—i ■ coco so — 71 ri ^ i ; HiOCO ■© • — ' CO ' © V. 1 - = X CN •. H 1— ' 1-H © CN • . ■etofi • t- m co • • .H«K)H • T-c © ■ ■ -HNK ; From United Stales to Canadian Ports. | Jjlj i. - ijji From Uniti d States to United Statea Ports. 5- 1 .... o : : : : P 1 From ( 'anadian to United States Ports. > 1 ■ ■ • • ° : : . : i ■ © • • ■ -<•■■ $ From Canadian to ( 'anadian Ports. . 1 :g : : > 1 ... i - OCO l>-XH • r-i m • -x cd £ ^ O z a 0 0 ft s9 el ■_ -*J . it b 4? -5^5 >»-= - = =-- 3 c . - 0 c CAXAL STATISTICS 117 SESSIONAL PAPER No. 20a x iq 1-1 c -. © i— © — © x \Q -.r-OHXt)r.N -. Haomoj oi OTOCH1 ■tni-CO | © ©. rH © C • • ■ » w t a t io : i- o. c n • i-i ■ ■COKOIOhOK-^O -tt • • • • 'ODOOROOOOHCO •© ■ . . . . co com © • 1 © © © : © • • CO 1.0 © ; ; = © CO '• • C CO ; • X x ■Or-r.;i»-Hoooio i— • i— r. - : r- x n ~ i- i— • Kr-TNW "J" W ; i-T n C T O » -t • 1- — i-i 08rH • • • m w * r. •* io c io a o oi • i-i •••■© com i-l CO© . t*> . • ■ • X CO H • co" ■CO o © • • 31 l>-lO • © -co in © © CO CO • '. X* t„ . : : • • x © m -in in ■ ■ l- © - o«a>coQ . — oi — i-ot — . i- : — < co tn ■ao.iooi' • -i- © i-< © i-H ! ©" • • • ■»N-t!»illOOinOJlON -i-l • • • ■© COCO i— I CO© • ■* • ■ • • ■ X i-H i-H •OOlOfi •CO t~C0 ■ • • cc © • ■ X • • ■ 00 . .' ! x" l^ . . . •oooco -mm • t^O ■ CO • X 01 in Ol • • N ■ co" ! 10 in • • «p ■ • • in 01 ••©■•■ 01 co M- -i-i Si co -aaooowo i— CI i-i I - 01 — 3 i-i oo -r co o — X "cS b 0 s c p a> c - — - ■~ 0 ■a c eg en — ! tx -. 5j _i "3 00 . . . . / ■ . si . . . CD : : » « : ■ ** ^ : . > 2 : ' p £ •/; :•- : : % 1 • — . T. ■ ^ ~- C~" ;" H^ H- ~ 1—1 Si »Ah 20a— S. * 118 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 2 o o E x :g £ C~C -2 ?■ '- r- -r - — ? S ce S ?.~- g 6 '3 _ 'J — SP sH^ ■ - — is 5 c-5 a a o •-> :-c = - ? ;«s s ^ ^ - 5 - 1 — DO - ~ K v. a * -a S ff£ § § "I ». w o i— i OS Ej 43 Cf © '- JZ u bC - C ■->- n - c 0 H DO fc 3 Ed o ^ - u; H < H VI i-3 «j K t: ss H c c He- c O 0 fell 5; — ■ — ■ — DO 8 12 3'S 2 fc 3 SPm o o .-I -r : O O ~ Z. 00 5 « gg V • S3 I S » § * o s £ &.5-C ?■= I = « S s S «|i|JJ 3 &sS# 35 S 120 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Amount of Tolls. x i— i © • © 1-H © "3 £ og 00 ■ • ■ i— 1 • • ©CI CN 1-1 1-1 •A > 3 00 5 • • -o • tea CM r-l From United States to Canadian Ports. J; From United States to United States Ports. i ! O I *| 1111 idian 0 States its. « £ From ( lanadian to Canadian Ports. P 00 £ . • • • io • © rs ?! r-l DO s - - : • 5 a g >-l G ' *- ! ©J-. so : '~ — 2 i M — l2i* r J! ; - a) 4- A 7 ■ ' U : '. * • ;-0 : ^ i€X a '.= 3 t s-- - CL0-Q: ■ : • : t . '.'.'. z ■ ■ ■ i . — '. < z - • 1) • '.; : » a . i 3 ) 4- t c £. *j ; * "5: ! . u . ■ ■ I ■ ■ ■ ; tc ; ; ; . o . . . ;»!".; : o : . . ■*i ■ ' ' HI j : 1*3 :| B0 & *" _ «rj so e3 »j -f -r -f. -7 7 GAYAL STATISTICS 121 SESSIONAL PAPER No. 20a & §18 ■2 &•■ ~.= r ~ : i-i im lO i-l w o ZC — i-i X - X © rt -M i-l ?i 3;" iaoo S -8 6 r -/. g< ■as 5-g£ a .S 3 - : — - tg s — d > 5 i 3 ^ 3D X 13 S E- ^ a ^o .-I © i-H - HO £ SQ w o 2 «o o G5 rH 80 lO i-J r— 1 <1 -< o 03 d - t-5 Q «£ £ «* m H >H H 5 < a - 122 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 = - © > © - - o S < 0 a ID V3 ■43 SC fi 'E O s5 © ejj S* 5 i; DO 3 ~ c3 o> J3 0Q © o, © T! ^ © 43 '-£ to %i — s o 'O £ oT = 43 £»* *3 g c c ~ -r s ~ -= — ■*» o be o c © '% 'o !'~ — - 43 05 © - H © a r- < -< - H c o Amount of Tolls. so t-^ -r -r X EC X © ■ -r © X M ■ • • t~ — i— © . . . " "" -^ " ■ d • ■ x — ■ ~ ■ x r. t- n y. • M • ■ iH iH -X •r;^ ■ «c : ©o ' o 6M ■ rH • ■ Total Tons. x r; :-: • r: t • ■ •xoiOh ■ t- cm so w • 65 io ■ • • 35 — • • n x ©. x • -© .-. io -r ; ; cm \ '. • © x ■ in ■ n © eg • • X ^ ■ Tt ' ' i-i ••* X C c o Iffl Si X -SO • t- © :o -Oi • :-. — — -so • . t^ . i-~. • •© ■ • © ■ • rj • • © -j • ©; • • -r ■ ■ «c x •-; • t- • •« l- • ri • • • ■ 1 — ic © m • • -f • • — ia ■ .-.-©—•• o •■■ cm -r o re i-t • • b- • • -©ixi •» • -o© •© • © t^ • -© • ■ T~ ■ iH , . ,_, ^. , w . . . From United States to Canadian Ports. s ! 2 1 £ 1 © t1 From United States to United States I'orts. > z & I From Canadian to United States Ports. s 1 3 1 - ' £> From ( ianadian to Canadian Ports. > S 1 in — X • » i- © -© • ec X -r -r ■ •© . . -f. • • • r-H • • © • ■ qo ep • t- • ■ • • m i P 1 WOO • f • • ■ t- io loccaa • • ic ■ • ■ r\ ■* io eq • -©cm ■;© ■ -in© •© . •© t- -S • ■ i-i ft DO < < ( 4. 0 e < - s - - . &•: 1 ; > c ~£ 3J 03 ! *3 ' X ■ ■a 5 I be X ' a ■ =* • 5>3"E «!PQpc Cattle Cotton (raw) Crockery and earthenware I)vf w.hi.I Mini ih-,. wtnHV Furniture • Glass (all kinds) Hogs Ice . . . CANAL STATISTICS 123 SESSIONAL PAPER No. 20a © M CO ■ rl 9HQ © GN SO 1 © t-c S> C5 ?■) r- © © © © © 1- © Tl TrHtSlOMr-J © © t~ l~- i— © CI 10 © -r i-i n i-* o © ».-; rt x -r X © ?i i" © to © © ir> i-> ?1 T T) — « X t t- i» © © t- IQ i-i r -f x 1- L-?J x c t- uo © •x ■* © © m ja • £ - ° *p "3 "2 •€ ' — bd _: P. S § • ; * ^~.© ;zcc: Czl'Z S §> £ 3 8 £ if pc3 H k •/ £~r -7- -r^-'b-f- >>- z z 124 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Amount of Tolls. 5 ~ L 53 -r si" 1 ci Tons. i ! ; : 4 1 5 : : CM From United States to ( lanadian Porte. Si : : : O 1 • • ■ IS cm" i r. r. "§ "§ 1 % ** "8 1 — Z Z.— 5 5 ~ J : :' :' QQ g = — ~f- i O 'S - 1 : . : > : : : o \ : : : h3 -r From ( lanadian to Canadian Porta. > o : . 1 "*■ C5 r-l £ o : : 3 iH Articles. rafts Masts, spars, and telegraph poles, in vessels r.ifls / c ! 2_ r ■j V ■J : : 7 ; b ? r c 5 5 1 1 J 7 l ■J. •7 7 K .^ > i. X :i r. ■7. \V lonwara ond wnr»H nn.rf.lv ,n:ni ,,(:,,•( hi-im! ■a ; i I b *> B I t £ i t '-- 53 &9 M S^ Hi S» > V. - & < — — 1 o - o £ 3 CANAL STATISTICS 125 SESSIONAL PAPER No. 20a --(. 3 e3. a o o3 X s X ~ "5 >. _ oa b a oq X ( y; 3 . ; a 1 g*o: 3 m ■ : S H < (0 •"# t- iT !Kin • • ■HM'i'fflH •OlOCQ -X © CM CM rH •* 3 • oi l' : • — i — . o • • ■ i-i x oi i-H so • -T 05 • L~ X -j< ^ji 3 ■ X tf 5 • l~ O • ■ 'lONNH ■ O 50 -00 SM P.X H f |H . C-rH t~ Tl"~ i-i , O" 1 i-TcnT . y. -r . CM -P .OS . ic 3 Eh • • x cm • ■ • • c no to cm • »o -CO -00 X CO /: • -5 s • • c; so • • • • x t~ 1-- • a • t« •■>. • -r CN 3 • • i •b- • • • -50 t~ 1—1 CO • X • X : :' i . .•-I .... 1-^ 50 -t . M" .... i-<* la" . . a . .CO 5 • -r i> - • O -50 • • -i-l-SOCJ 'S3 • 0 0 a • -a ■ CM CM 1-1 a T • CM C • rH • l^ . . • ,-H T • CM • -f CM • • X • a 1-1 CO X • X r- • T • ■ • O — ■ • -r ■ ci • t^x SN 5 . ; .' i- 5o : . . .CM tt . 35 . Ii-Tcm :: ■* ■ • -a -i-i • 3 s 3 c^i t 0 '.'..'.'.'.'. '. '. 0 ■ x • if" . = X — 3 '" •50 -50 • t^ ■ 3 s ■ : : • ■ 30 ■ 0 . • 01 ■ — -r 3 • a 50 O ■© • ■-1 • Tf . . ^h d 3 • ■ IT • f- a ■ — ■ a x • • -r a3 B • • ■* » a i-i ■ 50 -ia ■ £ "C -£ "3 n ; . o> . cr ; ; ' '. . ■ r-T ■*■ . '. •* ; (TJ .CM . 50 ■CO • • ■ x — : 01 • • l-H • 50 — 5 5 & if . . CM . . -f . . . c :::::: :g : a • ■ • 50 ■ • ■ 1-H • 51 s > CSJ • • 3 3 '.'.'.'.'.'.'. of '. '. 50 3 iH = ;3 DK| > 5 ♦= -r 0 • a . . , . . C5 . . . . 3 o 'a •3 .... S» ■ • • ■ X — 1 |3 & ; ; . ;>«f ; ■ : . . » oj • • • • a 0 - cm • <-: • a -so - t-CM ■Z ax • • • • x t- ■ • a • » i-H • ~ > i-H • • • • 50 O • a • 1- • t~ - 3 S '. '. '. Ir-T ' — " '. 5p — ^ _ £t - q ■ — ■ CN = "5 D "O -g iv a ■" a ° • 3 I- •O -CO • • •iS«N "5 • c5 . 90 / V cc ■ J= • _« '. '. * O ■ :-3 : - • s ■ FM ^ 90 < i '. ' g ^ ; ; ; ; ; 2 ; ; ; ■ z on - >. 3 ; * ; E ^* - ' ' i ! -^ '^ ! v - ' - "n ' " n - : Jr ■^ ' ■ .:'"=::: _ ; a • • =— • :i2 : >. 1 s *3 ; • ; -^"3^ ■ ; •> ; S ■ Z ■ ■ 'T. ~-> ' • r. ■ c5 r ; 3 1 " = ^5 B : H -"? 'T3 "St ■ -i T: ■ '.*a > g*ji 1 III s.sui^dgsilL £ ^ 3 — ; - £ >. tr. ►.^ - 3 r. 3 : - X 53 -- - 00 © £ '*0 be 2 I I = 9 * „ - •= i --2 : 5. ^ •?» - fr < X o < to ■< O < ft * Bo a - 128 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 APPENDIX Xi,. (A) 14. — Statement of Traffic on the undermentioned Canals, and the Amount Articles. Class No. 1. Canadian vessels, steam United Stat^ vessels, steam . Canadian vessels, sail . . United States vessels, sail. . . Total. Class No. 1 . Class No. ■'. Passengers Class No. 3. Welland Canal. Tons. Tolls. Bricks Brimstone Buckwheat Cement and water lime Clay, lime and sand Fish Gypsum Iii m, railway " Pig ■i all other Steel Salt Stone, for cutting Apples Barley Corn 1 'in (raw). Flax and hem)) Flour Hav (pressed i Meals (all kmd>) ( )il cake Oats Pease Potatoes Rye Flax seed Seeds (all kinds) Tobaco > ( raw) Wheat All other agricultural products, vege- tables Bones Tattle Hogs Hides and skins, horns and hoofs Horses Lard and lard oil Meats (other than pork)} Fork. . Sheep Tallow Wool All other agricultural product?, animal Total, clas- No. 3 374,538 567,776 104,851 54,330 1,101,495 No. 1,282 Tons. 50 375 101 2,651 1,310 9,602 !»4.s 226 -S cts, 0,202 79 8,834 07 2,278 55 St. Lawrence Canals. Tons. Tolls 913,265 320,529 1,042,120 1,133 (i4 92,287 1,169 41 281,387 3,884 84 18,449 05 125 G5 Id 50 7 50 50 45 15 15 2,368,201 No. 104,707 Tons. 17,201 1,176 719 2,041 80,055 41 55,432 180,921 38,512 200 9,80' 10,119 36,0' 76 474 70 245 50 1,567 55 144 60 44 10 5,54:-! 20 18,092 10 1,711 15,6.94 43 204 254,458 16 2,S47 102 273 :.7o 21 7,702 40 40 no 1,901 35 2,023 80 3,607 20 7 GO 591 3,572 33,271 2,552 3,804 1 4,544 16,239 71 '.,41 14 2 171 10 1,569 40 4 30 40 80 24,940 37 11,554 7,313 734 894 23,511 691 138 1,682 9 20 500 40 T.I 05 54 00 8815 4 10 622,896 69,083 S7 3,633 9 212,747 2,646 8 535 23 22 1,260 250 116 576 81 !) 1 5,379 $ cts. (i,S56 05 2,421 71 9,433 92 Chamblv Canal. Tons. 19,881 09 5,420 80 829 76 115 51 70 124 94 3,023 88 2 07 29 00 283 62 2,776 76 336 74 392 82 0 06 507 70 861 23 2,363 46 0 30 041 34 343 86 32 00 44 91 1,008 19 68 70 12 51 42 05 142 12 1 26 0,744 20 361 21 0 94 37 22 0 99 2 38 66 77 32 37 16 56 50 16 3 51 1 05 0 04 623 28 69,944 27,068 713 Tolls. $ Cts. 252 14 274 33 13 22 379,112 No. 3,108 Tons. 2,519 4,424 53 47 84 277 21 794 73 24 10,412 1,048 63 902 1,176 155 87 08 117 60 5 33 608 43 02 L312 89*93 "2 020 584 19 74 17,431 885 37 2 0 07 1,891 11 03 19 0 37 0 24 30 145 1 03 5 00 0 65 0 07 0 08 2 88 579 56 73 510,085 22,146 10! 38,662 2,', CAXAL STATISTICS 129 SESSIONAL PAPER No. 20a A — Continued. of Tolls heretofore collected, now free, during the Season of Navigation in 1905. Murray Canal. Ottawa Canals. Rideau Canal. 1 Trent Valley .St. Peter's Canal. 1 Canals. Sault Ste. Marie Canal. Tons. Tolls. ! Tons. Tolls. Tons. 149,342 . 1,633 29,4*52 6,122 186,559 Tolls. Tons. Tolls. Tons. Tolls. Tons. $ cts, 214,627 225 23 138,059 9,733 31 43 88,380 2,411 9 25 14 2,066 6 86 31,444 § ets. 882 51 1,274 25 0 25 736 95 8 cts. 1,273 92 36 95 574 94 120 79 2,006 60 27,890 75/.MI6 1,067 96 104,959 § cts. 557 81 1,520 12 21 34 192 '•15,477 17 27,241 S cts. 469 18 1 25 107 05 1.1156,964 3.442,809 146,324 2!H,54n 228,837; 272 77 257,897 2,893 96 2,101 19 122,735 577 48 5,537,637 No. 25,204 306 44 No. 21.284 260 70 No. 24,394 671 66 No. No. 27,419 203 93 No. 26,147 Tons. 54 1 03 • Tons. Tons. 692 23 89 Tons. 2,226 22 26 Tons. 42 A AO Tons. 555 ■±4 v. ~t~ 1 2 1 14.080 0 12 0 06 603 35 0 66 !l 15 2 37 23 32 2 80 1 95 0 24 1 18 0 05 8 08 0 02 1 10 0 11 3S 5 0 74 0 10 529 4,371 3 20 175 644 119 2,204 13 92 102 13 0 07 0 48 6 18 19 72 4 50 58 63 945 237 2,332 280 195 24 118 5 808 2 110 11 33 0 33 27,511 1,383 1,393 11 0 87 46 53,110 22. '.ISO 12,926 1,878' ■Mi 286 1,768 33 54 24 1 59 159 3 02 112 2 15 100 9 75 82s 15 73 340 19 87 (j'06 259 105 4 8 05 2 47 0 12 1,824 4 1,7! 13 4,116 633 11 87 1 0 02 1 is 6 is 57 107 4,433 3 29 9 01 413 23 647 063 3 508 0 17 18 79 17 13 0 09 21 41 180 3 38 1,451 502 399 2,498 46 6.914 14 51 5 02 3 99 24 98 0 4li 69 14 25 0 25 190,878 2,812 3,824 544 .-.5,720 45 0 87 18 0 i8 i.5 0 15 126 1 26 19 0 19 92 72 27 0 51 1,016 2 0 04 282 16 60 35 0 98 23 1,910 53,882 21 7 12 0 14 0 24 2 12 !»77 47 0 05 0 29 22 81 1 26 4 2 0 04 0 02 484 4 84 108 7 66 779,493 2 557 969 1- 12 4 0 28 247 37 22 3 2 47 0 37 0 22 11 03 < 734 126 0 50 61 33 !i 90 1 13 1 0 03 2! 12 3 11 51 1 43 10 0 19 15 1 0 03 0 20 0 60 0 36 5 63 9 0 18 221 L3 12 7 25 6 1 116 115 5 0 06 0 01 1 Hi 1 15 0 05 44 68 1 34 106 86 1 68 1 23 13 180 1 62 5 148 o 38 40 78 1 8 0 so "", 6 io |.. 2,462 863 16 49 2,sl'4 24,846 251 14 2,828 204 06 534 05 4 19,665 0 04 196 65 6,397 121 54 1,54!) 97! 15,081 1,068 10 87 1,264,108 130 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 APPENDIX No. (A) 14. — Statement of Traffic on the undermentioned Canals and the Amount Articles. Welland Canal. Tons. Class No. 4- Ashes, pot and pearl Agricultural implements Crockery and earthenware. Dry woods and dry stuffs Furniture Glass (all kinds) Marble Manilla Molasses Nails Oil (in barrels) Paint Pitch and tar Rags Rosin Soda ash . Sugar Stone (wrought) Tin Turpentine White lead Whiting Whiskey and all other spirits.. Merchandise (not enumerated) Tolls. $ cts. St. Lawrence Canals. Chambly Canal. Tons. 552 202 13 323 568 15 883 3,284 24,314 269 53 4 110 40 34 95 82 9,281 Total, class No. 4. 407 1 27 70 1,464 45,645 1 95 49 70 85 20 2 25 176 60 495 85 4,836 20 42 45 10 60 0 80 15 65 1,495 75 Class jVo. 5. Bark Barrels (empty) Boat knees Floats Fire wood (in vessels) ii (in rafts) Lumber sawn (in vessels) (in rafts). 87,457 Hoops.. Railway ties (in vessels) .. (in rafts) Masts, spars and telegraph poles (in vessels) Masts, spares and telegraph poles (in rafts) Square timber (in vessels) .. (in rafts) Wooden ware and wood partly manu- factured Shingles Split posts and fence rails (in vessels). . b M (in raftH. . . Saw logs Staves and headings (barrel) 0,582 93^543 2,248 (piI*M (W Traverses.. Hop poles West India) (salt barrel) 10,760 601 62 12 381 63 70 0 15 4 40 10 50 256 55 6,975 22 14,668 87 0 60 411 68 16,830 ' 16 359 45 1,614 00 240 40 20 13 4 80 22 50 47 155 540 20 3,554 3,248 '146 652 5,822 3,675 2,0."0 320 371 1,400 948 11,443 1 4,004 21 789 609 2,234 63,359 105,604 1,721 150,679 59,985 4,431 390 10,967 93 11,591 556 11 Tolls. $ cts. 5 15 16 98 106 60 3 50 Tons. 85 277 46 70 72 33 183 10 2,238 78 8 95 787 93 4 05 154 73 121 03 405 86 9,825 52 2,119 "l58 37 4,930 1,597 07 8.620 121 82 10,107 20 2,396 10 "386-48 3,858 Total, class No. 5. 114,192 19,503 72 244,282 29 00 274 50 1 80 302 33 117 00 1 83 240 00 64 333 225,300 78,126 32 211 210 Tolls $ cts. 3 18 24 25 554 39 7 646 51 29 18 1 96 12 68 1,144 33 K'4 696 94 105 401 00 1 46 79 728 0 24 0 04 2 33 3 63 5 37 0 04 72 80 260 92 " 545 1 27 342 33- 721 85 5 30 11 10 7,639 87 4,146 20 1 07 22 34 21 00 13,978 06 304,336 12,110 88 CANAL STATISTICS 131 SESSIONAL PAPER No. 20a A — Continued. of Tolls heretofore collected, now free, during the Season of Navigation in 1905. Murray Canal. Ofctaw a Canals. Rideau Canal. St. Peter's Canal. Trent Valley Canal. Sault Ste. Marie Canal. Tens. Tolls. Tons. Tolls. Tons. Tolls. Tons. Tolls. Tons. Tolls. Tons. $ cts. S Cts. 10 276 26 5 88 112 S Cts. 0 87 33 04 2 34 0 44 8 21 12 41 $ cts. $ Cts. 1 Ill 12 79 46 2 07 2 28 10 12 8 74 15 437 11 04 26 30 16 29 13 0 13 540 5 1,038 645 15 10 1,9(17 216 381 29 275 6 4 0 15 0 10 19 07 2 16 3 81 0 29 2 75 0 06 0 04 1 6 03 280 1,702 6' 95 6 118 453 421 109 102 79 7 0 53 10 32 46 59 37 81 1.1 00 8 89 6 92 (i 61 1,160 125 5 G57 16 57 42 34 29 32 0 15 7 025 1,689 28 26 136 5 14 0 57 4 94 24 58 1,499 268 1,164 0 10 20 15 o 38 22 51 0 20 6 46 0 10 7 56 1 31 21 55 202 62 10 139 34 41 0 10 1 39 0 34 0 41 18 894 .... " 1 " oio i) 10 395 3 7 15 178 14 506 3,280 41 51 0 27 0 62 1 31 15 86 1 23 44 94 309 01 594 83 4,905 5 8 258 456 4 299 93 59 160 851 51 2,753 3,160 5 27 487 10 65 943 0 65 9 43 1,472 202,3£7 8,116 i64 3 12 16,133 404 70 551 96 6,210 9 61 4,088 40 88 105 3 15 222,175 ii 82 4 89 75 50 0 75 0 50 23 0 23 10 17 0 43 80 14 75 35,400 11,669 297 46 452 34 200 6,219 3 50 116 17 306 3 06 8.1SS 17,814 77 35 231 01 120 2,526 28 55 2,538 59 6 58 2^1 ' :\ 46 8 19 32,883 20 0 81 0 71 6 63 1.9,486 91 1,114 73 3 56 8,305 83 05 3,619 63 05 35,151 217 523 20 63 69 1 38 150 2 0 06 20 0 20 200 4 00 20 2.S0 3,035 1 98 34 03 93 <» 93 1,989 1,181 3 304 10 ii 90 07 93 0 77 512 540 14 0 93 5 12 5 40 164 6 95 15,022 1 0 05 295 10 2 95 0 10 L3.981 129 7:; in, 134 200 1 27 3 10,209 0 03 102 09 35 61 343,335 44,058 2.01'.". 23,692 84 27,108 1,345 23 513 70 96,832 20a— 9 132 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. (A) 14. — Statement of Traffic on the undermentioned Canals and tne Amount Articles. Welland Canal. St. Lawrence Canals. Chambl; 7 Canal. Tons. Tolls. Tons. Tolls. Tons. Tolls. Special Class. Coal 172,642 $ cts. 34,528 40 343,797 287 S cts. 49,301 52 32 29 75,816 420 17,682 1,533 $ cts. 7,279 69 23 10 22,381 1,119 05 892 35 Stone (unwrought, not suitable for cut- 12,217 253 80 107 92 .... 195,023 35,647 45 356,301 49,587 61 95,451 8,303 06 1,019,568 43,982 28,500 157,478 61 2,938 SO 4,275 00 1,222,272 5,217 525,366 128,610 73 698 45 55,524 65 447,069 28,391 88 Wheat, corn, Hour, Iron, salt, coal &c, Grand totals (passengers and ton- nage of vessels not included.). . 1.002,050 164,692 41 1.752,855 184,833 83 447,069 28,391 88 Department of Railways and Canals, Ottawa, June 15, 1906. CANAL STATISTICS SESSIONAL PAPER No. 20a of Tolls heretofore collected, now free, during the Season of Navigation 1905. 133 Murray Canal. ( >ttawa Canals. Rideau Canal. St. Peter's Canal. \ Tr^f^ Sault Ste. Marie Canal Tons. Tolls. Tons. Tolls. Tons. Tolls. Tons. Tolls. Tons. Tolls. Tons. 2,515 s cts. 47 18 $ cts. 11,200 265 $ cts. 432 13 4 93 43,741 15 $ cts. 437 41 $ cts. 947,224 0 15 11,006 1 773 17 r»s 3,359 33 59 - . - 2,919,237 12,824 47,115 4,288 64 83 11,465 437 06 5,889 43 471 15 3,S90,291 29,4211 1,205 89 371,341 19,430 28,949 43 171 48 59,864 81,077 2,911 96 45,231 1,309 13 5,473,406 29,421 1,205 89 390,771 29,120 91 59,864 5,889 43 81,077 2,911 96 45,231 1,309 13 5,473,406 RICHARD DEVLIN, Compiler of Canal Statistics. '20a— 91 134 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 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. Vessels of all kinds 1,101,495 No. 1,282 $ ets. IS. 44!' 05 2,368,201 •s ets. 19,881 09 379,112 § ets. 4.424 53 Passengers 125 65 No. 104,707 ."..42o SO Xo. 3,108 47 84 Forest — Produce of Wood. Bark Tons. Tons. Tons. ::::::::: :: 333 11 10 6,582 411 68 150,679 10,107 20 225.360 7,039 87 43,982 59,985 93,543 10,830 16 2,396 10 78.126 4,416 20 3,957 Masts, spars, &c . 11,357 4,431 3,858 303 50 386 is 32 1 07 2,248 359 15 381 240 00 62 20 13 11 1 83 I'll 210 3u4 13 22 34 Split posts and rails 12 4 801 10,760 1-614 0< 11.684 21 00 1,260 Total 157,570 19,262 72 247,222 13,739 24 304,272 12,111 58 Farm Stork. Cattle 535 23 1,260 .si 37 22 0 99 145 5 06 Horses 66 77 17 3 51 J 81 0 65 2 88 Total 1,899 108 49 243 8 59 Produce of Animals. 8 22 25( I 2,847 L16 576 9 53 1 5,379 0 94 2 38 32 37 Horns and hoofs, hides and skins (raw) Lard and lard oil ii Free. 4<; 2,847 9 20 569 l<> 2 0 07 102 28 273 570 19 65 54 60 88 15 16 56 50 16 1 05 H Free. Pork Tall, iw 2 0 08 Wool 21 4 20 0 04 623 28 Agricultural products not enumerated (animal) 579 56 73 Total 3,887 745 20 9 261 ! 726 78 583 56 88 CANAL STATISTICS 135 SESSIONAL PAPER No. 20a APPENDIX A— Continued. Season of Navigation ended December 31, 1905, showing the total quantity of each the amount of Tolls collected thereon. Murray Canal. Ottawa Canals. Rideau Canal. St. Peter's Canal. Trent Valley Canals. Sault Ste. Marie Canal. Tons. ! Tolls. § cts. •-'71' 77 Tons. Tolls. Tons. 186,55! Tolls. Tons. Tolls. Tons. Tolls. Tons. 228,837 257,897 $ cts. 2,893 96 $ cts. 2,006 60 104.95! $ cts. 2,101 19 122,735 $ cts. 577 48 Free. 5,537,637 No. 25,204 306 44 No. 21,284 260 70 No. 24,394 671 66 No. No. 27,419 203 93 No. 26,147 Tons. Tons. Tons. 9 0 82 Tons. 75 0 75 Tons. 23 0 23 Tons. 10 35,400 11,669 l'!>7 it; 452 34 200 6,219 3 50 126 17 8,188 17,814 77 35 231 01 120 2,526 28 55 306 3 06 2,538 S 292,800 0 71 22,884 01 3 8,305 0 03 83 05 59 il 58 19,577 1,118 29 3,619 63 05 35,368 2 523 0 06 20 63 20 0 20 200 69 13,981 4 00 1 38 129 73 20 49 6 63 150 295 10 512 540 93 2 95 0 10 5 12 5 40 0 93 40,434 14 0 93 304 10 67 93 0 77 164 6 95 15,022 1 ii ii.-, 3,315 36 01 3,17<> 200 1 27 10,159 101 59 44,058 513 70 l'.x; 35 18 343,255 734 126 221 lis 23,678 09 27,044 1,339 44 96,832 61 33 '.i 90 13 42 1 7 0 03 0 20 22 3 6 5 0 22 0 03 0 06 0 05 31 292 3 11 1 9 0 18 44 1 9 0 18 1,529 125 43 8 0 23 36 0 36 292 3 11 7 1 7 0 50 1 13 37 1 0 37 0 01 10 68 ll 1!) 1 34 ll ii (>:: 25 43 106 86 1 68 13 0 36 :. in; 116 115 1 L6 1 L5 1 62 1 23 5 8 0 38 ll so 5 0 10 16 49, 21 (»3 •> 162 863 2,824 251 11 2,828 201 mi 4 0 04 2 73 1,094 2,859 253 95 3,047 210 68 273 2,612 136 DEPARTMENT OE RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 SUPPLEMENTARY Xo. (A) 15. — Summary Statement of Traffic on the undermentioned Articles. Welland Canal. St. Lawrence Canals. Chainbly Canal. Tons. Tolls. Tons. Tolls. Tons. Tolls. Agricultural Products. Agricultural products not enumerated 8 ct*. 2,646 S ct.s. 361 21 •S cts. Free. 127 4,544 16,239 43,607 719 2 76,464 84,631 597 76 861 23 1,312 89 93 55,432 5,543 20 70 57 0 30 2,363 46 ' 2 180,921 18,092 10 0 20 Flour 38,512 18 200 9,807 7,702 40 40 00 1,961 35 11,554 14,571 7,313 734 270 146 641 34 "343 86 32 00 584 19 74 17,431 2 885 37 0 07 15 93 36,072 2 25 29 18 1 0 04 3,607 20 23,511 21,404 691 138 1,682 1,711 3,633 15,694 9 204 212,747 190,505 1,068 19 1,891 63 19 76 7 60 r,s 70 12 51 42 05 11 7 0 37 0 24 Rye . Free. 1,711 171 10 Seeds — flax, clover and grass. . . 15,737 35 204 1,573 70 40 80 142 12 30 1 03 1 26 37 1 27 Wheat 264,458 iM.'.m; .37 0,744 20 Total 593.418 63,688 07 735,369 13,379 94 21,308 1,061 45 Manufactures. 47 1 55 1,721 17,201 5 15 16 98 121 82 829 76 85 64 2,519 Agricultural implements 532 3 525 132 50 181 202 155 13 2 323 1.641 2,651 126 1,310 312 9,602 3,633 883 1 3,234 3,061 24,314 120 110 40 0 60 79 50 3 18 5 30 Ii. e. Free. . Free. 277 21 7 50 2,041 124 94 794 73 24 Crockery and earthenware .34 95 1 95 540 93 3,554 106 60 277 24 25 554 39 7 0 24 Glass of all kinds 49 70 474 70 3,248 21 591 10 ; :.57n 040 51 29 00 902 -7 06 » pig 245 50 283 62 l,17i; 117 60 ii all other 1,567 55 176 60 1 495 85 4,836 20 384 052 S20 5,822 64 3,675 20,700 2,776 76 155 5 33 M< >la.• * CC* 1^ X ■' aoo X OJ rj. 013 co io w ci io o CO CM 00 OJ OC Cl lo K COLO OJ X onat * "5 co 3 — co — X O. 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Tonnage and Nationality of 31st, 1905, and the amonnt of Vessels. Total Number . From Canadian From Canadian to to Canadian Port*. Untied States Ports. - Up. Down. Up. Down. Welland Canal. 519 249 128,9 64 23,878 138,373 19,352 52 130 2 253 26,128 2,113 768 152 842 157 7''.-, 78,258 4,366 657 342 3fi 64,968 18,681 7,951 8,460 170 607 827 949 36' 72,919 27,141 Grand total, Welland Canal 1,595 153,791 157,761 151 177 ' 31.507 ' 1 St. La whence Canals. 3,702 447.477 381.342 40 0>3 17 sail 4.082 499,276 426,994 56,949 570 7,784 946,753 80S,336 96,972 587 United States vessels, steam 814 398 3,497 635 129,522 3 804 5,379 25,915 939 Total. United States 1,212 7,301 6,014 155.437 939 9,996 954,054 814,350 252,409 1,526 Chambly Canal. Canadian vi in 350 309 31.372 6,215 38,415 10,436 1 " sail 4,440 719 37.587 48,851 4,441 L nited States vessels, steam 43 2,581 8 1 Qfi3 " <=ail 345 124,683 Total, United States 2,624 345 1 971 125,084 Grandjtotal/Chamblv Canal 3,343 37,932 50,822! 129,525 | Ottawa^Canals. Canadian vessels, steam 1,027 41.924 81 17 3 R23 96,135 80,655 4,202 1,834 45 447 176,790 4,202 1 14 317 3.851 4,947 289 22.357 Total, United States 318 3.865 4,947 289 22,357 Grand total, Ottawa Canals. 2,152 49,312 181,737 289 26,559 Rideat/ Canal. Canadian vessels. Bteam . 2,890 1,484 70,364 14,604 70,127 3.625 13,986j 218 4,374 84,968 84 113 \ 3 843 CANAL STATISTICS 143 SESSIONAL PAPER No. 20a Vessels passed 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. 165 158 2,287 2,379 50,208 31,001 183,546 52,385 190,992 52,466 374,538 104,851 $ cts. 6,202 79 2,278 55 165 158 4,666 81,209 235,931 243,458 479,389 8,481 34 198,763 168,915 6,490 6,780 16,260 99,811 6,867 17,175 280,333 21,915 287,443 32,415 567,776 54,330 8,834 07 1,133 64 205,253 175,695 23,127' 116,986| 302,248 319,858 622,106 9,967 71 205,418 175,853 27,793 198,195 538,179 563,316 1,101,495 18,449 05 44,406 57,790 487,500 556,225 425,765 485,895 913,265 1,042,120 6,856 05 9,433 92 541 541 102.196 1,043,725 911,660 1,955,385 16,289 97 22,264 35 20,S18 783 5,385 16,773 142,071 34,996 156,066 46,527 164,463 45,760 320,529 92,287 2,421 71 1,169 41 22,299 26,203 17,556 177,067 202,593 210,223 412,816 3,591 12 22,299 26,744, 17,556 279,263 1,246,318 1,121,883 2,368,201 19,881 09 156 31,373 10,655 38.571 16,413 69,944 27,068 252 14 5,977 274 33 * 6,133 42,028 54,984 97,012 52(i 47 304 154,274 401 125,028 312 156,359 713| 13 22 122 281,387 3,884 84 122 154,578 125,429 156,671 282,100 3,89S 06 122 160.711 167,457 211,655 379 112 4 421 53 41,924 3,523 96,135 SIN.", 7 138,059 N.S.3SO 882 51 1 274 25 45,447 180,992 226 439 9 1 .if, 7fi 14 4,140 14 31,444 25 27,304 736 95 4,154 27.3UI 31,458 737 20 49,601 208,296 257,897 2,893 96 5,226 664 73,989 14,822 75.353 14,640 149 342 1 973 — f co re o. us - re ei '— t 66 if £'W:;' -'?»-- '= X i~- x x x us ei . 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"S ' «9 „, — S EiS;:^^ c S =^';=T"ii \ 1 1 £5§6c ' r.'—~ x =:-} Xr- ? "x CANAL STATISTICS 149 SESSIONAL PAPER No. 20a APPENDIX A— Continued. No. 19. — Comparative Statement of the Traffic of all the Canals for the Years ending December 31, 1904 and 1905. Articles. Class Xo. 1. Canadian Vessels, steam United States Vessels, steam. Canadian vessels, sail United States vessels, sail. . . I Total, class Xo. 1 . Class Xo. 2. Passengers . Class Xo. 3. Bricks Brimstone Cement and water lime Clav, 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 All other agricultural products, vegetable. Bones Cattle Hogs Hides and skins, horns and hoofs Horses Lard and lard oli Meats (other than pork Pork Sheep Tallow Wool All other agricultural products, animal. Total, class Xo. 3. Class No. 4. Ashes, pot and pearl Agricultural implements. . . . Crockery and earthenware.. . Dye wools and dye stuffs. . . Furniture Glass i all kind- i Marble Manilla Molasses Xails Oil (in barrels) Paint Pitch and tar . 20a— 1904. Tons. 3.392.010 3,216,234 1.191.714 628,047 S,428,005 Xo. 219,137 Tons. 9,097 1,525 25,539 8S,262 3,336 651 40,461 30,785 51,875 4,300 20,25S 586 11,865 75,538 689 189,739 673 260,630 32,576 24,174 10,037 72,723 2,051 5,351 1,481 46,591 5.477 85 1,202,716 2,688 20 1,766 299 134 1,605 591 175 1,337 605 130 1 ,646 11,734 1905. Tons. 3.640,106 4,533,851 1,354,203 759,272 10,287,432 Xo. 233,545 Tons. 23,814 1,177 31,942 110,918 3,881 280 57,515 29,237 58,50S 5,661 28,148 3 9,217 114,226 721 261,509 2 64 243,938 33,354 14,832 11,557 101,258 950 7,420 5,303 69,576 3,740 239 1,248,567 6,470 52 1,468 445 137 1,564 3,299 434 1,213 616 587 2,489 12,477 2,241,801 2.50S.NON Increase. Tons. 248,096 1,317,617 162,489 131,225 1,859,427 Xo. 14,408 63 973 1,336 114 2,720 1,647 22 659 1 .542 9.412 22.288 3,112 1 .455 57 1,102 2.047 30 5.1)75 <;.()*<; 2,475 l ..". 1 1 2,232 17.374 32,006 3,890 1,243 Tons. 14,717 6,403 22,656 545 17,054 6,633 1,361 7,890 39,688 32 71,770 2 778 520 28,535 302,449 Decrease. Tons. Xo, Tons. 348 371 Y,54S" 583 2.64S 609 16,692 9,342 1,101 1.787 2!»s 41 1 24 35, 1 12 6 129 711 S| 2,355 1,439 2,453 885 690 7,!>62 9,718 778 212 104 150 DEPART MEXT OF RAILWAYS AXD CAXAL8 6-7 EDWARD VII., A. 1907 No. 19. — Comparative Statement of the Traffic of all the Canuls for the Years ending December 31, 1904 and 1905. — Conducted. Articles. Class No. 4 — Concluded. Rags .' Rosin Soda ash Sugar Stone (wrought) Tin Turpentine White lead "Whiting Whiskey and all other spirits Merchandise (not enumerated . Total, class No. 4. . Class' Xo. 5. Bark Barrels (empty) Floats Fire wood fin vessels) (in rafts) 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 rafts) Saw logs Staves and headings (barrel) " (sale barrels) Traverses Hop poles Total, class No. 5. Special Class. Coal .... Kyrolite or ehemical ore Iron ore Copper ore Stone (unwrought not suitable for cutting) Ice Total, special class. Total freight Timber and other wood, free Wheat, corn, flour, iron, salt, coal, &c, free.. . Grand totals (passengers and tonnage of --els not included) Total, increase and decrease. Freight, grand total, increase. . . . 1904. Tons. 737 3,827 1.872 9,203 680 1,818 34 859 940 5,396 240,547 314.256 957 47,427 440,254 28,929 476.436 451 2 3.798 195 4,693 20,313 43,557 13.025 508 10,770 1,697 1 26,630 699 727 260 232 1,121.636 1.570.113 974 2.482,181 9.S52 22.921 80 4,086,121 ',763.814 64,808 427,614 8,256,236 1906. Tons. 616 3.526 1 ,073 27.275 228 5.174 41 1.386 905 6,680 331,487 453,552 117 1,996 44,241 423,693 Increase. Tons. 18,072 ' 3,356 7 527 1,284 80,940 141,306 Decrease. Tons. 42 1,039 591,028 354 8 7,470 114,592 6* 3,672 632 10.999 13,215 15,807 1,160 lff,300 773 58.949 10 200 3 1,186,955 1,596.935 987 2,959.300 1 1 .006 31,706 4,599,934 2.782 652 5,530 32,319 160,634 26,822 13 477,119 1,154 8,785 513,893 8,749,249 68,629 553,866 9,371,744 985,435 3,821 126.252 1,115,508 1,248,355 132.847 1,115,508 Department of Railways and Canals, Ottawa, June 15, 1906. RICHARD DEVLIN, Compiler of Canal Statistics. CANAL STATISTICS 151 SESSIONAL PAPER No. 20a 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 1905. Welland Canal. Canadian". United States. Steam Vessels. Sailing Vessels. Steam \ ressels. Sailing Vessels. Tonnage. Num- ber. Total Tonnage. Num- ber. Total Tonnage. Number. Total Tonnage. Number. Total Tonnage. S 10 15 20 23 6 6 7 3 7 6 2 184 60 90 140 75 210 210 80 14 4 1 2 112 40 15 40 13 4 4 2 1 1 3 1 104 40 60 40 25 30 105 40 5 2 2 40 20 30 25 30 1 30 i 35 40 45 2 SO 1 40 50 55 1 1 3 50 55 180 9 450 | 2 2 1 1 100 110 60 65 6 300 60 65 70 2 140 1 1 1 75 80 1 1 80 ' 80 85 1 85 i 90 95 2 1 3 1 2 1 1 190 J 01) 300 130 300 160 165 1 1 3 1 1 95 100 330 130 150 100 2 1 200 110 110 130 1 3 130 150 160 2 300 450 L65 2 330 1 2 4 330 175 2 350 700 190 1 190 195 1 1 1 1 195 220 230 260 220 2 1 3 440 230 780 2 440 230 1 1 230 260 265 3 1 2 780 265 570 260 285 1 1 4 1 285 295 1,220 310 1 285 295 1 1 1 1 1 1 3 295 305 310 315 320 330 1,080 305 310 1 305 1 1 2 305 310 315 630 320 1 320 1 320 330 360 400 3 2 2 2 1 4 2 1 1,080 800 831 1 910 460 1,940 990 600 3 1 .080 1 360 415 2 830 460 1 1 460 485 485 495 2 970 1 485 500 1 500 520 1 2 520 1,060 530 1 2 1 530 1,110 560 560 1 560 1 575 585 1 585 595 1 595 600 1 600 615 2 1,230 1 615 645 1 ! 645 660 2 1,320 152 No. (A) 20. DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 -Statement of the Number and Tonnage of all kinds of Vessels, &c. — Continued. "W el lan d Canal — Concluded. Canadian". United States. Steam Vese Sailing Vessels. Steam ^ "essels. Sailing 1 Vessels. Tonnage. Num- ber. Total Tonnage. Num- ber. Total Tonnage. Number. Total Tonnage. Number. Total Tonnage. 675 1 1 675 690 690 1 1 690 719 719 1 1 719 739 739 742 2 1 1 2 T 1,484 759 771 1,604 870 759 1 759 771 802 1 802 1 1 1 1 2 2 1 4 1 2 802 870 882 908 1,858 1,880 959 3,908 989 1,968 870 i S70 *<2 1 1 882 908 882 908 908 929 i 929 940 959 1 959 977 2 1 1 2 1,954 989 994 2,046 989 994 1 023 1 029 1 1 1 1 2 1 2 1,029 1,035 1,041 1 ,054 2,156 1,118 2,320 1 035 2 1 2,070 1,041 1 1,035 1 041 1 1,041 1 054 1 078 1 1 2 2 I T i 1,078 1,118 2.320 2,344 1,202 2,406 1,330 1,425 2 1 2 1 1 2.156 1 118 1,118 1 160 i 2,320 1 172 1 1.172 1 202 1 .202 ] 203 1 2 1 1 1 2 2 2 1 1,203 2,660 1 ,425 1,441 1.447 3,100 3.106 3,106 1,565 1 330 1 425 ] 441 1 447 1 550 i n i i 1 .550 ] .553 1 ,553 1,565 1 553 1 553 1 565 Total 149 52,125 68 14,663, 105 53,443 53 19,881 St. Lawrence Canals. 10 15 20 25 30 35 40 45 50 55 60 65 70 75 63 16 19 10 12 10 8 7 5 15 2 11 4 9 4 504 160 285 200 300 300 280 280 225 750 110 660 260 630 300 2 16 2 20 2 50 2 60 1 35 4 160 3 135 6 300 o 110 3 180 4 260 1 70 4 300 29 1 8 4 232 10 120 80 70 80 90 .55 i30 70 150 20 CANAL STATISTICS 153 SESSIONAL PAPER No. 20a No. (A) 20. — Statement of the Number and Tonnage of all kinds of Vessels, &c. — Continued. St. Lawrence Canals — Continued. Canadian. , United States. Steasa Vessels. Sailing Vessels. Steam Vessels. Sailing Vessels. Tonnage. Num- ber. Total Tonnage. Num- ber. Total Tonnage. Number. TotaJ Tonnage. Number. Total Tonnage. 80 2 7 7 4 10 5 3 2 3 2 3 1 4 2 3 2 3 2 1 2 3 160 595 630 380 1,000 525 330 230 360 250 390 135 560 290 450 310 480 330 170 350 540 5 5 7 13 10 9 3 10 9 6 2 5 1 17 13 16 8 8 2 2 1 3 1 3 1 1 1 2 2 3 2 2 2 1 2 3 3 2 3 2 2 5 1 2 5 3 400 425 630 1,235 1,000 45 330 1,150 1,080 750 260 675 140 2,425 1,950 2,480 1,280 1,320 340 350 180 555 190 585 200 210 225 460 480 765 520 530 550 280 570 870 885 600 915 620 630 1,600 325 660 1,675 1,020 85 5 8 46 45 11 10 9 1 1 425 90 95 100 105 1 7 3 90 695 300 720 4,370 4,500 1,155 110 115 120 3 1 330 115 1,210 1.035 120 125 125 130 1 130 135 2 270 140 145 150 155 160 165 2 320 1 160 170 175 1 175 180 185 1 185 190 1 2 2 1 2 1 2 4 2 190 390 400 210 450 230 480 1,020 520 195 200 ' 210 225 230 240 255 260 1 240 265 1 265 275 280 1 1 280 285 1 285 285 290 295 2 1 1 1 2 590 300 305 310 630 1 295 300 305 310 315 320 1 310 1 320 325 330 335 340 345 360 365 370 375 2 650 1 1 335 340 2 720 2" 4 3 1 1 2 3 2 2 1 720 1,460 1,110 375 380 1 770 1,185 824 838 434 1 360 1 370 1 375 mm.. 385 1 380 1 385 395 412 419 1 1 395 412 434 1 434 154 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 No. (A) 20. — Statement of the Number and Tonnage of all kinds of Vessels, 125 75o 130 650 135 2 270 140 140 145 1 2 145 150 2 300 300 155 160 165 . . .1 170 175 1 175 IS!) 185 2 1 1 370 195 225 195 1 1 2 1 1 195 225 490 250 260 225 245 250 260 1 1 260 265 265 270 1 1 1 L'7o 275 2S5 275 285 295 2 590 300 1 300 325 1 325 375 1 1 375 397 397 Total. . 159 5.114 292 19,838 52 813 588 54,350 Department of Railways and Canals, Ottawa, June 15, 1906. RICHARD DEVLIN, Compiler of Canal Statistics. 156 DEPARTMENT OF RAILWAY'S AND CANALS 6-7 EDWARD VII., A. 1907 APPENDIX No. (A) 21. — Statement showing the Classified Tonnage of all kinds of WELLAXD Canadian. Class. 1 Steam Vessels. No. Tonnage. Class. Sailing Vessels. Xo. Tonnage. 1 250 to 1 565 tons 76 3 5 5 10 60 i 48,331 670 815 560 700 1,049 1 2 3 4 5 6 250 to 1,041 tons 23 2 5 3 11 24 12,156 o 200 " 249 " 200 " 249 " 450 3 150 " 199 " 150 " 199 " 825 4 100 " 149 " 100 " 149 " 310 5 50 " 99 " 50 " 99 " 605 6 Under 50 " Under 50 " 317 Total Total 159 52,125 .68 14,663 ST. LAWRENCE 1 250 to tons 200 " 249 " . 64 8 19 35 65 150 37,106 1,770 3,210 4,070 4,475 2.534 1 2 3 4 5 6 96 7 57 72 50 16 41,511 1,575 2 200 " 249 " 3 150 " 199 " 150 " 199 " 9,230 4 100 " 149 " . 100 " 149 " 7,855 5 50 " 99 " 50 " 99 " 3.910 6 Under 50 " 476 Total Total 341 53,165 298 64,5.57 RIDE; VU, OTTAWA 1 250 to 325 tons 5 1 6 2 13 132 1,440 225 1.040 210 845 1.354 1 2 3 4 5 6 250 to 397 tons 8 2.412 o 200 " 249 " . 200 " 249 " 3 715 3 150 " 199 " . 150 " 199 " 43 40 21 177 7,823 4 100 " 149 " . 100 "149 " 5,420 5 50 " 99 " . 50 " 99 " 1 .535 6 Under 50 " . 1,933 Total Total 159 5,114 292 19,838 Department of Railways and Canals, Ottawa, June 15, 1906. CANAL STATISTICS SESSIONAL PAPER No. 20a A — Concluded. Vessels passed through the Canals during the season of Navigation, 1905. 'canal. 157 United States. Class. Steam Vessel. 250 to 1,565 tons. 200 " 249 150 " 100 " 50 " Under 199 149 99 50 Total CANALS. No. Tonnage. Class. 59 2 3 5l 71 29 51,069 440 500 560 430 444 105 53,443 Sailing Vessel. 250 to 1,202 tons. 200 " 249 150 " 199 100 " 149 50 " 99 Under 50 Total No. Tonnage. 24 17,456 1 230 9 1,480 1 130 8 455 10 130 53 19,SS1 1 33 26,341 240 495 875 1,190 682 1 2 3 4 5 6 21 16,830 2 200 " 249 " 1 200 " 249 " . 3 150 " 199 " | 3 150 " 199 " ...... 2 79 59 1 345 4 100 " 149 " 1 8 100 " 149 " S,415 5,515 20 5 50 " 99 " 14 50 " 99 " 6 Under 50 " 48 107 29,823 162 31,125 AND CHAMBLY CANALS. 250 to 200 " 150 " 100 " 50 " Under 249 199 149 99 50 Total 52 160 653 813 250 to 200 " 150 " 100 " 50 " | Under 249 " 199 " 2 162 413 11 300 149 " 17,745 99 " 36.200 105 50 " Total 588 54,350 RICHARD DEVLIN, Compiler of Canal Statistice. 158 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 CA1NTAJLS CONSOLIDATED No. 22— RATES OF TOLLS ON THE CANALS WELLAND, ST. LAWRENCE, RIDEATJ, OTTAWA. CHAMBLY AND MURRAY CANALS. (O. C, April 18, 1873.) The Rates of Tolls are divided into Six Classes, as under, and are per ton, unless otherwise specified. O Class No. 1. •$ cts. Vessel, steam per ton 01£ „ sail and other 0 024/ Class No. 2. Passengers, 21 years of age and upwards. . . 0 10 ii under 21 years each I 0 05 Class No. S. Bricks, cement and water lime Clay, lime and sand Brimstone Corn Flour/.. Iron, railway '■ Pig n all other, including steel (O.C., Feb. 1, 1888) Plaster, gvpsum salt ... .: Salt meats or fish, in barrels or otherw ise. . . Agricultural products, vegetable, not enu- merated Agricultural products, animal, not enumer- ated Stone, for cutting Wheat 16 Class No. 4. All other articles not enumerated 0 15 •_ OS It % cts. $ cts. § cts. 0 OH 0 02i 0 003 0 024/ 0 03| o OH $ cts. 8 ets. 0 10 0 05 0 20 •jo 0 20 0 10 0 10 0 05 0 20 0 20 0 15 0 20 0 0] 0 Qli 0 02; 0 05 0 08 0 02 0 04 0 10 0 07 H ■f. z 2> O 8 cts. 0 OOg 0 01 0 02i 0 0l| 0 06 0 10 0 26 0 14 $ cts. $ cts. 0 OH 0 02f 0 09| 0 044 0 19| 0^ 0 A oil 0 0| o \i 0 29 0 2i CAXAL STATISTICS 159 SESSIONAL PAPER No. 20a REVENUE TARIFF OF TOLLS OF THE DOMINION OF CANADA, 1902.— (1905— Free, O.C., April 27, 1903.) TRENT VALLEY CANALS. (O. C, July 25, 1888.) 1st Section. 1 2nd Section. 3rd Section. 4th Section. Through. Peterborough to Fenelort Falls to Bobcaygeon to Buckhorn. Buckhorn to Burleigh. Burleigh to Lakefield. Fenelon Falls to Lakefield. Hastings, each way. Bobcaygeon. Tolls Chargeable Tolls Charge- able at Fenelon Falls. Tolls Charge- able at Bobcaygeon. Tolls Charge- able at Buckhorn. Tolls Charge- able at Burleigh. Tolls Charge- able at Fenelon Falls. at Peterborough and Hastings. $ cts. $ cts. $ cts. $ cts. $ cts. $ cts. oooa 0 00} 0 00A 0 00} 0 00A 0 00} 0 00A 0 00} 0 OOf 0 01 0 00A 0 00} 01 0 004 0 01 0 00$ 0 01 0 OOi 0 01 0 00£ 0 04 0 02 0 01 0 OOi 01 01 01 01 0 04 0 01 0 03 o 3 0 03 0 03 0 12 0 03 160 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 RATES OF TOLLS WELL AND, ST. LAWRENCE, RIDEAU, OTTAWA, CHAMBLY AND MURRAY CANALS T3 cS "3 cS si o eS 3 5 -si TZ m B < 3: cS o eS 03 >> a The Rates of Tolls are divided into Six a a eS a a CO • TZ B Classes, as under, and are per ton, unless otherwise specified. "3 b cS "5 a cS 3 43 co D CD O -3 cS cS > cS j-j Is s O I-- CD c D C o e .2 U cS "3 m eS O B 2-* O cS O a? u ~ 3 cS £ *» £ 03 M eS 1-3 5: D cS CD 5 £ 9 co S o CS O Class No. 5. Bark 0 20 0 20 0 20 0 15 0 10 0 07 0 06 0 19J o on o ooj 0 02 0 05 0 02 0 05 0 02 0 05 0 02 0 02 0 02 0 02 0 02 0 02 0 01 0 01 0 034 0 03S 0 ooi 1 40 1 40 1 40 1 40 1 20 1 05 0 50 2 05 o 174. 0 20 0 25 0 25 0 20 0 25 0 25 0 20 0 25 0 25 0 20 0 25 0 20 0 10 0 15 0 15 0 15 0 19 0 15 0 08 0 09 0 10 0 23 0 30| 0 30 0 024 0 03| 0 02^ Masts and spars, telegraph poles, per ton of 40 cubic feet, in vessels 0 15 0 15 0 15 0 05 0 05 0 08 0 07 0 13i 0 00| Masts and spars, telegraph poles, per ton of 0 20 0 20 0 20 0 10 0 10 0 15 0 10 0 224 0 Oli Railway ties, in vessels, each 0 01 0 01 0 01 0 004 0 004 0 OOf 0 oof 0 01^ 0 0A o 004 H rafts, each 0 02 0 02 0 02 0 01 0 01 0 02 0 01 0 02| Sawed stuff, boards, plank, scantling and sawed timber, per M feet, board mea- sure, in vessels 0 30 0 30 0 30 0 15 0 10 0 11| 0 06f 0 20 o on Sawed stuff, boards, plank, scantling and sawed timber, per M feet, board mea- 0 60 0 60 0 60 0 30 0 20 0 19 0 09 0 364 0 03f Square timber, per M cubic feet, in vessels. 3 00 3 00 3 00 1 00 1 00 • 56 0 44 1 69 0 124 ii M rafts. . . 4 50 4 50 4 50 2 00 2 00 1 12 0 63 3 13 0 25 Wagon stuff, woodenware and wood, partly manufactured, per ton of 40 cubic feet 0 40 0 40 0 40 0 40 0 25 0 30 0 20 0 55 0 05 Shingles, per M 0 06 0 06 0 06 0 06 0 04 0 044 0 024 0 08 0 00! Split posts and fence rails, perM, in vessels.. 0 40 0 40 0 40 0 40 0 20 0 23 0 12 0 42 0 05 I. ii ii rafts 0 80 0 80 0 80 0 80 0 40 0 38 0 17 0 77 0 10 Saw logs, each, standard logl . . 0 08 0 08 0 08 0 08 0 05 0 0(5 0 06 0 13 0 01 Staves and headings, barrel, per M ... 0 08 0 08 d 08 0 04 0 15 0 15 0 10 0 30 0 024 ii ii uipe, per M 1 50 1 50 1 50 1 00 1 00 0 75 0 50 1 75 0 124 ii ii West India, per M. . . 0 75 0 75 0 75 0 60 0 25 0 45 0 25 0 65 0 074 ii H salt barrel, sawn or cut. per M 0 08 0 08 0 08 0 04 0 03 0 03 0 02 0 06 0 00* 0 50 2 00 0 50 2 00 0 50 2 00 0 50 2 00 0 40 1 50 0 38 1 50 0 15 0 65 0 674 2 65" 0 06| 0 25 Special i 'lass. Gypsum, crude (per O.C., Oct. 28, 1892). . . Coal... 0 15 0 05 0 05 0 05 West 0 20 0 20 0 20 0 15 0 10 0 08 0 05 0 17| 0 011 Stone, unwrought, corded, and not suitable 0 75 0 75 0 75 0 60 0 374 0 28 0 24 0 774 0 074 Kryolite, iron ore or chemical ore 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 05 0 11 0 05 CANAL STATISTICS SESSIONAL PAPER No. 20a ON THE CANALS— Continued. TRENT VALLEY CANALS. 161 1st Section. 2nd Section. Fenelon Falls to Bobcaygeon. Bobcaygeon to Buckhorn. 3ki> Section. Tolls Charge- able at Fenelon Falls. $ cts 0 01 0 00} 0 00} 0 13 0 03 0 04 0 02 0 02 0 01 o oo| 0 00} 0 03 0 04 0 07 0 14 0 04 0 00'i 0 03 0 05 0 OOJ 0 02 0 10 0 05i 0 OOi 0 05" 0 20 Free. 0 01 0 03i 0 00| Free. Tolls Charge- able at Babcaygeon. I est . 0 01 0 00} 0 00} 0 13 0 03 0 04 0 02 0 02 0 01 0 OOi 0 00} 0 03 0 04 0 07 0 14 0 04 0 00i 0 03 0 05 (I liny 0 02 0 10 0 05i 0 OOi 0 05" 0 20 Free. 0 01 0 03* ; Free. Buckhorn to Burleigh. Tolls Charge- able at Buckhorn. $ cts. •0 01 0 00} 0 00} 0 13 0 03 0 04 0 02 0 02 0 01 0 001 0 00} 0 03 0 04 0 07 0 14 0 04 0 00£ 0 03 0 05 i» mi, 0 02 0 10 0 05i 0 OOi 0 05" 0 20 Fri e. 0 01 0 03i 0 00§ Fiv. 4th Section. Burleigh to Lakefield. Tolls Charge- able at Burleigh. S cts. 0 01 0 00} 0 00} 0 13 0 03 0 04 0 02 0 02 0 01 0 OOi 0 00} 0 03 0 04 0 07 0 14 0 04 0 OOi 0 03 0 05 0 003 0 02 0 10 0 05i 0 OOi 0 05" 0 20 Free. 0 01 0 03i li Oily Free. Through. Fenelon Falls to Lakefield. Tolls Charge- able at Fenelon Falls. $ cts. 0 04 0 01 0 01 0 52 0 10 0 14 0 08 0 08 0 04 0 OOi 0 01" 0 10 0 14 0 28 0 56 0 16 0 03 0 12 0 20 0 03 0 08 0 40 0 22 0 02 0 20 0 80 Free. 0 04 0 14 0 03 Fiee. Peterborough to Hastings, each way. Tolls Charge- able at Peterborough and Hastings. $ cts. 0 01 0 00} 0 00} 0 13 0 03 0 04 0 02 0 02 0 01 0 001 0 00} 0 03 0 04 0 07 0 14 0 04 0 ooj 0 03 0 05 0 0OJ 0 02 0 10 0 054 0 OOi 0 05 0 20 Free. 0 01 0 03^ 0 oo| Free 162 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 St. Peter's Canal. Sec. 2. On each and every vessel passing through the said canal, two cents per ton on the vessel and one cent per ton on the freight, each way. O. C. June 23, 1883. Con. O. 0. Oct. 26, 1889, sec. 109. Free, O.C., April 27, 1903. SPECIAL REGULATIONS RELATING TO TOLLS ON SOME OF THE CANALS. Sec. 3. Coal may pass up all canals, except the Welland Canal, free of toll. O. C. June 6, 1869. Con. O. C. Oct. 26, 1889, sec. 83. Free, O.C., April 27, 1903. Sec. 4. Logs, lumber or other produce may pass free of toll down the Chippawa Creek, between the Aqueduct and Port Robinson. O. C. May 18, 1863. Con. O. C. Oct. 26, 1889, sec. 84. Sec. 5. («.) In view of the dam constructed across the Ottawa River at Carillon whereby the passage of the rapids at that point through the river is rendered difficult and at times impracticable, it appears necessary, owing to the continued difficulty attending passage through the slide built in the dam. that the canal should be used by rafts and until otherwise ordered, free passage be given to rafts through the Carillon Canal, subject to such regulations as the Department of Railways and Canals may find necessary in the interest of the trafic of the canal to adopt. O. C. July 6, 1888. Sec. 5. (b.) " Save in cases for which special permission may be given the Grenville Canal is closed to the passage of rafts, or any portion of a raft of any kind whatever. " O. C. June 27, 1890. Sault Stc. Marie Canal. Sec. 6. All vessels and freight shall be permitted to pass through the Sault Ste. Marie Canal free of toll upon such vessels and freight, until otherwise ordered. Sec. 7. (a. ) All up bound goods on which full tolls have been paid for passage through the whole of the St. Lawrence Canals, or for passage through the Lachine Canal, the Ottawa and Rideau Canals or for passage through the Ottawa and Rideau Canals shall be entitled to pass free through the Welland Canal, or any portion thereof, and tolls paid for passage through the Chambly Canal, on goods thereafter so becoming entitled to the above privilege, shall be refunded at Montreal. All down bound goods on which full tolls have been paid for passage through the Welland Canal shall be entitled tc pass free through any or all of the above mentioned Canals, or through any portion thereof. O. C. May 17, 1897. (6.) All articles, goods or merchandise, not enumerated above, shall be charged to class No. 4. O. C, April 18, 1873. Con. O. C. Oct. 26, 1889, sec. 86. Sec. 8. Goods shipped to any port west of the St. Lawrence Canals, tolls upon which have already been paid for passage through such canals, may be re-shipped from such port and be passed through the Welland Canal free of tolls, in the same way as if they had been shipped through direct in the first instance ; and goods going eastward, having paid Welland Canal tolls, may be transhipped at any port on Lake Ontario, and thereafter pass free through the St. Lawrence Canals, as if they had been shipped through direct in the first instance. O. C. June 23, 1883. Con. O. C. Oct. 26, 1889, sec. 87. Sec. 9. Iron ore, kryolite or chemical ore, may pass through one section, or through all the canal sections aforesaid, for 5 cents per ton. Free, O.C., April 27, ^O^. Sec. 10. No let-passes shall be issued to steam tugs or other small vessels for less than 25 cents, as a minimum charge ; but such vessels, not carrying freight or passengers, can obtain, on payment of $30 a >ea.-<>ii " Let-Pass. " which will pass them up and down the canals as often as desired. O. C. April 18, 1873. Con. O. C. Oct. 26, 1889, sec. 86. Free, O.C., April 27, 1903. Sec 11. All vessels owned or chartered by persons having contracts for the enlargements or repair of any of the canals, and employed by them in removing earth or carrying materials necessary for the prose- cution of such works, shall be entitled to pass through such canals free of toll upon such vessel and cargo. O. C. April 22, 1884. Con. O. C. Oct. 26, 1889, sec. 35. Sec. 12. Government dredges and scows shall be permitted to pass through the canals free of tolls, but that such dredges and scows shall not be so passed as to interfere with the passage of other vessels of ■ any kind whatever. O. C. May 18, 1891. HARBOUR DUES. Sec. 13. Vessels receiving or discharging freight at the premises of the Welland Railway, at Ports Colborne or Dalhousie, are to be free from harbour dues ; but all other vessels discharging or receiving cargo at Port Dalhousie, Port Colborne or Port Maitland, shall pay on every ton of freight so received or discharged, two cents. O. C. April 18, 1873. Con. O. C. Oct. 26,*1889. CANAL STATISTICS 163 SESSIONAL PAPER No. 20a WAY RATES. Sec. 14. The following way rates are to be levied on vessels and property passing the severa subdivisions of the Canals : — Wclland Canal. Rate. 1. From Port Maitland, Dunnville and Port Colborne to Port Robinson or Allanburg, not passing the lock, each way 2 2. From Chippawa Cut, or any part thereof, to Dunnville, Port Maitland 01 Port Colborne § 3. From Dunnville to Port Colborne 4. From Thorold to St. Catharines or Port Dalhousie 5. From Maitland, Dunnville, Colborne or Port Robinson to Marshville and intermediate places. f 6. From Marshville or intermediate places to Port Maitland, Dunnville, Port Colborne and . Port Robinson § 7. From Port Robinson to Allanburg or Thorold f 8. From Port Robinson to St. Catharines or Port Dalhousie \ 9. From St. Catharines to Port Dalhousie , 10. From Dunnville to Maitland i 11. From Port Robinson through the Lock and Chippawa Cut 12. Form Port Colborne to Port Maitland 13. From Chippawa Cut through Lock to Port Robinson \ 14. From Colborne, Dunnville, Maitland and Marshville to Thorold § 15. From Colborne, Dunnville, Maitland and Marshville to St. Catharines § 16. Through the Chippawa Cut only § 17. Through the Port Robinson Lock only \ St. Lawrence Canals. Sec. 15. The navigation is divided into four sections, viz., Cardinal, Cornwall, Beauharnois or Soulanges and Lachine. Tolls are to be levied on all vessels and property in proportion to the number of sections passed through. Chamhli) Canal. Rate. Sec. 16. Vessels and property passing from Sorel to Chambly, to pay ^ Vessels and property passing from Chambly to St. Johns, to pay § Ottawa Canals. Sec. 17. The navigation is divided into three sections, viz., Grenville, Carillon and Ste. Anne's. Tolls are to be levied on all vessels and property in proportion to the number of sections passed through. Rideau Canal. Sec. 18. The navigation of this canal is divided into three sections, viz., Ottawa, Smith's Falls and Kingston Mills. Vessels and freight passing one section are to be charged one-third ; two sections, two- thirds. O.C. April 18, 1873. Con. O.C. Oct. 26, 1889, sees. 77, 78, 79, 80 and 81.— Tay Canal to be part of the Rideau Canal and the following rates of tolls to be levied upon the said Tay Branch of the Rideau Canal system, viz. : — Perth to Smith's Falls, 1 section, or one-third of Rideau Canal rates, each way. Perth to Kingston, 2 sections, or two-thirds Rideau Canal rates, each way. Perth to Ottawa Basin, 2 sections, or two-thirds Rideau Canal rates, each way. Perth to River Ottawa, 3 sections, full Rideau Canal rates, each way. O.C. Sept. 27, 1890. ' 'Cncral. Sec. 19. (a.) Any fraction of a ton freight is to be charged one ton, and portions of sections are to be charged as a whole section on all the above canals. (b.) The passing of saw-logs or other lumber through any of the canals, or sections thereof, shall be at all times governed by the regulations for their management. O.C. April 18, 1873. Con. O.C. Oct. 26, 1889, sec. 82. 20«— 11 164 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Sec. 20.— STANDARD FOR ESTIMATING WEIGHTS, FOR CANAL TOLLS. 2,000 lbs. avoirdupois. Per M. is per thousand feet ... Per mile is per thousand pieces Green fruit, 9 barrels are Ashes, 3 barrels are Bark, 4 cords Beef, 7 barrels Biscuit and crackers, 9 barrels Bricks, common, 1,000 Butter, 22 kegs or 7 barrels Cattle, 3 Cement and water lime, 7 barrels Fire-bricks, 1,000 Fish, 7 barrels Flour, 9 barrels Gypsum and manganese, 6 barrels Horses, 2 Lard and tallow, 7 barrels or 22 kegs Liquors and spirits, 215 gallons Liquids, all others, 215 gallons Nuts. 9 barrels ( (ysters, 6 barrels Pork, 7 barrels Refined oil in bulk, 250 gals., O.C., July 24, '00. Salt, 7 barrels Seeds, 9 barrels Tons. Toiid. Sheep, 20 Stone, 12 cubic feet Stone, 1 cord Whisk}7, 4 barrels or 215 gallons Empty barrels, 10 Barrel hoops, 10 mille Board and other sawed lumber, 000 feet board measure Boat knees, 4 Firewood, 1 cord Hop poles, 60 or 40 cubic feet Shingles, 12 M. or bundles Split posts and fence rails, 1 mille Staves and headings, pipe, 1 mille M ii W. India, 1 mille.. . . ■i n barrel, 1 mille n M salt barrel, 1 mille. . . Saw-logs, standard, 1 Square timber, 50 cubic feet Telegraph poles, 10, or 40 cubic feet Masts and spars, 40 cubic feet Railroad ties, 16, or 50 cubic feet All other woodenware, or partly manufac- tured wood, 40 cubic feet as per tariff . . . Traverses, 40 cubic feet, or 5 pieces Floats, 50 lineal feet 1 1 1\ 1 1 1 1 1 3 1 1 1 8 4 24 Of 1 1 1 1 1 1 1 Xote. — By the Weights and Measures Act, chapter 104 of the Revised Statutes of Canada, section 14, all the following named articles are to be estimated by the cental of 100 lbs. The weight equivalent to a bushel being as follows :— Wheat. 60 lbs. ; Indian corn, 56 lbs. ; rye, 56 lbs. ; pease. 60 lbs. ; barley, 48 lbs. ; oats, 34 lbs. ; beans, 60 lbs. ; clover seed, 60 lbs. ; timothy seed, 4S lbs. ; buckwheat. 48 lbs. ; flax seed, 50 lbs.; blue grass seed, 14 lbs. ; hemp seed, 44 lbs. ; malt, 36 lbs. ; castoi beans, 40 lbs. ; potatoes, turnips, carrots, parsnips, beets and onions, 60 lbs. ; bituminous coal, 70 lbs. TOLLS AT SHEDS AT LACHINE CANAL BASIN. Sec. 21. The following tolls shall be levied upon property stored at the sheds at the Lachine Canal Basin : — _ Cents. Wheat and other grain, per week, per bushel 1 Meal Pork, beef, butter and lard Muscovado sugar Liquors Iron, bars Iron, pig Salt, except at the St, Ga- briel sheds Salt at the St. Gabriel sheds, Montreal, after the first 48 hours Bales, crates, cases, &c. Coals per barrel . per hhd., 10 cents ; per brl 5 I per pipe, 15 cents ; per pun 12 \ per hhd., 10 cents; per qr. cask 7 per ton 24 „ 12 per 100 minots . 36 per bag \ per ton weight or measurement 24 per chaldron 12 Sec. 22. (a.) No charge shall be made for property stored in the sheds of the Lachine Canal Basin for -he first forty-eight hours, after which period, except 'in the case of flour, the foregoing rate of storage for the use of the sheds are to be raised, levied and collected. (b.) Articles unenumerated are to be charged according to the above rates as nearly as the same can be computed. . (c.) All property stored in the sheds remaining after the first forty-eight hours wall be liable to one week's storage, although it should only have been stored for a portion of the same, and so on for each succeeding week. {(I.) The labour of receiving property into the sheds and delivering the same shall be at the expense of and be furnished by the owners of the property or their agents. CANAL STATISTICS 165 SESSIONAL PAPER No. 20a (e.) All property stored in these sheds shall be at the risk of the proprietor from damage by fire or otherwise. /.) All dues for storage shall be paid before the removal of the property. O. C. August 21, 1846 October 28, 1846. Con. O. C. Oct. 26, 1889, sees. 90 and 91. Flour. 23. («.) Flour shall be allowed to remain in the sheds for two whole days free of charge. (b. ) If kept there beyond two days or 48 hours, such flour shall be liable to a charge of one cent per day per barrel for the first four days after the expiration of the 48 hours of the exemption. (r.) Should the flour be kept in the sheds beyond four days at one cent per day per barrel, it shall be liable to pay two cents per day per barrel for every day subsequent to the expiration of such four days. (d.) Any part of a day shall be considered as one day. O. C. May 31, 1856. Con. O. C. Oct. 26, 1889 sec. 92. WHARFAGE DUES ON COAL FOR LOCAL CONSUMPTION IN MONTREAL. Sec. 24. Coal for local consumption in Montreal, landed on canal property between Montreal Har- bour and Lachine, O.C., April 22, 1902, from vessels other than sea-going, and entering the Lachine Canal from Montreal Harbour, shall be charged wharfage dues at the rate of five cents a ton. Coal screening shall be charged 3 cents a ton. Con. O. C. Oct. 26, 1S89, sec. 93. 0. C. May, 18, 1892. CHARGES FOR WHARFAGE ON FIREWOOD ON WHARFS AND BANKS OF LACHINE CANAL. Sec. 25. The following rates of tolls shall be collected as herein mentioned that is to say : (".) Firewood landed on wharfs or banks of the Lachine Canal, or in boats, barges or other craft occupying any of the basins between Wellington Street Bridge and Lock No. 3, four cents per cord, and for every day the wood is allowed to remain in either the canal or basin, or on the wharfs or banks 'after the first five days, an additional charge of four cents per cord. O. C. August 7, 1860. Con. O. C. Oct 26 1889, sec. 94. ' ' (b.) The clause next preceding shall not only apply to the rates of toll to be collected on firewood on wharfs at Lachine and the Lachine Canal and basin, but are also extended and made applicable to the banks and grounds at Cote St. Paul and at Lachine. O. C. Jan. 27, 1862. Con. O. C. 1889, sec. 94. CANAL BASINS IN MONTREAL PART OF MONTREAL HARBOUR. Sec. 26. Whereas under existing regulations for the collection of canal tolls, eastern bound vessels having paid the charges one way in full through the Welland Canal are chargeable one Section Canal Toll if re-entering the Lachine Canal ; And whereas vessels loaded with grain destined for the Montreal Harbour frequently unload only part of their cargoes on board sea-going vessels in the harbour, and re-enter the Lachine Canal for the purpose of unloading the balance of their cargoes either in elevators or mills located along the canal basins ; It is ordered that the Lachine Canal basins, within the Montreal city limits, be considered as' part of the Montreal Harbour, in so far only as regards the collection of tolls on the class of vessels above referred to, which re-enter that portion of the canal for the purpose of unloading the balance of their cargoes but PHOSPHATES. S.c. 27. When as vessels laden with grain for delivery in Montreal Harbour frequently carry also deck loads of phosphates, and being compelled to proceed at once to the harbour for the discharge of the grain, they pay tolls through to that point, subsequently re-entering the Lachine Canal for the storage of the phosphates, and in accordance with the existing regulations, paying canal dues a second time for such re-entry ; It is ordered that the Lachine Canal basins, within the Montreal city limits, be considered as part of the Montreal Harbour, for the purpose of the unloading of phosphates carried by vessels in addition to their grain cargoes as described in this section ; it being, however, provided that in the event of their returning to the harbour to take cargo, the usual tolls shall be charged against such vessels on their passing out of the canal a second time. O. C. July 12, 1881. Con. O. C. Oct. 26, 1889, sec. 96. Free, O.C., AprH Extract from the Act, Canada, 1894, C. IS, amending and consolidating the Acts relating to the Har- bour Commissioners of Montreal. HARBOUR RATES WHARFAGE DUES IN ALL BASINS OF THE LACHINE (ANAL ON SEA-GOING VESSELS. Sec. 28. The corporation may, from time to time, levy such rates as are approved of by the Governor in Council, upon all goods landed or shipped in the harbour, moved l.y rail on the harbour tracks, or de- ported within the harbour, except arms, ammunition and military accoutrements, and other munitions of war for the use of the ( rovernment or for the defence of the Dominion. 40 V., c. 53, s. 2, part 2. For the purposes of this section, the lower basins of the Lachine Canal shall be held to form part of the harbour of Montreal, and the corporation may levy from all \essels entering the same through the harbour for the purpose of discharging or loading there, except canal craft trading between Montreal and places above Montreal, the same rates as may be levied in the harbour and tinder the same regulations and penalties. In all other respects the said lower liasins shall be and remain under the jurisdiction of the Minister of Railways and Canals. IS V., c. 143, s. 18; 40 V., c. 53, s. 2. pan 2. 20a— 1 1 .', 166 DEPARTMENT OF RAILWAYS AND CAXALS 6-7 EDWARD VII., A. 1907 All property delivered or received by sea-going vessels in the Lachine Canal basins at Montreal (except the old lower basin) shall be charged wharfage dues as follows :— All goods, wares and merchandise not elsewhere specified 25 cents per ton. Hav" straw, pig and scrap iron, pot and pearl ashes 2u ■■ Apples, crates and their contents, flour and meal, fish, meats, pitch, potatoes, tar. horses, neat cattle, sheep and swine 15 .. Ballast, clay, fire-bricks, gypsum, lime, marble, phosphate, sand, salt 10 Coal and coke, grain and seeds of all kinds 6 » Special— Bricks, 10 cents \jer 1,000; cordwood, 5 cents per cord; lumber, 10 cents per 1,000 feet, board measure. Bullion specie Tree. Coal screenings 3 ■■ Each entrv shall pay not less than 5 cents. All property landed on the canal wharfs for re-shipment, or transhipped in canal waters, shall pay one wharfage only. ,T1. _ , . , . Lumber upon which tolls have been paid for passage down the Lachine Canal, and which is re-shipped from the wharfs or vessels into sea-going vessels, ^ hall pay wharfage dues equal to one section of canal tolls viz 3f cents per 1,000 feet board measure. O.C. Jan. 26, 1883. Con. O.C. Oct. 26, 1889, sees. 98, 99, 100 and 101. O.C. May 18, 1892. Sec. 29* — Standard for Estimating Weights. Ashes, pot or i>earl 3 brls. Apples, flour, meal, potatoes 9 Fish, meat, pitch, tar 7 Horses 2tol Neat cattle 3 to 1 Sheep 15 to 1 Swine 10 to 1 O.C. April 1, 1881. Con. O.C. Oct. 26, 1889, sec. 102. to 1 ton. 1 .. 1 ,. ton. TOLLS ON FLOATED TIMBER, ETC., ENTERING THE BASIN AT LACHINE. Sec. 30. The following rate< of tolls shall be collected on floated timber, lumber and firewood entering the basin at Lachine and Lachine Canal : — 3 ix - Kinds of Timber. l^sS^lgg . £j §£S Timber, square or round, of all kinds, above 12 x 12, per M cubic feet Timber, round or flatted, of all kinds, under 12 x 12. per M lineal feet Planks and boards to include all kinds of sawed lumber in rafts, ]x-r M feet, board measure Saw logs. 12 feet long, if longer in same proportion per log Floats, per 100 Traverses, per 100 Fence posts and mils, ]>er M Staves, barrel, per M Pipe " ■ ■ ■ ■ • West India. ]>er M Firewood on bank of canal between Lock No. 3 and Lock No. 5, and also on wharfs in canal basin at Lachine £« Cents. Cents. Cents 25 20 35 20 15 30 3 2 3 1 h 2 10 • > 10 10 o 10 10 6 10 8 4 8 *8 4 8 8 4 8 3 3 3 Sec. 31. («.) No allowance shall be made for fractional parts of a month or winter season. (h.) The firewood shall be corded across the bank while being delivered from the boat in such manner and at such points as the superintending engineer may direct. if.) The ratf-s on timber to take effect upon the completion of the booius in Lachine Canal. O.C. June 8, 1860. Con. O.C. Oct. 26, 1889, sees. 103 and 104. CANAL STATISTICS 167 SESSIONAL PAPER No. 20a CHARGES ON VESSELS WINTERING IN LACHINE AND WELLAND CANALS. Sec. 32. The following rates per ton shall be charged for wintering vessels in the Lachine Canal, viz.: — For each boat, barge, scow or other vessel of ten tons measurement or under, seventy cents per vessel for the entire winter, and every ten tons above the first ten, an additional rate of eight cents, O.C. Aug. 22, 1879. Con. O.C. Oct. 26, 1889, sec. 97. Sec. 32 (a.) The above rates shall also apply to the Welland Canal. (O.C. June 8th. 1901.) CHARGES FOR WINTERING VESSELS IN RIDEAU CANAL. Sec. 33. The winterage dues for vessels wintering in the canal basin, at Ottawa or other points along the line of the Rideau Canal, shall be as follows : — In canal basin, Ottawa, steamers per season 8 800 ii ii barges ■■ 4 00 Inside locks .. steamers n 50 I H I other stations n n 15 00 If the Minister of Railways and Canals deems it advisable, he is authorized to take security from parties wintering their vessels jn locks against damage to Government property by fire. O.C. March 19, 1887. Con. O.C. Oct. 26, 1889, sec. 105. CHARGES FOR WINTERING VESSELS IN THE OTTAWA RIVER CANALS AND LOCKS. Sec. 34. The charge for vessels wintering on the Ottawa River canals and locks, and the same is- hereby prescribed accordingly, namely : In Carillon Canal, steamers per season S 8 00 barges 4 00 Grenville Canal, steamers h 8 00 barges „ 4 00 Inside Locks, Ste. Anne, Carillon and Grenvil le Canals, steamers per season 25 00 Culbute Canal, per season 15 00 Such security against damage by fire to be taken by way of bond as, in the opinion of the Minister o Railways and Canals, may seem desirable. O.C. Oct. 14, 1892. See. 35. No charges to be made for vessels wintering outside the locks of any government canal. O.C. Dec. 12, 1889. CHARGES FOR REPAIRING VESSELS ON THE BANKS OF CANALS. Sec. 36. («.) Persons using the banks of the Lachine Canal as a site for the repair of their vessels shall be subject to a charge of four dollars, payable in advance, for each vessel; the period during which such site may be occupied under anj one payment being limited to si\ months, and permission for repairing being first obtained from the proper officer, in confonnitv with the existing canal regulations. (b.) In the event of failure to remove vessels so occupying the banks at the expiration of the period named, no fresh permits having been obtained, such vessels mav be sold under the 16th section of the canal regulations. O.C. March 5, 1880. Con. O.C. Oct. 26, 1889, sec. 106. Sec. 37. Rules with respect to the repairing of vessels on the banks of the Lachine Canal, the Beauharnois and the Chambly : — (a.) Repairs shall only be" executed at such points as may be indicated and approved by the supenn tending engineer. . , (6.) For each vessel hauled up or beached for repairs, a charge of one dollar, over and above all other charges, shall be made, carrying the privilege of remaining one month, a further sum of one dollar being charged for each additional month, or fraction of a month, the vessel may remain. (c.) In cases, however, where a vesssel hauled up lor repairs upon the canal bank remains there throughout the winter, a charge of four dollars only shall be made (in addition to the ordinary wmterag . tIi*- period covered being from the 1st of November to the l>t of June, inclusive. (d.) Any vessel remaining on the canal hank after having wintered thereon shall be charged at the rate of one dollar a month or fraction of a month of her subsequent stav. (.C, April 27. 1903. Sec. 43. (h.) Whereas the Canal Tolls payable for passage through the Welland and St. Lawrence Canals of barrel staves and headings, are }0 cent.- per 1,000 in the case of ordinary materials, such as those for sugar and flour barrels ; while in the case of staves and headings for salt barrels the charge is 8 cents per 1,000 only. And whereas application is made to have this distinction removed on the ground that sugar and flour cooperate is of the same weif rage. CANAL STATISTICS 169 SESSIONAL PAPER No. 20a His Excellency in virtue of the pi-ovisions of chapter 38 of the Revised Statutes of Canada, intituled An Act respecting the Department of Railways and Canals," and by and with the advice of the Queen's Privy Council for Canada, is pleased to order that Class 5 of the existing Tariff of tolls for passage through the Canals of the Dominion, established by the Order in Council of the 25th March, 1895, shall be and the same is hereby amended to the effect, and to that effect only, of removing the distinction between ordinary and salt barrel staves and headings, and making the tolls payable for these articles the same, namely, those present charged on salt barrel staves and headings, on all the Canals of the Dominion. (O. C. May 28, 1897.) ' SPECIAL RATES OX SAND AND STONE. Sec. 43. (c. ) On the recommendation of the Acting Minister of Railways and Canals, the rate of tolls on sand and stone used in the construction of the bridge being built at Cornwall by the Ottawa and New York Railway was reduced from 15 and 20 cents to 7^ and 10 cents respectively. (O. C. August 27, 1898.) 170 DEPARTMENT OF RAILWAYS AND C AX ALB 6-7 EDWARD VII., A. 1907 APPENDIX B DOMINION CANALS 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 (14 feet minimum depth ofn-ater.) 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. Cornwall Canal 11 River St. Lawrence 5 4. Farran's Point Canal H 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. . . 26f Lake Erie, Detroit River, Lake St. Clair, Lake Huron, epth of water on sills of old lock 9 n Breadth of canal at bottom ... 90 n Breadth of canal at water surface 154 >■ CANAL STATISTICS 173 SESSIONAL PAPER No. 20a From the head of the Cornwall canal to the foot of Farran's Point canal, thg 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. Length of canal 3| miles. Number of locks 2 Dimensions of locks 270 feet by 45 feet. Total rise or lockage Hi feet. Depth of water on sills 14 n Breadth of canal at bottom 80 . n Breadth of canal at surface of water 152 m 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 I0h miles. This 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 7| miles. Number of locks 3 tv . £ , , i one of which is ) 2-270 bv 45. Dimensions of locks . < , , , > -. OAA ■ri , - \ a guard lock, j 1-800 by 4o. Total rise of lockage 15^ feet. Depth of water on sills 14 m Breadth of canal at bottom 80 \\ Breadth of canal at surface of water 144 n 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. 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. WELL AND CANAL. Main line from Port Dalhousie, Lake Ontai'io, to Port Colborne, Lake Erie. r\i i t • Enlarged 01d Line- or New Line. Length of canal 27.1 miles 26|miles. Pairs of guard-gates (formely 3) . . 2 v , ,, , / lift. 26 js umber of locks K , , , I guard 1 1 f 1 lock 200 x 45 f tv I 1 l°ck 200 x 15 I A . ._ „ , Dimensions . . , , )0n . - 270 feet x 4o teet. [ 1 (tidal) 230 x 45 [24 locks 150 x 45 { Total rise or lockage 326| feet. . . .326| feet 326| feet. Dept of water on sills 101 " 14 174 DEPARTMENT OF RAILWAYS AKD CANALS 6-7 EDWARD VII., A. 1907 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 26J feet. Total lockage from the canal at Welland down to River Welland 10 feet. Depth of water on sills 9 feet 10 inches. GRAND RIVER FEEDER. Length of canal 21 miles, Number of locks 2 Dimensions of locks , „ nr,n J . _2 | 1 of 200 by 4o n Total rise or lockage 7 to 8 feet. Depth of water on sills 9 feet. PORT MAITLAND BRANCH. Length of canal . . . 1| miles. Number of locks 1 Dimensions of locks 185 feet by 45 feet. Total rise of lockage 1\ 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, llf 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. Alary 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, Length of canal, between the extreme ends of the entrance piers 5,967 feet. X umber of locks 1 Dimensions of locks 900 ft. by 60 ft. Depth of wateron 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, with that river, gives communication on Canadian CAXAL STATISTICS 175 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 x'oute extends from the harbour of Montreal to the port of Kingston, 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 : Ottaiva 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 — (3-45 rise 164 fall) — and the number of locks is 55. The following table exhibits the intermediate distances from Montreal harbour : — Sections of Navigation. Interme- diate Distance. Total Distance, from Montreal'. The Lachine Canal Miles. Sh 15 i s 27 :i -t 6| 5f 56 " 12(i| Miles. From Lachine to Ste. Anne's luck 23 23 Ste. Anne's lock to Carillon canal The Carillon canal 50 51 The Carillon to Grenville Canal The Grenville canal From the Grenville canal to entrance of Rideau navigation R.irl«an navigation ending at Kingston 57 63 119 245 STE. ANNE'S LOCK. Old Lock. Length of canal £ mile. Number of locks 1 Dimensions of locks 190 x 45 feet Total rise or lockage 3 feet. Depth of water on sills 6 n This work, with guide piers above and below, surmounts the Ste. Anne's x^apids 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. New Lock. •£ mile. 1 200 x 45 feet 3 feet. 9 ,i 176 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 THE CARILLON CANAL. 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 n Breadth of canal at bottom 100 n Breadth of canal at water surface 110 n This canal overcomes the Carillon rapids. Fr< >m Ste. Anne's lock to the foot of the Carillon canal there is 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 raise'! 9 feet, enabling the river above to be used for navigation. GRENVILLE CANAL. Length of canal 5| miles. Number of locks 5 Dimensions of locks 200 x 45 feet. Total rise or lockage 43f 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. RIDEAU NAVIGATION The Rideau system connects the River Ottawa, at the city of Ottawa, with the n end of Lake Ontario, at Kingston. Length of navigation waters 1261 miles. Number of locks going from Ottawa to Kingston. . . - ' , A'n'v Total lockage 446i feet ifuf 11 & at mgh water. Dimensions of locks 134 x 33 feet. Deptli of water on sills 5 feet. Navigation depth through the several reaches 4^ feet. t> i^i. £ i i- i. -u i.i. • (60 feet in earth. Breadth of canal reaches at bottom. < K A - , . , i 54 teet in rock. Breadth of canal at surface of water 80 feet in earth. PERTH BRANCH. _ m of canal 6 miles. Number of lock- 2 Dimensions of locks 134 feet x 32 feet. Total rise or lockage 26 n Depth of water on sills 5 n 6 inches. Length of dam 200 n Breadth of canal at bottom 40 ■■ Breadth of canal at surface of water ,,A . , i 60 n in clay. CANAL STATISTICS 177 SESSIONAL PAPER No. 20a 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 : — From 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. These 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- boro', 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 Kingston. 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 betweeu Sorel and New York : — Section of Navigation. Sorel to St. Ours luck St. < )urs lock to Chambly canal . . Chambly canal . ... ( lhambly 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 Total Distances. Miles. 14 46 5S 81 192 258 265 m ST. OURS LOCK DAM. Length 1 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 dam in eastern channel 300 " Length of dam in western channel 690 " 178 DEPARTMENT UF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 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. Length of canal 12 miles. Number of locks 9 Dimensions of locks : — Guard lock, No. 1 at St. Johns ... 122 feet. 1 Lift ., 2 124 „ j From 22i to ii M 3, 4, 5, 6 118 ii f 24 feet wide. ii 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 m Breadth of canal at surface of water 60 n 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 15 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 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 communication with the town of Lindsay, and, through Lake Scugog to Port Perry, a distance of 190 miles from Trenton. CANAL STATISTICS 179 SESSIONAL PAPER No. 20a The following table 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^ Heeley's Falls dam to Peterborough ,. 51 f — Peterborough to Lakefield — 9 Lakefield to a point across Balsam lake 61 — 132£ 32f Total distance, Bay of Quinte to a point across Balsam lake. . . 165 From Sturgeon Point on Sturgeon lake, 48f 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 Point, Burleigh Rapids, Lovesick, Buckhorn Rapids, Bob caygeon, 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, 9h 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, 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. The lock here, it should be observed, is controlled by the Pro- vincial government. At Burleigh rapids, 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 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. 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 water on mitre sill. 2 Locks at Fenelon .... 134' x 33' x 5' 0" to 7' 6" depth water on mitre sill. 1 M Lindsay 134' x 33' x 5' 0" to 7' 6" n 1 ii Bobcaygeon . . 134' x 33' x 5' 8" to 7' 0" „ 1 ,. Buckhorn 134' x 33' x 5' 0" to 9' 0" „ 1 n Lovesick 134' x 33' x 5' 0" to 9' 4" ,, 2 ,. Burleigh 134' x 33' x 6' 0" to 8' 0" „ 1 ii Young's Point (a Provincial government work) 134' x 33' x 5' 0" to 14v 0" depth water on mitre sill. 1 n Peterborough.. 134' x 33' x 5' 0" to 10' 0" depth water on mitre sill. 1 ,. Hastings 134' x 33' x 7' 0" to 10' 6" „ „ ii ii Chisholms. . . . 134' x' 33' x 5' 0" to 8' 6" n n 13 20a— 12 180 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 ST. PETER'S CANAL, CAPE BRETON. Length of canal About 2,400 feet. Breadth at water line 50 feet. Lock One tidal lock, 4 pairs of gates. 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. Length of canal 12 statute miles. Number of locks 9. Dimensions of locks 200 feet by 45 feet. Total rise or lockage 82£ n Depth of water on sills 9 n Breadth of canal at bottom 80 n Breadth of canal at water surface 120 m As the new Soulanges canal is now opened for navigation, it is to be presumed that the Beauharnois canal will be abandoned for navigation purposes. CANAL STATISTICS SESSIONAL PAPER No. 20a ST. LAWRENCE NAVIGATION— TABLE OF DISTANCES. 181 FROM STRAITS OF BELLE-ILE TO PORT ARTHUR, AT HEAD OF LAKE SUPERIOR, BY WATER. From Straits of Belle-Ile Cape Whittle. ......... West Point, Anticosti Father Point Rimouski Bic Isle Verte (opp. Saguenay). Quebec Three Rivers Montreal Lachine Beauharnois Ste. Cecile Cornwall Dickinson's Landing Farran's Point Upper end Croyle's Island. Williauij.burg Rapide Plat Point Iroquois Village PresquTle Point Cardinal Galops Rapids Prescott Kingston Port Dalhousie Port Colborne Amherstburg Wind-or 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 Montreal Lachine Sections of Navigation. Gulf of St. Lawrence River St. Lawrence. to Tide-water Lachine Canal. Beauharnois [Lake St. Louis . Ste. Cecile Cornwall Dickinson's Landing ... Farran's Point Upper end of Croyle's Island . . Williamsburg or Morrisburg. . . Rapide Plat Point Iroquois Village Upper end Presqu'Ue Point Cardinal, Edward sburg . Head of Galops Rapids Prescott. Kingston Port Dalhousie Port Colborne Amherstburg Windsor Foot of St. Mary's Island Sarnia Foot of St. Joseph's Island .... Foot of Sault Ste. Marie Head of Sault Ste. Marie Pointe aux Pins Port Arthur Beauharnois 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 St. Mary Sault Ste. Marie Canal. River St. Mary Lake Superior Port Arthur to Lake Shebandowan . Lake Shebandowan to North-west Angle. North-west Angle to Winnipeg Pointe aux Pins to Duluth Statute Miles. Inter- mediate Total to Straits of Belle-Ile. 240 441 643 649 661 700 826 !)00 986 9944 l,009f 1,021 1,053| 1,065£ 1,070^ 1,071 1,0814 1,0854 1,090" 1,093 l,095g l,097g 1,105 1,164 1,334 l,360g 1,592? 1,6109 1,635| 1,6683 1,938| 1,985 v 1,986? 1,9933 2,259? Of the 2,259| miles from the Straits of Belle-Ile to the head of Lake Superior, 71 miles are artificial navigation, and 2,1881 open navigation. Straits of Belle-Ile to Liverpool, 1,942 geographical or 2,234 statute miles. The total fall from Lake Snperior to Tide-water is about 600 feet. The steamboat voyage from Collingwood to Port Arthur is 532 miles. 182 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Table of distances of Stations between the cities of Ottawa and Kingston, Name of Station. Ottawa. Hartwell's Hogsba«k Black Rapids i.ong Island Burritt's Nicholson Clowes Menickville Maitland Edmunds OldSlys Smith's Falls First Rapids or Poonamalie. Narrows Total rise at low water Isthmus Chaffey's Davis Jones' Falls Brewer's Upper Mills. H Lower Mills. Kingston Mills Kingston Total fall at low water. Total Distances from Ottawa. Miles . 1 14| 40? 43| 44i 46j 55 59i 60$ 6l| G4 83£ Locks. X<>. Lift at Low Water. Dams. ii 184 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Page. Canal Revenue- -Comparative Statement of Vegetable Food on all the Canals for years 1904 and 1905 76 Comparative Statement of Revenue on all the Canals for years 1904 and 1905 78 Statistics of Canal Traffic. abetically 80 84 88 92 96 102 106 110 113 116 119 »122 125 14. Statement of Traffic on above mentioned Canals according to Class 128 15. Summary of ■■ ,i n 134 16. Statement of the Amount of Tolls accrued each month on all the Canals. 140 17. " Number, Tonnage and Nationality of Vessels passed through all the Canals 142 18. Comparative Statement of Grand Total Traffic, passed through all the Canals. 148 19. Comparative statement of Traffic on all the Canals for 1904 and 1905 — 150 20. Statement of Number and Tonnage of Vessels passed through the Wel- land Canal in 1905 151 20. Statement of Number and Tonnage of Vessels passed through the St. Lawrence Canals in 1905 153 20. Statement of Number and Tonnage of Vessels passed through the Rideau, Ottawa and Chambly 155 21. Classified Tonnage of all Vessels through all the Canals in 1905 156 22. Consolidated tariff of Tolls 158 Special Regulations and Harbour dues 162 Division of Canals per sections ." 163 Standard for estimating weights and tolls at sheds Lachine Canal 164 Wharfage and harbour rates Lachine Canal 165 Tolls on floated timber at Basin Lachine 166 Wintering vessels different canals 167 Dry Dock charges, also special grain rates 168 Appendix B— • Length and dimension of all the canals 17" 182 6-7 EDWARD VII. SESSIONAL PAPER No. 20b A. 1907 RAILWAY STATISTICS OF THE DOMINION OF CANADA FOR THE YEAR ENDED JUNE 30. 1906 (From sworn Returns furnished by the several Railway Companies) M. J. BUTLER hi puty Minister and Chief Engineer of the Department of Rail ways and Canals PRINTED BY ORDER OF PARLIAMENT OTTAWA PRINTEDIBY^S. E. DAWSON, PRINTER TO THK KING'S MOST EXCELLENT MAJESTY 1907 [No. 20^—1907] 6-7 EDWARD VII. SESSIONAL PAPER No. 20b A. 1907 Office of the Comptroller of Railway Statistics. Ottawa, November 13, 1906. M. J. Butler, Esq., Deputy Minister of Railways and Canals. Sir, — By way of preface to my first report, it may not be considered amiss to allude to the steps which have been taken to reorganize the Statistical Branch of this department. The methods which had been followed up to July 1 last, when I was asked by you to take charge, were obviously defective. They had been adopted upwards of thirty years ago, when railway development in Canada was on a relatively small scale, and with slight modi, fications were continued down to this year. They were in keeping with the primitive con- ditions which prevailed in 1875; but had by a natural process become practically obsolete for present purposes. In this situation I was asked by you to make such changes as would place our railway statistics on an up-to-date basis, so that accurate and far-reaching comparisons might be made between the results of operation in Canada and in other countries. It was decided that the schedules of the Interstate Commerce Commission at Washington would best accomplish that purpose. They had been worked out with great care during a period of years, and were regarded as the most complete and comprehensive available. By applving them to Canadian railways, it was believed that valuable and helpful comparisons might be made between the business of transportation in the Dominion and that being carried on, under similar conditions, in the United States. It is gratifying to be able to report that not a single railway made default this year in the submission of statistical data. In preceding years there were a number of delinquents. The new schedules will be made the basis of our statistics for the current fiscal year, and will be sent out in the course of a few weeks. It is possible the usual difficulties will be encountered in fitting a new system to the railways which have grown accustomed to the old forms; but the principal roads will be quite prepared to meet the demands upon them. Their methods of book-keeping will enable them to satisfactorily answer the somewhat elaborate table of questions, and in this way it is hoped the data for 1907 will be reasonably full and accurate. In the case of the smaller lines, it may be that a year or two will elapse before they will be in a position to readily supply the information required of them. Every effort, however, will be made on the part of this office to assist them in the matter. It was deemed important to make a digest of the statistical information which had been issued from year to year since 1875 by the Department of Railways and Canals, and to this work my efforts have been directed for several months past. The tables which have been compiled are here given for the first time, and represent a history in figures of the growth of railway business in Canada. Hereafter this information will be made a part of each annual report, and will be a novel feature in that they will enable comparisons to be made over the whole period covered by our railway statistics. . 206- U DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 As a starting basis, it is interesting to observe the development of railway mileage in Canada : — Miles in Year. Operation. 1835 0 1836 16 1837 16 1838 16 1879 16 1840 16 1841 16 1842 16 1843 16 1844 16 1845 16 1846 16 1847 54 1848 54 1849 54 1850 66 1851 159 1852 205 1853 506 1854 764 1855 877 1856 1,414 1857 1,444 1858 •. 1,863 1859 1,994 1860 2,065 1861 2,146 1862 2,189 1863 2,189 1864 2,189 1865 2,240 1866 2.278 1867 2.278 1868 2,270 1869 2,524 1870 2,617 Miles in Year. Operation. 1871 2,695 1872 2,899 1873 3,832 1874 4.331 1875 4,804 1876 5,218 1877 5,782 1878 : 6,226 1879 6.858 1880 7.194 1881 7,331 1882 8,697 1883 9,577 1884 10,273 1885 10,773 1886 11,793 1887 12.184 1888 12.585 1889 12,585 1890 13.151 1891 13,838 1892 14.564 1893 15,005 1894 15,627 1895 15,977 1896 16,270 1897 16.550 1898 16,870 1899 17,250 1900 17,657 1901 18,140 1902 18,71 I 1903 18,988 1904 19.431 1905 20.487 1906 21.353 In addition to the foregoing there were on June 30 last 743 miles of double track in Canada . In this connection, it is worthy of note that but seventy-four miles of iron rails now remain as a relic of earlier days. By steady advances the work of substituting steel for iron has gone on during recent years, and in this regard Canadian lines have kept pace with the progress which has taken place in other countries. As indicative of the expansion in transportation facilities, it may be pointed out that 3,071.70 miles of railway were under construction on June 30 last, as compared with 1,066.98 on the same date last year. RAILWAY STATISTICS SESSIONAL PAPER No. 20b EQUIPMENT. In keeping with the larger mileage, increases and improvements have been made in equipment. The growth may be gathered from the following table: — Year. Loco- 1st Class 2nd Class Baggage, Mail and Express Cars. Cattle and Plat- form Dumping and Coal motives. Cars. Cars. Box Cars. Cars. Cars. 1875 1 980 488 277 235 12.S43 6,404 1,050 1876 l.ooo 493 280 264 13,647 7,088 1,050 1877 995 497 294 241 13,712 6,917 1,050 1878 1,050 530 548 308 327 275 274 14,967 14.9S3 6,703 6.618 1,317 1879 1,106 1.731 1880 1.157 569 640 310 353 291 344 15,614 17,916 6,689 8,209 1,776 1881 .. 1,211 1,716 1882 1,331 665 364 388 20,302 9,621 2,050 1883 1 383 671 694 397 458 370 406 21,399 21,477 12,731 13,989 1,625 1 884 1.481 1,941 1885 1 .524 704 501 403 22,166 13,761 2,391 1886 1,567 735 497 419 23,645 13.12S 2,533 1887 1,633 764 514 463 24,770 12,865 2,957 1888 1.657 759 568 506 27,870 12,992 3,147 1889 1.761 795 581 517 31,025 13,925 3.235 1890 1.771 S06 604 525 32,383 13,737 3.236 1891 1.850 849 624 560 34,365 14,614 3,559 1892 1,961 909 634 591 35,668 15,400 3,584 1893 1 954 977 992 664 670 610 636 35.741 35,852 15,719 14.904 3 155 1894 2.002 4.699 189.5 2.023 1,076 702 664 36,360 15,758 4,845 1896 2.044 1,042 648 650 36,791 15,592 4,812 1897 2,096 1,085 688 674 37,471 1 5,352 4,931 1898 2,112 1.214 628 668 38,820 16,306 5,181 1899 2,217 1,239 640 66S 41,151 15,811 5,582 1900 2,282 1,287 641 662 42,538 15,626 5,872 1901 2.443 1,159 649 815 45,904 16,348 6,775 1902 2.444 1,166 573 681 48,790 15,8.34 7.736 1903 1.1 48 1'231 590 595 818 860 53,107 54,877 18,285 18,644 7.03!) 1904 2,768 S.476 1.285 1,289 683 716 796 842 57,229 61,929 18.669 18,525 S.7S7 1906 ■».!i::i 8,295 In this list is included hired locomotives and cars as well as those owned by the rail- ways. It is regrettable that the information gathered in the past does not permit a com- parison to be made between the traction power of present day locomotives and those formerly in use, nor the relative capacity of cars. This would be most instructive. Some idea, however, of the betterment in motive power may be had from the fact that in 1875 the volume of traffic was 5,786 tons of freight and 5,296 passengers per locomotive, as compared with 19,773 tons and 9,549 passengers in 1906. This is not, of course, an accurate test; but it is permissible under the circumstances. The same comparison applies to cars, the capacity of which has practically quadrupled within thirty years. A loaded freight train of 250 tons was probably the maximum in 1875; whereas loads of 1,500 tons are now frequently hauled over all our principal railways. ■ In addition to the cars enumerated in the above table, there are in use on Canadian railways 235 sleeping cars, 96 parlor cars, 80 dining cars and 61 official cars. In connection with freight service there are 1,655 refrigerator cars, 1,422 conductors' vans, 1,325 tool cars, 341 snow ploughs, 205 Hangers and 2,868 cars of other descriptions. The grand total is 99,874 cars of all classes. Under the Railway Act of 1903 all cars were required to be equipped with air brakes and automatic couplers by January 1 last, and the returns show 6 DEPARTMENT OF RAILWAYS AXD CANALS 6-7 EDWARD VII., A. 1907 there has been a fair compliance with the law. Of the cars of all descriptions in use on June 30 last, 91,015 were fitted with automatic couplers, and 85,616 with air brakes. TRAFFIC. Coming to the traffic of Canadian railways, it will be seen that immense growth has taken place within the thirty-two years covered by the statistics at hand. Looking first at the volume of business, the result is as follows : — Year. Passengers Carried. Tons of Freight 2000 lbs. 1875. 1876. 1877. 1878. 1879. 1880. 1881. 1882. 1883 1884 1885 1886 1887 1888 1889 1890 5,190 5,544 6,073 6,443 6,523 6,462 6,943 9,352 9,579 9,982 9,672 9,861 10,698 11,416 12,151 12,821 416 814 233 924 816 948 671 335 ,984 ,358 ,599 024 ,638 791 105 ,262 .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 1.5.070,460 16,356.335 17,172,759 17,928.626 20,787.469 Passengers Carried. Tons of Freight 2000 lbs. 1891 13,222,568 21.7.53,021 1892 13,533,414 22,189.923 1893 13.618,027 I 22,003,599 1894 14.462,498 20,721,116 1895 13,987,580 ! 21,524,421 1896 14,810,407 24,266,825 1897 16,171,338 1 25,300,331 1898 18,444,049 28,785,903 1899 19,133,365' 31,211,753 1900 21,500,175 35,946,183 1901 18,385,722 36,999,371 1902 20,679,974 42.376,527 1903 ! 22,148,742 47,373,417 1904 I 23.640,765 48,097,519 1905 i 25,288,723 50,893,957 1906 27,989,782 57,966,713 It will be observed that very considerable gains have been made in traffic, and reference will be made a little further along to what this has been by percentages. EARXIXGS. In the meantime, it is of equal importance to glance at the earnings of all the railways from the above business. A table has been prepared to show the results, which are as follows : — RAILWAY STATISTICS SESSIONAL PAPER No. 20b ^ +2 * a to 8 C5ifCOXCOt^XO5t0iOO5.-ia5CMiOtOO5XtOXtOC5tOiOifOC5CO nMioN!OT)(o»ooo!OMOiOHMo:cci:i'/. -ci-oeot»^o ujoooo^ia t--^io t^if^co to f-i co x__o_t^co_ ■o^io^o^i-u^cm^w C~iOifOlOIC0X01-fO101X-fiO-f-fCiXifiOX-fiOilifif05tO If CO h- lO O iO CV C Ol *t Ol CO CO i-i i-i GO i-^to co io_^io^co. r^cM t^oo^to^__. i-ii-irioii-icioic)cccocccocoifif^ifioiO'*ifioioiotot^t>-xo50C> iH rH to to GO io cm co 03 to >C^rH_CO ^"cn'Wof tOn to CM cocM^eo^ to"o"to"io" C4QON rHO.-ii-iOOOOOOi-iiii-iCO.-iCOCOCOCOCOCOifififiOifiOifififiOif ■^^^COOOiONNMOtONNffl^NMnajiMeoOCOnCliONMNaM oo to io o t n co io (N m o to o cs r. r. /j ci a co o to o -n oo co oo co m w io -< ofx"i^"x"to"of io"io"ii"c5"cm"ih i-Tto"if"co"ofof x"if"o"co"x"ofo"ofrH~to"to"ofofto"' ~'/j^3CCt«CSCNrtNNiOCNiONtDCOCOCOI>«;NOCOOHrtrfOO CM .-i Ol CM n .-i n Ol Ol Ol if iO t^ CO iO if if to X C5 t> O cm_co eojo^jxu-^ffleo c» T-T iH"r1rl"r-l"i-1i-rCM"c4'CM"co"co"co"co"lf"lf"lO"lO"' »1 *f o a * s cococococococococococoi*i'^cococococo'^^-*-#iO'^'t|',*'*coco-*coco '"8 ■ (3 to Oif.-it^tOXaOXif^Or^i-iCMt^iHC5C5 01C>01COifi-itOt^O"li0 010505 ICCJifCnCIXiOCOO-fOtOiOCOtOI^tOiOtO-ftOXl^OXXiOOiftOtOif cm en i> i^c^cm rHir cm o_co w "-i*v"l 05 aONq •to io_ co tq^Tf^i-^to i--^to_ co" co" -*" in of i-i" to" i*-" co" io" co' of >o" t~" ■-* t>." if" io" i-T cm" go" to" if" cM"of"cM"io"co"to"i-i Wo ffiO-tr. JDiO-tCOO'OCOCOMMGOlOQCSlOOOOOCICO-f'HONaMtO^ tOt^t^t~t^XC50i-ii-l01ifiOtCCOt^05a5i-ii-ii-iCOtOt^XOiiOICOOCJ5iO lCMCMCMCMCMCMCMCOCOCOCO-*CO-* Pi s Pi ** OXif.-iCOiOCMiOXCOXt-~t-iifC»XiOi-iX0100101iOtOC5COCM »» «C tO 05 05 CCX-fO-fiOCO-fX-fX-f0101X05XOt^COG50t^ IO .H N^i-^c5 C» C» O CM CM_ O^fflO^ONtDH O^if if 0_i-h >-ko <© i-j to_ eo i-TrH'o'ci' to"to"cs"o"co"cM"co"i-i"o"i-i"ii"x"o"io"of>o''x"oi ooTi— i co"io"to' 1- 1-1 CI CI O 3 to 01 0 I O tO GO GO >-l !>■ 01 -f CO CO GO -f tO 01 3 O if tO GO 0 01COi-iiOiOtOt^COl~C5i-iiOiftOC5i0 01CroC5iOCOiOiOi-itDt005 XC50 Hi if 1-1 CM i-< o"co"co"co" GO t^OCO O tO CM if iftOCOiOX05ift^C5tOtOi-H^tOXXXiOa500cotOiiCOCMCMO cotoc5 0ic5coioi^i-icoa505C5cootoocoa50iifi~ifi-ixiooc5 OSOC -f CO U5 M CM if 1-1 © t-_ to 'O to 1-1- -f iN -f if l-_CO_CO <0^if C0_©_ ©"•— DO SDofcO WOO 00'^'of i-Tl> -f N — * !OCO' I -* Ol"n"l»"ci of aiW too H IO O GO iO 1^ 01 n CO O 10 tO tO ■ -f -f CO GO X GO' 'O h -f 01 01 Ol GO 05 O •*CM^if^cq^if_o cm o 'C_o^io_ oi /i-:ii> cii- ~_ -f co i-_ S5 to_ cnio eo to_ to" to" to" to" to" t^' go' o'o n"o"o i-i cm'co* co* if" if* viusm eo' co" io" io"x"cToi 05i-1 05 00 o co if oo H 00_ !BH of ii" os" cm" to O iO 05 GO 05 05CO ■O tO t~ X 05 O -1 01 CO -* O to 1- GO 05 O -1 Ol CO if iO tO 1^ GO 05 O 11 01 CO -f 10 to 1 - 1 , 1 - r - 1 - / / f / / / / r / / — r. r. ~ ~ - ~ ~ r. ~. c ■ c — ■ c ■ o o c. X X X X GO X X GO GO 00 00 00 X GO GO 00 GO CO X X X X M 00 00 0! 0! OS 05 05 05 05 8 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 An analysis of the foregoing tables yields results which are both instructive and gratify- ing. Dividing up the whole time into ten year periods, or nearly so, the showing is as follows : — Years. Tons of freight carried. Increase. Earnings from freight. Increase. Tons. p. c. 1875 5,670,837 12,073,570 1886 | 15,670,460 176.1 21,183,967 1896 24,266,825 54.9 j 33,368,082 1906 57,966,713 138.8 | 81,433,115 75.4 57.5 144.0 With respect to passenger business, the calculation works out as follows: — r~ i r Years. Number Earnings of Increase. from Increase. Passengers. Passengers. 1875 i 5,190,416 1886 9,861 .024 1896 I 14,810. H)7 1906 27.989,782 89.9 50.2 88.9 S 6,410,934 10,261,691 13,747,773 33,392,188 p. c. 60.0 32.9 142.9 The increase in the volume of freight traffic for the whole period was 922.1 per cent, while the earnings therefrom increased by 574.4 per cent. The growth in the volume of passenger traffic during the same time was 439.2 per cent, and of earnings from that source 420.8 per cent. Several deductions follow as a logical sequence: The amount of freight traffic has grown much more rapidly than have the earnings; while both the volume of passenger business and the earnings therefrom have kept closely together. Without definite particulars in relation to freight traffic, it would probably be misleading to conclude that the difference between the volume and the earnings has been wholly due to a reduction in the charges. An examination of tariff rates indicates this to have operated in part as a cause; but to what extent the development of through business, changes in classification and the influence of the long haul, have also been factors in the problem, cannot be stated. With the new statistical schedules in force, to which reference has been made, it is expected that more detailed information will be available with regard to both the freight and passenger business of our railways. A gratifying feature of the above figures is the advance shown to have been made during the past decade, particularly within very recent years. This is undoubtedly the result of general prosperity throughout the Dominion, and, having regard to the influx of immigrants and the industrial activity prevailing, may be taken as an augury of further expansion. RAILWAY STATISTICS SESSIONAL PAPER No. 20b A further analysis of freight traffic, on the basis of train mileage and tonnage, yields comparative results which are helpful. Following is the table: — Year. Freight Earnings. Number of I Earnings Tons per carried. Train mile. Average Earnings per Ton carried. 1875 1876 1877 1878 1S79 1880 1881 18S2 1883 1884 1885 1886 1887 18S8 1S89 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 Miles. 11- L2 11 13 12 15 is 17 21 20 19 21 24 26 26 29 31 ) 33 32 ■J'.) 29 32 33 38 in 15 46 53 63 64 68 81, 073 211 321 ,129 509 ,506 666 729 320 ,763 ,962 ,183 581 ,410 ,671 921 ,548 ,230 935 982 545! 368: 522 508. 10L 643, 665, 986, OS! I. 673, 203, 433, 570 158 264 191 093 935 ,9S2 945 ,208 243 058 967 047 084 049 ,788 645 121 028 482 490 082 102 175 036 103 672 448 919 320 115 12,473 12,266 13,178 13,444 13,579 14,932 17,263 18,013 27,074 19,965 21,112 21,096 22,537 25,415 25,918 27,486 28,411 29,211 28,525 27,227 25,329 28,653 28,542: 31,382 32,121 34,255 34,233 34,625 3S,287 37,809, 40,506, 44,651 825 167 833 120 ,086 ,672 121 406 761 225 234 684 719 152 897 459 531 375 975 169 614 957 877 790 829 773 922 820 215 126 096 834 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 p. c. .968 .995 .859 .977 .921 1.038 1.081 .984 .787 1.039 .946 1.004 1.091 1.039 1.029 1.089 1.075 1.138 1.155 1.101 1.166 1.130 1.174 1.227 1.24S 1.332 1.363 1 . 559 1.648 1.711 1.684 1.824 p. c. 2.129 1.92S 1.650 1.665 1.498 1.560 1.547 1.305 1.607 1.514 1.371 1.351 1.502 1.537 1.487 1.439 1.404 1.502 1.496 1.446 1.372 1 . 333 1.324 1.340 1.284 1.269 1.261 1 . 273 1.331 1.344 1.340 1.405 It will be seen that the tendency of the earnings per ton has been downward, while the earnings per train mile have moved steadily upward. The latter is a healthy indication. It is the object of all enterprising railways to increase the earnings per train mile, and larger locomotives, more capacious cars, reduction of grades and similar improvements, are all designed to bring about this result. Other things being equal, this is the best known test of economical management. Next year our statistics should afford a still more elucidating fact — the earnings per ton per train mile. Tli.it is the basic item in considering the economic aspect of the transportation question. 10 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 In further elaboration of railway earnings, a table is appended showing the mileage of passenger trains, the number of passengers carried, the receipts therefrom, and the earnings per train mile: — War. Passt i Carried. Earnings from Passenger Traffic. Passenger Traiii Mileage. Earnings per Train Mil.'. L875. 1876 1877- 1878- 1879. 1880. 1881. 1882. 1883. 1884. 1885. lN.NIi. 1887. 1888. 1889. 1890. L891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. 1899. 1900. 1901. 1902. 1903. 1904. 1905. L906. 5,190,416 6,410,934 5,206,353 5,544,814 6,254,866 5,837,461 6,073,233 6,458,493 ti. 27 1,980 6,443,924 6,386,325 6,22.-., .".27 6,523,816 6,459,598 6,987,919 6,462,948 7,076,339 7,312,168 6,943,671 S,223,254 8,298,957 9,351,335 10,018,477 15,074,891 9,579,984 10,538,119 9,651.127 9.982.358 1 1,204,036 9,315,694 9,672,599 10,559,796 9,511,455 9,X0 1,024 10,261,691 9,214,131 10,69S,638 11,867,597 10,838,993 11,416,791 1 2 744,636 11,859,684 12,151,105 i::. •-•42,708 12. '.100.483 12,821,262 L3,731,768 1 1,362,870 13,222,568 I 1,286,408 14,987,64" 13,533 ii i 1 4.7X8,465 15,237,093 13,618,027 L5,087,299 15,859,978 14,462,498 15,452,420 16,542,860 i:;.'.»s7..-,m, i.;..;i 1,440 15,332,276 14,810,807 13,747,773 15,846,645 16,171,338 13,929,346 L7,237,974 18,444,049 15,622,31 1 19,305,693 19,133,365 15,929,583 20,093,378 21,500.17.-. 18,581,452 20,922,098 18,385,722 19,390. :;<)_' 19,115,472 20,679,97 1 22,600,090 21.104,036 22,1 18,742 24,862,109 22,095,705 23,640,765 26,901,831 23. 502,876 25.2X,X,723 28,959,649 25,428,018 27,989,782 28,071,648 1.231 1 .(171 1 .030 1.026 .924 .968 .991 665 l .992 l .203 1.110 1.114 1.095 L075 1.027 .956 .953 .971 .951 .934 .868 .868 .S08 .809 .793 .888 1.015 1.071 1.121 1.145 L39 IS' I Of course, the earnings per mile are indefinite. If the data were sufficiently elaborate to show the number of passengers carried one mile — which would be obtained by multiply- ing the number of passengers by the actual mileage of ihe tickets sold — a factor would be had which would throw direct light on the passenger traffic of each railway. In the absence of that information — which will be gathered in future— it is still of some service to note that the earnings per train mile have increased during the past ten years. It would appear, however, that our Canadian railways are still running passenger trains at a low earning result per mile, which condition will only be improved as ihe density of travel increases. In other words, and putting the matter in elementary form, it is clear that a train running one hundred miles, and carrying two hundred passengers, will earn just twice as much as a train covering the same distance and carrying but one hundred passengers. RAILWAY STATISTICS 11 SESSIONAL PAPER No. 20b TRAIN MILEAGE. Collateral to the foregoing facts is the general record of train and locomotive mileage, which is as follows: — Year. Passenger Trains. Mixed Trains. Total Train Mileage. Engine Mileage. 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 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 ,859,978 542,860 332,276 846,645 237,974 305,693 093,378 922,098 115,472 104,036 095,705 502,876 428,018 071,648 10,910,181 9,616,148 11,403,517 9,981,786 6,510,636 10,775,380 15,163,634 15,638,013 16,123,337 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 21,423,496 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 1,563,644 2.650,019 1,775,316 3,462,334 7,068,450 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 5,179,500 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 9,446,7S1 9,530,816 6,133,098 5,606,666 17,680,178 18,103,628 19,450,813 19,669,447 20,73 1,6S9 22,427,449 27,301,306 27,846,411 37,416,092 29,758,676 30,623,689 30,481,086 33,638,748 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 65,934,114 72,723,482 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 67,712,252 68,621,424 70,275,615 77,178,493 80,508,064 84,335,732 94,180,788 It will be observed that the proportionate increase of passenger train mileage is much greater than the mileage of freight trains, which fact, read in the light of the earnings from these two sources, shows to what extent our railways have endeavoured to meet the demands of the travelling public. Af the same time, it demonstrates with what success the growing volume of freight traffic is being handled without adding unduly to the train mileage. 12 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 OPERATING CHARGES. Coming to the matter of operating expenses, and placing them side by side with the earnings, the facts are as follows : — Year. Earnings. Operating expenses. Percentage of operating g expenses a to earnings. 1875. 1876. 1877. 1S78. 1879. 1880. 1881. 1882. 1883. 1884. 1SS5. 1886. 1887. 1888. 1889. 1890. 1891. 1892. 1893. 1894. 1895. 1896. 1897. 1898. 1899. 1900. 1901. 1902. 1903. 1904. 1905. 1906. 19,470,539 19,358.084 18,742.( 15a 20.520.078 19,92.5.00(1 23.561.447 27,987,508 29,027,789 33,244,586 33,421,705 32.227.40!) 33,389,381 38.841.609 42.1 5! 1. 1.12 42.149.615 46,843,826 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 72,898,749 83,666,503 96,064,526 100,219,436 100.407,198 125.322.865 S 15,775 15,802 15.290 16,100 16,188 16,840 20.121 22,390 24.691 25,595 24,015 24.177 27.624 30.652 31.038 32,913 34.960 36,488 36.616 35,218 32,749 35,042 35,168 39.137 40.706 47.699 50,368 57.343 67,481 74,563 79.977. 87,129, 532 721 091 ,102 282 705 418 708 667 341 351 ,582 ,683 046 045 350 449 228 033 432 66S 654 665 549 217 798 726 592 523 161 573 434 81.1 81.6 81.5 78.4 81.2 71.0 71.9 70.7 74.3 76.5 74.5 72.4 71.1 72.7 73.6 70.2 72.5 70.5 70.3 71.7 69.9 69.3 67.1 65.5 65.3 67.4 69.0 68.3 70.2 74.4 75.2 69.5 It would appear that, as compared with earlier years, the railways of Canada have been steadily improving their net earnings. For the first ten years the proportion of oper- ating expenses to income was 768, while for the last decade the average has been 69' 1. As applied to the larger figures involved in the latter calculation this result is significant. Dividing up the operating charges under the four heads usually adopted, the showing is as follows : — RAILWAY STATISTICS 13 SESSIONAL PAPER No. 20b o c Q. 0) General Expense in Conducting Trans- portation. o as CD C ■-.- 01 — < n 01 CO L- CO 'O N ?3 K Z C t-» t- iO 01 0C MNM^ iO I I» I» KJ lO 11 Ifl Tf t o c c s - ?; 1 1 1- x «: -t n -t m c z c x r. c i z i > ; j z « - cou^ oi f 1 3 r. C N M C - i M C ?l - !C K S I K - ' l<^(OCOOO>. 0_ rH rH t- CO so to -t »o OC i-» ic Tlo i-" co to co' oi ti t >o' oi-M^'cTi-fof if*co*co"io"of io ig i r i> c i^-'r- -t c t* nnn,-.-i-inoioioioioioicccccccocccoccc-cccccc-r-r'OiOcci^t^X NniOSONiOHSJL'JMM'fCSi'OCOOCHMNCCrt'tMi-'jaiOTtN"*© O-fXCSCOCDcCCOX ~ ONMHIOQOOHMOO 03 iO t> CO 01 t^ CO h- X CO CO CD Ot»NN>HC*©N*HN«CIN'*«ONH'*^(10<0ISO'*(10OM00NeqH aOHN9SOOO!OtOa't|iO(DtONNOONMN(OMN!0'*HN"iiNM ^ZCafl«'H«aiOi'3NaMOrtHtONTticiaMH«5XjC»!D!^N O O tN M 00 ' t> >q OS X_ i-J Cv tN OS_ ■* ■* i-H h rH if rH CO O O © CO_ CO C_ I^_ 03 © OC ri co*io" *-< "* oi" co*r-.'co*r>*©'t-*rH*i-H co* tot^oi" ©" r>~co r-'co*!^' loqo of io -f" io' ■*" t> io* U3 t- CO CO "-> iO -f -f n 01 i-i i-h CO i-< iO CI X OS CO © 1^ >0 CO CO 01 t X I- -f "O r-i iO co >c ^ ©_ o 01 i » to_ on o\ ^ iq n »c © >c ■* o if cq »o cq ce_ co_ x_ x_ ci oi n_ -i uj ic ic io" *o" co* co* to" i> x* oi oi x* x* oi" ©* rH n~ of co* co* co* of co* co* io' io" i>" x* o" co* co* t^.* ©* mHHHHuHHHrlrtmPlMNINCl ooaoaNcoaioooooooa^HionNtoooN^N^NoaMNN ooaoooaoaaaaooaooaaaaoooooooooowaooaooaod n a >t n « n -t lo -r » o oi a a x o - n « ci « c o o -t ~ m h a co co a og>NNcei!rti-cc-tcc oi 10 co x c c co © io >o x >o co co t~ >o oi t~ co o co__ cn r~ © h o i o i_ © — oc x o» r; co us — _ o i_ os co_ cq t^-_ o o i ■- n_ oi_ -* ov N ® x_ cn co*x*>o'of of oTui o> -/i.o'ofi-o n'of o«o"»h"i-" c'^'-t"-i*a"'io*'0*-i*o*'t*co"o*oco" ■t oo h h rf ci to - -f n e o co c a o e a n a i< o c a z c ci o « co io a »C "O^ "5 C0__ ■* CO_ O 01 O) M CN ■* t^ C ^_ i-4_ rH •* if O t>. r-4 O IH 01 >o_ ■* 01 O^ ffi t^_ x_ i-T rH* rH ri* n* ^ of of of of of of of CO* of CO* CO* co" co* co' of co' co co' co' ~t -t IO CO* co' t^-* X* MCOiOONaCCO-t-tiOrtCNNiON^r-nfi^ffioOCOCCOMaOONCOCO '02 <4-t Ph cu c: Ph « 2 ^ r; 0 ~ O CO oi co_ oTio" t-01 CO X 00 CO I- -t to oi CO X 01 HNioxr.ro •<* 01 Sh S. CO hot: X CO 05 01 03 X n a n ci n oi a n » n -t a a io hj NcoocoioNrHNOcocoaiooo Tf-fenZOaMHNniOMNCl oio^o^HO-tiocociNMHioa'f-coONN'j'coaffi'* t^ i^ co co o-. oi ~. — co co o I-- n oi 1- — r. oociooohmox rH CJJ» Cj r-< "* CO rH X Ci CO C T^Gi X X^CM C» ■** if ■** if* -t" i-oT 10* CO* X* X* N~ !>■* C: O* O* n* rH* 01* CM* rH O* n' C rn" CM* IO* "cOx"tN>o'co"'o3' H.-rtrtiinHrHrHrtHrlHHClCNMIM OHH HNS X X t- Or1rHOU-CTjCOCOOC003>OrHrHCDO-*OXt^Tt C *M1 • -V Oi I 01 iO 0! 01 to I- 01 -f N Oi c oi 01 CO CO 01 00 ** CD OI » IO M Zj h io W M O -f -1*C0C0C0C0Ol OrHrHOl ClClOI~ XNClNNLOnMihcoCiiO IH O Tl) 00 rH CO 01 -« t-C nX ) CO CO i 1 n 01 X I X 01 >o CO X ' 01 I- . X tOi >,rH_CO_ co" co' co co' co" co* TjT-r- Nhi CO 01 1 01 rH I ) x co oi x co -* x c ri a oi ci "5 oi irttJONiHHNSOONiOOiO . o -h io co co co o co co co a oi ih a 01 CI OI CO O COCO C3 lOOOJN EO CO t- r- t- nnnni-i-z X Di i 01 iO 10 t-i X ■O CO !>• X OS O h 01 CO •* i-O co r^ X C. 3 n 01 CO -f IO CD N X OI O n OI CO -f 10 CO i ~ i , i - 1 - i , x x x x x x a a r. x r. r. - - c. r. c. - r. - r r ~ r o o O x x x x x x x x x x x x x x x x x x x x x x x x a. — r. oc o. — r. r. 14 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 The comparative constancy of the percentages is striking. It would be most instructive to compare these results with those achieved by other railways — in the United States, for example — but this cannot be done, owing to differences in classification. Hereafter that difficulty will not appear. It is, however, gratifying to note the tendency to keep up the roadbed, which is indicated by the figures in the first column, and also to expend increasingly larger sums each year for the improvement of motive power and car service. CAPITAL INVESTED. The capital invested in Canadian railways has reached the large sum of $1,332,498,704, full particulars in relation to. which will be found in the statistical statements in the main body of this report. To this capitalization the following contributions have taken place: — Dominion Government $194,188,584 Provincial governments 43,278,022 Municipalities 17,125,164 Total $254,591,770 Included with these payments, however, is the cost of the Intercolonial and the Temis- camingue and Northern Ontario railways. These are lines built, owned and operated by government — the former by the Dominion Government, and the latter by the Government of Ontario — and should not be incorporated with a statement intended to show the amount of aid granted toward railway construction. They are not eliminated this year, in order that uniformity may be maintained with previous reports; but in future years the account will be correctly presented. It was intended to prepare a somewhat elaborate statement with respect to aid to rail- ways, in view of the importance of the subject; but a number of difficulties arose, which proved insurmountable for the time being. The accounts of the provinces and those re- turned by the railways were found to show wide discrepancies, and it was also apparent that errors had crept into the statistics published by this department in years gone by. The matter will be carefully investigated between now and the publication of the next report, with a view to the compilation of an accurate return. ACCIDENTS. The return of accidents represents the dark side of the business of transportation. The danger accompanying the movement of trains is always very great, and when to this is added negligence and carelessness on the part of both employes and those who suffer, we have the factors which roll up annually a regrettable record of sacrifice. While these accidents are apparently inseparable from railway traffic, they nevertheless are nearly always avoidable. Unless someone blunders, or something breaks, such disasters as usually occur could not happen. The strengthening of equipment, the elimination of risky methods of handling trains, the introduction of safeguards in many forms, and the enforcement of rigid inspection, are all steps in the right direction. These agencies are now being applied RAILWAY STATISTICS 15 SESSIONAL PAPER No. 20b with more or less care on practically all our railway lines; and still the waste of life oroes on. Following is the record since 1896:— TOTAL FATAL ACCIDENTS— FROM 1S96 TO 1906. Year. Passengers. Employees. Others. Total. 1896, 1897 189S. 1899, 1900 1901 1902 1903 1904 1905 1906 11 7 5 20 7 16 19 53 25 35 16 46 76 98 119 123 118 146 186 192 206 139 104 130 167 145 195 183 165 181 178 227 206 161 213 270 284 325 317 330 420 395 468 361 It will be observed that the number of fatal accidents in 1906 was less than during the three preceding years. This is gratifying; but only in the negative sense that the situation in this regard was not as bad as formerly. To know, however, that only one passenger in 1,749,361 was fatally injured on our Canadian railways is a striking proof of the relative safety with which this form of transportation is carried on. CONCLUSION. In conclusion, I desire to acknowledge the considerate kindness and hearty assistance wrhich I have received from Professor Henry C. Adams, statistician, and Mr. W. E. Burleigh, assistant statistician, of the Interstate Commerce Commission at Washington. I have the honour to be, sir, Your obedient servant, J. L. PAYNE, Comptroller. 6-7 EDWARD VI.'. SESSIONAL PAPER No. 20b A. 1907 STEAM RAILWAY STATISTICS OF THE DOMINION OF CANADA FOR THE YEAR ENDED JUNE 30, 1906 (From Sworn Returns furnished by the several Railway Companies) ■20b— 2 6-7 EDWARD VII. SESSIONAL PAPER No. 20b DEPARTMENT OF RAILWAYS AND CANALS. A. 1907 The Summary of Tables of Steam Railways for the Years ended June 30, 1905, and June "30, 1906. Comparative Statement. June 30, 1905. June 30, 1906 Miles of tail way completed (track laid) it sidings ii iron rails in main line u steel n n . . M ii (double track). Capital paid (including1 the four following items) Government (Dominion and Provincial) bonuses paid .1 H H loans paid . . M (Provincial only) subscriptions to shares paid. Municipal aid paid Miles in operation Gross earnings Working expenses Net earnings Passengers carried Freight carried (tons) Train mileage Passengers killed Number of elevafa >rs . ii Highway crossings at rail-level, with watchman . . . M " H without watchman. ii Overhead bridges, highway crossings over railway.. H Highway crossings under railway •i Farm n n ii Level crossings of other railways ii Junctions with other railways. H H branch lines M Engines owned n ii hired H Sleeping cars owned . . ii ii hired M Parlor cars owned ii n hired ■ i Dining cars owned ii it hired •I Official cars owned Fiist-class passenger cars owned ii n n hired n Second-class and immigrant cars owned ii ii H hired Baggage, mail and express cars owned ii n H hired n Refrigerator cars owned ii ii hired n Cattle and box freight cars owned H ii ii hired • i Platform cars owned n H hired ii Coal cars owned ii H hired .1 Conductors vans owned H ii hired .1 Tool cars owned hired n Snow ploughs owned ii .1 hired ■I (Dangers owned n ii hired ., Other rolling stock Included in the above there are the following : Number of cars with air brakes owned ii n .i hired H " automatic ei millers owned . ii ii -I hired 20,601 3,632 68 20,533 ,248,666,414 208,208,070 20,613,489 300,000 17,198,211 20,487 106,467,199 79,977,574 26,489,625 25,288,723 50,893,957 65,934,114 35 281 222 13,746 472 329 251 295 390 234 2,808 98 169 25 41 4 58 5 64 1,195 90 680 3 784 12 1,455 56 55,060 2,169 18,348 321 8,552 235 1,363 15 802 4 319 202 21,518 4,085 74 21,444 Q'-Q 1,332,498,705 216,853,117 20,613,489 300,000 17,125,164 21,353 125,322,865 87,129,434 38,193,431 27,989,782 57,966,713 72,723,482 16 320 203 12,962 431 336 394 315 374 265 2,911 20 216 19 92 4 75 5 61 1,243 46 715 1 838 4 1,487 168 61,081 848 18,496 29 8,287 8 1,416 6 1,325 340 1 199 6 2,868 85,616 826 91,015 167 •206— 2 h 20 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Nominal capital paid up to June 30, 1906. Miles cons- tructed . Ordinary share capital Preference n Bonded debt Aid from Dominion Government Ontario n Quebec n New Brunswick Government Nova Scotia n ... Prince Edward Island Government.. . . Manitoba Government British Columbia Government. . . ... Alberta & Saskatchewan Governments. Municipalities in Ontario Quebec New Brunswick Nova Scotia Prince Edward Island Manitoba British Columbia. . . . Alberta & Saskatche- Capital from other sources Total capital paid . 21,518 21,518 21,518 21,518 7,348 3,407 1,623 1,214 267 2,823 1,663 3,173 7,348 3,407 1,623 1,214 267 2,823 1,663 3,173 21,518 21,51,8 Amount. 385,088, 176,567, 504,226, 194.188, 16,545, 16,754, 4,186, 3,753, cts. 053 87 341 38 233 64 584 18! 939 32 426 16 137 7L 431 18 Per mile. $ cts. 1,916,952 75 121,135 00 12,92a 290 18 2,896,536 08 341,500 00 283,023 93 17,896 8,205 23,432 9,024 2,251 4,917 2,579 3,091 "679 72 Remarks. 09 56 76 471 7G'\ 65 26 7!) ().-• 84 490,600 00 162,952 50 22,261 29 12,025,305 66 1,332,498,704 83 1,759 43 850 17 210 41 233 13 173 79 97 99 7 02 558 85 Equal to an aver- age of $2,011.25 per mile on the total mileage. Equal to an aver- age of $795.85 per mile on the total mileage. Government and Municipal Loans, Bonuses, &c, promised to Railways Completed and under Construction up to June 30, 1906. Dominion Government Ontario „ Quebec ,, New Brunswick Government ... Nova Scotia „ Manitoba ,, British Columbia ■■ Municipalities in Ontario Quebec New Brunswick Nova Scotia Manitoba . . British Columbia . Alberta and Saskatchewan Total cts. 198, 16, 17, 4, 3, 1, 12. 4 227,484 08 728,012 89 710,273 08 432,637 71 917,620 78 916,952 75 121,135 00 945,197 80 645,574 00 341,500 00 333,023 93 595,600 00 162,952 50 25,000 00 262,102.964 52 RAILWAY STATISTICS 21 SESSIONAL PAPER No. 20b Note B. — Memorandum of adjustment with Statement No. 3, Part II, being Accountant of Department of Railways and Canals Statement of Railway Subsidies to June 30, 1906. Total Dominion Government aid paid — Statement I Add Atlantic and North-west Railway (portion in United States) St. Catharines and Niagara Railway (Electric Railway) in Electric Ry. Statistics. . Oshawa Railway and Navigation Co n m n Les Intercolonial Railway, including Windsor Branch Railway (cost).$ Prince Edward Island Railway (cost) Canadian Pacific Railway, construction of lines built by Domin- ion (not including surveys) and transferred to Canadian Pacific Railway Co Grand Trunk Railway Company (loan) Kent Northern Railway (rails loan) Salisbury and Harvey Railway (loan, including rails) St. John Bridge and Railway Extension (loan) Windsor and Annajxilis Railway Canadian Pacific Railway subsidy Western Counties Railway subsidy 81,238,728 63 7,215,654 34 31,145,738 54 15,142,633 33 58,334 27 29,391 01 433,900 < 0 1,193,369 00 25,000,000 00 500,000 00 Agreeing with subsidy No. 3, Part II, Accountant of Department of Railways and Canals Statement to June 30, 1906 $ cts. 194,188,584 18 1,963,500 00 38,400 00 22,400 00 196,212,884 18 161,957,749 12 $ 34,255,135 06 STEAM RAILWAYS. Total Fatal Accidents for Year ended June 30, 1906. Falling from cars or engines Jumping on or off trains in motion At work on or near the track making up trains Putting heads or arms out of window Coupling cars Collisions, or by trains thrown from track Struck by engines or cars on highway crossings Walking, standing, lyine, sitting or being on track.. Explosions Striking bridges Other causes Total killed Passengers Killed. L6 Employees Killed 8 13 1 10 35 2 38 2 1 17 139 Others Killed. 3 •Jo 2 47 125 206 Total Killed. 19 33 13 I 10 38 50 168 2 1 26 361 22 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Table showing Location of the Steam Railways of the Dominion of Canada, June 30, L906. N.-ii it Railway. \iiii-i i,. i Railway and ( loal < !<>, now. \ [berta Railwaj and I rri u' : >' t ion Co Albert Southern AJgoma Central and Hudson Bay, A tlantio, Quebec and Western. Baie dee < 'haleura in A blanl ic and Lake Superior Sj stem. . . . Bay "I Quints Railway. Bedlington and Nel ion Beers\ ill<' ( loal and Railway Co.. British Yukon Buotouche and Moncton Brookville, Westport and North Western Bruce Mines and Algoma I lalgary and Edmonton (now I Ian. Pao. Ry) I lanada Atlantic, i n c I tiding Ottawa, Arnprior and Parrj Sound Ry Central Counties ( Leased t<> < lanada Atlanl ic { ( lanadian Nbi thern I description. From Lethbridge in District "I Alberta, N.W.T., t<> Coutts, on International boundary, I ft. 8^ in. gauge. Also third rail for 20 miles, making a gauge of a 0 . The portion from Dunmore to Lethbridge, 107 miles, was changed to A ft. 8£ in. gauge and Bold to Can. Pac. Ely., 29th Nov., 1893. I larvej Branch Junction to Alma, N. B Harvey Branch Albert to Harvey Bank, N.B Sault Ste. Marit- to ( !hi|i|icwii itivcr Main line Branch Michipicoten to Helen Mines j osephine Jet. to Josephine Mine Mile 20 to Maple Camp Lake Wilde to Breitins Mine Mile 68 to < Ihippewa River 102 miles under const ruction Metapedia Station on l.C.R. to Paspebiac, LOO iriles. Deseronto to Bannock burn M weBt of l teseronto ii 1 )eseronto •! unction Yarker to Sydenham International Boundary at Porl Hill to Jet. Can. Pac, Ry. at Oreston, ana fr< funct. with O.P.R. at Sirdar to Kuscomoli From \daius\ i J l. ■ to Mount < larlyle White Pass to White iioise Spur, B.C., and Branch tO White. Horse Moncton, on Intercolonial Railway, to Buctouche,N. B. Brock i die to W est port, Ont Town of Bruce Mums to Rock Lake Mine Calgary to Edmonton MacLeod, I district <>t Albei ta Dixtance. Miles. Total City of Ottawa to Junction with Grand Trunk at La eolle and U.S. boundary, Crosses the St. Lawrence at Coteau by bridge. ' lonnects with < S-rand Trunk Railway at Coteau and Laoolle, and Ottawa to De- pot Harbour. Lake Huron, near Parry Sound From Glen Robertson, on Canada Atlantic to l [awkesbury, ( >n1 South Indian, on Canada Atlantic, to Rockland, Port Arthur to \\ innipeg Leaver to l Grand Piles H Berthier Junction to Berthier ii Joliette Junction to St. Felix n Ste. Therese Junction to St. Jerome •I ii to St. Eustache ii St. Jerome to Labelle n St. Lin Junction to St. Lin ii Buckingham Stn. to Buckingham Village, ii Carleton Junction to Brockville ii Sudbury to Sault Ste. Marie. . n Sudbury to Copper Mines ii Dyment to Ottamine H Molson to Lac du Bonnet ii McGregor to Varcoe u Whittier Junction to Emerson H Rugby Junction to Manitou n Rugby Junction to Winnipeg Beach. ... ii Rosenfeldt to Gretna M Rugby Junction to Teulon j Kenmay to Estevan Souris Branch. -! Glenboro' to Souris (Deloraine to Napinka Branches — Schwitzer Junction to Regina North Portal to Pasqua New Westminster Jet. to New Westminster Mattawa to Kippewa Mission Junction to Sumas p, 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 Strasburg Mary8ville Junction to Marysville. Crows Nest to Kootenay Landing Selkirk .T unction to Selkirk Total mileage owned . 226 16 62 17 30 5 7 15 107 20 159 120 223 2,568 213 26 2 16 13 6 66 15 3 44 179 5 6 22 54 63 99 48 13 37 156 45 18 207 160 8 47 10 27 1 4 25 19 36 5 200 180 (10 On SI l .so CI) oo 00 oo 10 CO 30 no '.in 10 •jo 0(1 30 60 oo oo on CO CO JO 70 3G 1-0 70 70 so 30 jo 00 (10 70 20 20 70 10 50 00 10 0(, 9 001 12 00 382.19 3,071 70 2,097-30 5,169 00 24 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Table showing Location of Railways, ) 42 54 55 68 17 00 128 44 26 73 63 97 36 60 57 66 68 88 1500 Buff alo and i^ake Huron Ry. . Fort Erie to Goderich Owen Sound Branch Park Head to Owen Sound . 161 30 "ii-40 Total mileage owned and leased . Great Eastern in Atlantic Lake Superior system and Great Northern, including Lower Laurentian and Montfort and Gatineau Railways, now Cana- dian Northern Quebec Ry., including Chateauguay and Northern Ry Under the St. Clair River, between Sarnia and Port Huron — connecting the (Jrand Trunk Railway with railroads in State of Michigan ( Length of tunnel between portals 6,000 ft., cylindrical in section with clear inside diameter of 19 ft. 10 inches). From junction with South Eastern Railway at Yamaska to River St. Francis From Nicolet to Junction with Grand Trunk Rail- way at St. Gregoi re Yamaska to Sorel Pierreville to Nicolet, 15 miles under construction. St. Gregoire to Chaudiere Junction, 67 miles under construction. 919 95 2,952 43 173 70 From Montreal to Garneau Junction From Shawenegan Junction to Shawenegan Falls . . . From St. Jerome Junction to St. Jerome From Junction with Montreal and Western, near St. Sauveur, to Arundel From Garneau Junction to Riv. a Pierre From Joliette to Hawkesbury From St. Jacques to St. Jacques 6-00 700 1000 97 70 450 170 33 00 40 00 67-00 7 20 3, 126 13 225 23 00 2ol 10 RAILWAY STATISTICS 29 SESSIONAL PAPER No. 20b Table showing Location of Railways, &c. — Continued. Name of Railway. Description. 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. Under construction, 931 miles Junction with Caraquet Railway at Pokemouche to Tracadie operated by Caraquet Ry Hampton and St. Martin, for- merly St. Martin and Upham.. Hereford Indian River Interprovincial Railway Bridge and approaches, now included in Ottawa, Northern & Western Irondale, Bancroft and Ottawa . . Inverness and Richmond, now Inverness Ry. and Coal Co. . . . James Bay, now Can. Northern Ontario Kaslo and Slocan , Kent Northern and leased line St. Louis and Richibucto Kettle River Valley Halifax to Liverpool Mahone Junction to Lunenburg Bridge water Junction to Middleton Junction. New Germany Junction to Caledonia Yarmouth to Barrington Passage From Hampton on Intercolonial Ry. to St. Martin, County of St. John, N.B., on Bay of Fundy From International Boundary to Dudswell, County Wolfe, connects with Canadian Pacific Railway at Cookshire, Maine Central at International boundary, and with Quebec Central at Dudswell Dudswell t j Lime Quarries ( Dominion Lirue Company) Megantic to Boundary, under construction, 18'10 miles Across the Ottawa River at City of Ottawa. . 140 From Junction with Grand Trunk Railway, near Kin- mount Station, to Bancroft Station Inverness to Point Tupper Junction. . Under construction, 312 50 miles From Kaslo to Sandon, B . C From Junction to Cody Richibucto, N.B., to Kent Jet. Intercolonial Railway Richibucto to St. Louis Grand Forks to International boundary. Kingston and Pembroke 'Main Line Kin .ston to Renfrew GSendower 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.) Klondike Mines Railway Lenora Mount Sicker Lotbiniere and Megantic L'Assomption Lake Erie and Detroit River. Erie and Huron Distance. Miles. Total 110-10 7.60 53 20 21-80 50-20 48 50 4 80 28 02 306 103 10 400 100 475 Dawson City to Stewart River, 30 miles under con- struction Lenora Mines to Crof ton, B . C Lyster Station, Grand Trunk, to St. Jeandes Chaillons L'Epiphanie Station, C.P.R., to L'Assomption Walkerville, Ont., to St. Thomas Rondeau to Sarnia London and Port Stanley London to Port Stanley on Lake Erie. Liverpool and Milton From Liverpool, N.S., to Milton. . . . Manitoulin and North Shore Sudbury to Gertrude Mines iStanley Jet. to Spanish River Elsie Jet. to Mines Maganetawan River Middleton and Victoria Beach, now included in Halifax and Southwestern system 'Middleton to Victoria Beach Burks Falls, on Grand Trunk Ry., to Maganetawan River 126 78 72 63 13-50 1 50 100 16 78 242 90 30 00 5330 48 00 61 00 31 08 2700 7 00 3-80 112 85 1500 12 50 3000 350 199 41 24 00 5 50 16 00 1-91 30 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Table showing Location of Railways, Ac. — Continued. Name of Railway. Description. Distance. Miles. Total The Manitoba Ry. , formerly— The Northern Pacific & Mani- toba, the Winnipeg Transfer Ry., 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 of Nova Scotia (formerly Stewiacke Valley) Massawippi Valley Montreal and Vermont Junction. Montreal, Portland and Boston, now Montreal and Province Line International boundary to Winnipeg, and branches. Central Ontario Junction to Wanston . Montreal and Atlantic (formerly Southeastern From Windsor to Truro, N.S., see Dominion Atlan- tic Railway From Lennoxville to Vermont lioundary, there con- necting with Connecticut and Pa.ssumpsic Rivers Railway ; also connects with Grand Trunk and C.P.R., at Lennoxville Branch — Stanstead Junction to Stanstead 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 boundary ; also connects at Stanbridge with Lake Champlain and St. Lawrence Junction Rail- Junction with Grand Trunk at St. Lambert to Farn- ham .... Marieville to St. Cesaire Farnham to Freligsburgh Main Line —Farnham to Richford on International boundary Sutton Junction to Drummondville Leased- Lake Champlain and St. Lawrence Junction —Stanbridge to St. Guillaume Morrissey, Fernie and Michel. . . . Nelson and Fort Sheppard New Glasgow Iron, Coal and Rail- way Company, nowNovaScotia Steel and Coal Co New Brunswick and Prince Ed- ward Island New Brunswick Southern (for- merly Shore Line). New Westminster Southern Nosbonsing and Nipissing Orford Mountain (Connects with Connecticut and Passumpsic, Grand Trunk and Stanstead, Shefford and Chambly Rys.) From Swinton to Carbonado, B.C — leased line From Five Mile Point to Fort Sheppard on Interna- tional boundary, B.C From Ferrona Junction, I.C.R., to Sunny Brae,. From Sackville Station, Intercolonial Railway Cape Tormentine St. John, N.B. to St. Stephen, N.B Douglas to South Westminster From Lake Nosbonsing to Lake Nipissing Eastman on C.P.R. to Lawrenceville Fast man to Bolton Line Lawrenceville to Windsor Mills Ottawa Valley in Atlantic and Lake Superior System Lachute on C.P.R. , to St. Andrews on Ottawa River. Ottawa and New York From Ottawa to Internatii inal boundary nearCornwall Pembroke Southern leased to Canada Atlantic. . From Pembroke to Gold*»n Lake Philipshurg Ry. and Quarry Co. . Stanbridge Station of Canadian Pacific and Central Vermont Railways, to Phi ipsburg, Missisquoi Co.. Pontiac and Renfrew From Wyman's Station, on Pontile Pacific .Junction Railway, to Bristol [ron Mines, County Pontiac, Que 3195 3 51 32 00 8 60 18 00 4370 59 20 10290 60 50 1 350 48 9 i;o 35 4<> 23 ti() 58 60 163 40 4850 20 RAILWAY STATISTICS 31 SESSIONAL PAPER No. 20b Table showing Location of Railways, &c. — Continued. Name of Railway. Description. Distance. Miles. Total Qu'Appelle, Long Lake and Sas katchewan From Canadian Pacific Railway at Regina, North Quebec Bridge and approaches toj westerly to Long Lake and Prince Albert (Across St. Lawrence River at Quebec, under cons- truction 10 miles. ) Quebec to Roberval Chambord Junction to Chicoutimi Valcartier to St. Gabriel 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 Rescigouche and Western, now International of New Brunswick Rutland and Noyan Stanstead, Shefford and Chambly St. John Bridge and Railway Extension, now leased by Cana- dian Pacific Ry St. John Valley and Riviere du Loup Salisbury and Harvey (formerly Albert Railway) Main Line — Sherbrooke to Harlaka Junction, Inter- colonial Railway 5 miles from Levis, Que. Chaudiere Branch, Beauce Junction to St. Francis. . . Angus Branch — East Angus to Angus Mills 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 Tourniente 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 (81 miles under construction) International Boundary to Noyan Jet From Junction 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 Railway, C.P.R., included in Canadian Pacific System, 200 miles. From Fredericton, N.B., to Woodstock, N.B., 06 miles, of which (! miles are built Salisbury to Albert, N.B Bond Lake, Ont., toSchomberg. Schomberg and Aurora St. Lawrence and Adirondack. . . From Jet. with Canada Atlantic near Valleyfield to International boundary Beauharnois to Junction with Canadian Pacific at Adirondack Junction Leased — Valleyfield to Beauharnois .... Sydney and Louisburg (I)omi-j nion Coal Co) [Sydney Harbour to Louisburg Harl>our j Branches to coal mines (Sydney Junction to Sydney St. Mary's River, now Alberta Railway and Irrigation Co. . . . Stirling to Cardston (Alberta. ) Temiscamingii'' and Northern Ontaric North Bay to New Liskeard, 100 miles under construction. Thousand Islands Gananoque on St. Lawrence River to Gananoque Station, G.T.R 189 00 51 00 400 137 50 15 00 100 6000 19 92 12 -90 13 30 39 30 13 44 1-25 253 96 244 00 213 50 30 00 143 75 9-59 29 00 3 39 43 00 4500 14 40 46 12 f>:;-9!i 47 00 11300 633 32 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Table showing Location of Railways, bellford,Lake Ontario and Western 14 Canada Atlantic, including Ot- tawa, Arnprior and Parry Sound 39560 Leased lines- Central Counties 37 ' 40 Pembroke Southern 20 ' 90 ^ 15 Canada Coals and Railway Co 16 Canada Southern 35924 Leased lines— Sarnia, Chatham & Erie 7 00 Leamington & St. Clair 15" 95 17 Canadian Government Railways — Intercolonial, exclusive of Windsor | Branch, 32 miles, but including | Drummond County and Canada f Eastern Railway J I 'rince Edward Island. 267-50 19 Canadian Northern, including i Winnipeg Great Northern 40 00 I Port Arthur, Duluth &West'n a5 00 | Manitoba and South-easternl07-90 [- Lake Manitoba Ry. & Canal Co. 's line 125 00 Ontario and Rainy River Ry.164 00 J 453 90 12 00 382 19 1,451-66 2,131 72 49 00 Mantoba Railway (formerly North- "i era Pacific & Manitoba & Por- \ tage & North-western Rys.) oper- ( ated by Canadian Northern J 350 48 20 Canadian Pacific 5,169 Leased lines — Atlantic and North West. . 201 British Columbia Southern. 20 Calgary and Edmonton. . . . 396 Cap de la Madeleine 2 Columbia and Western 157 Columbia and Kootenay. ... 59 1 r.'l it Valley 175 00^) 40 I 40! 40 | 30 ! 10 50 | 70 | ^ - Weight per Yard. Miles. Miles. Miles. Lbs. Lbs. 1900 113 72 95-50 130 00 93 37 1530 863 9032 4500 1728 32 00 453 90 1200 382 19 1,45166 267 50 2,13172 350 48 1-50 87-10 3 184 374 20 1 1-210-00 150 47 4 07 56 56 to 80 56 56 to 70 56 56 45 to 56 56 56 56 56 to 80 56 100&80 56 to 110 50 to 58 56 & GO RAILWAY STATISTICS SESSIONAL PAPER No. 20b Roads, &c, for the Year ended June 30, 1906. 37 2640 3000 2640 3000 2640 2600 2816 2640 2640 2600 Nature of Rail Fastenings Number of Highway Crossings at rail- level. Angle-bars Bonzano joints, angle-bars Fishplates Angle-bars Angle-bars Fishplates and angle bolts. Angle-bars. Fisher bridge joint Angle bars Fishplates •_■ - Feet. 16 0 230 a* fc yl'% ^ "S^l .rt ...a it. B S a -a Feet. 573 478 955 573 7 359 3 716 637 816 bo 5-8 <«* « - m H | 79.2 132 66 65 528 150 O Ft . 4-8* 2 48* 3 4-8A 4-8l 205-913 -00 58 4"8i 2800 2600 2816 2640 352(1 2640 Angle-bars . Fishplates . . Angle splice [ Bar, angle, fishplates. . . . Fish, angle and continuous. 17 2640 Angle-bars 230 304 7 420 688 1,018 1,900 14 to 24 15 23 11 11 19 to 22 16 to 35 17 00 12 32 is 11 30 K) 24 955 955 913 694 4-8*14 48*15 4-8*16 8114-8*17 396 90 3618 is 11 24 674 53 4-8* 19 206-5.1 38 DEPARTMENT OF RAILWAYS AND CANALS No. 3. 6-7 EDWARD VII., A. 1907 -Summary Statement of Characteristics of Length of Line. Name of Railway. 3a £ o O 20 Can. Pac. — Leased lines — Con. Frederic-ton 22 Great North-west Central.. . Ill Guelph Junction 15 Kootenay and Arrowhead . 33 Lindsay, Bobcaygeon and Pontypool 38 Manitoba South-w e s t e r n Colonization 215 Manitoba & North-western. 294 Montreal and Ottawa ... 93 Montreal and Lake Mask- inonge 11 Nakusp and Slocan 36 New Brunswick 174 New Brunswick and Canada 117 Northern Colonization.- . ... 23 Ontario and Quebec 474 Ottawa, Northern and West- ern 158 Shuswap and Okanagan . 50 St. John Bridge and Rail- way Extension 2 St. John and Maine 91 St. Lawrence and Ottawa . . 58 St. Stephen and Milltown . . 4 Tillsonburg, Lake Erie and Pacific 33 27 189 2 26 16 Tobique Valley Toronto, Grey and Bruce. . Toronto, Hamilton & Buffalo West Ontario Pacific Vancouver and Lulu Island 10 70 00 20 70 7<> 60 50 00 50 60 60 50 40 70 80 00 so 30 60 40 50 10 70 60 | 90 J T2.£ Miles. Miles. 8,5(36-30 1,107-40 Cape Breton 3100 Caraquet 68 00 Carillon and (irenville. . 1300 21 22 23 24 Central Ontario. 125-00 Leased line Marmora Ry. & Mining Co 9 Go 25 ( 'row's Nest Southern 53 20 26 Cumberland Ry. and Coal Co 32 00 27 I >'>minion Atlantic, comprising - Windsor and Annapolis 87'50) Cornwallis Valley . . 14 00 I Yarmouth and Annapolis Western Counties).. .. 88 00)- Windsor Branch, leased from Intercolonial 3200 ! Midland of Nova Scotia 58 00 J 28 Edmonton, Yukon and Pacific 29 Elgin and Havelock 27950 4 ■:»<) 28 00 uimalt and Nanaimo 78'00 K Mis. Miles. Miles Miles. Weight per Yard. - Lbs. 8,506 30 1,656-80 31-00 6800 13-00 200 325 125 00 9 60 53 20 32 0(1 279 50 450 28 00 78 00 13 00 - Lbs. 4420 52 to 100 60 & 72 50 & 56 65 7 32 1600 22 25 50 2 00 9 25 56 & 70 56 (JO & 68 07 & so 56 to 80 60 40 & 56 50 to 60 RAILWAY STATISTICS 39 SESSIONAL PAPER No. 20b Roads, ifec, for the Year ended June 30, 1906 — Continued. 2640 3000 Nature of Rail Fastenings. ( Bonzano joints, angle- \ bars and fishplates. 2640 Angle-bars 2600 1760 Chairs 2640, Angle-bars and fishplates. 2300 Fishplates 2816 Angle-bars 2240 Angle iron and bolts 2640 2640 2640 2992 Angle fishplates. Angle-bars Fishplates Angle-bars and fishplates. O Number of Highway Crossings at rail level. 12 41 2,838 105 125 98 0> 43 > —< H Ft. 16 to 25 16 0 17 to 22 O be « a* eg in o «,2 112 O m .2 05 s3 0)« ►3*3 82 5 >> M 77 gpq 83 ti Ft. 45!) 715 1,000 1,910 955 717 573 820 636 716 521 U 03 237 Ft. 79 4*8$ 60,4-8! 100 5*6 105 4 *8£ 72 105 160 79 90 100 4-8J 4-8J 20 •-'7 40 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 3. — Summary Statement of Characteristics of Name of Railway. 31 Grand Trunk 883 Great Western 561 Brant ford. Norfolk and Port Burwell 34 Buffalo and Lake Huron 160 Grand Trunk, Georgian Bay and Lake Erie 175 Owen Sound Branch 12 London, Huron and Bruce. . 68 Waterloo Junction 10 South Norfolk 17 Wellington, Grey and Bruce. 168 Northern . 163 N< >rth Simcoe 33 Hamilton & North-western . 172 Northern Pacific Junction. . 115 Midland .166 Grand Junction 85 Toronto and Nipissing 85 Lake Simcoe Junction 26 Victoria 53 Whitby, Port Perry and Lindsay 46 Cobourg, Blairton and Mar- mora 15 Jacques Cartier Union 6 Montreal and Champlain Junction 61 ! Beauharnois Junction 6 351 80 | 39 30 62 40 00 25 00 18 "7 00 23 43 06 54 00 00 0Q 00 00 50 73 28 J Length of Line. a o O Miles. Miles u a> a X O t s 21 "S - a a -« a 13 — 3,126 13 32 Great Northern Railway of Canada, (now Canadian Northern, Quebec), including Lower Laurentian, and Montford and Gatineau Colonization Ry 33 Gulf Shore 34 Halifax and South Western Halifax and Yarmouth, (now Halifax and South-western) 35 Hampton and St. Martins 36 Hereford including Dominion LimeCo's I Line 37 Indian River 38 International of New Brunswick, (form- erly Restigouche & Western) 39 Inverness Ry. & Coal Co 40 Irondale, Bancroft and Ottawa 41 James' Bav 12 Kaslo and Slocan, B.C r/> Kent Northern ... 27 00) „ St. Louis and Richibucto .... 7 00/ 44 Kettle River Valley 45 Kingston and Pembroke. . . 46 Klondyke Mines t L'Assomption — (road abandoned) 251 10 1678 245 30 30 00 53 30 2900 61 -00 480C 31 08 3400 3-86 112 85 15-00 3 50 99 20 18 10 81 (0 312 50 30 00 « Mis. Miles. 975 3,126 13 251 10 16 78 245 30 30-00 53 30 Miles. Miles. Weight per Yard. Lbs. 951 92 664 22 13 00 101 22-00 •50 810 2900 61 00 4800 31-08 34 00 386 103-10 1500 3 50 1 10 4 50 250 225 2100 1 00 5084 Lbs. 56-100 J 56 & 70 56 56 67 56 56 to 67 56 56 45 56 60 56 52 RAILWAY STATISTICS 41 SESSIONAL PAPER No. 20b Roads, &c, for the Year ended June 30, 1906 — Continued. s+ Nature of Rail Fastenings, Number of Highway Crossings at rail level. v.?™ t Angle-bare and fishplates 2640 Angle-bars and fishplates. . 2600 Fishplates 2640 Angle-bars 2640 Fishplates. :'.ooo Angle-bars and fishplates. 2600 Angle-bars and fishplates. 2640| Angle-bars 2640 Fishplates 10 97 3,036 130 19 243 L6 225 OJ^- bog 0) «3 f* o u O >,>> * * jfl bo . Miles. 228 69 10-00 213-50 244 (X) 30-00 14375 9 59 3 39 4500 14 10 4300 - 225 600 46 12 5399 11300 113-00 10 00 3 00 . 6000 29-00 12 00 10000 . Mile-. 46 59 -50 •50 00 91 00 •46 •50 3 33 801 163 40 58 60 2360 1085 55 41 58-00 36 00 8250 24 10 5 50 12 50 3850 5690 750 425 5 10 253 96 25 97 253 200 701 318 200 1-50 250 2 95 125 3 87 1-50 4-60 -- Weight per Yard. Miles. « Lbs. 6/35 •75 14 50 213 50 244-00 30-00 143 9 3 16 14 31 2 6 46 53 113 113 20 50 35 75 7 00 tin 6 00 tf Lbs. 56 to 85 16 & 33 56 56 56 & 65 65 & 85 60 56 to 70 56 & 60 60&72 60 & 72 56 52 & 56 56 50 56 56 56 56 65 56 56 60 56 56 & 70 56 & 70 56 & 70 56 & 80 56 & 80 80 56 56 60 100 72 & 80 80 56 80 RAILWAY STATISTICS 43 SESSIONAL PAPER No. 20b Roads, &c, for the Year ended June 30, 1906 — Continued. o5 1 u 9? Nature of Rail Fastenings. GO u O Is > to s "S o O U 01 s 9 Number of Highway Crossings at rail level. Q3 bo .12 « ce o> rS > O "o h 0> s 1 Height of Overhead Bridges above rail level. GO CO O S O «- O" ^ § Ol 3 B be 1.5 CO bo _s "to CO O o r £ h| vt-'cS Otf ^ h S B 3 9 00 be ^E '5 CO 0 u O £ — >> O cS Si -•= 0? . Oi 1! 3 0 $ CO B O O - J5 O 3*5 3 c "A -a '$ a _c .2 5 0 > - 6 DQ X .3 -a as 1 - "5 O CS pS| - <*- ^ - -/. S^ O ur -2 5 = i ■= — CO _S '5 pg "3 0 bp Ft. 4-84 36 484 4-8* 4-8l 4'S.l 48$ GO s 1 T3 IB b CO 3 6 0> 9 be O c o> ,2 = 9 S5 3000 3168 Angle-bars and fishplates. . 261 5 Feet. 210 2 10 1 12 1 Ft. 717 764 mi 501 47 48 •moo 100 100 818, 80 515 82 717 650 573 I't ■'640 9 1 2 1 2 2 "i 50 •>soo 51 3000 Bonzano joint & angle bars 5? •'Slid 1 28 1 170 i 53 30S7 Angle-bars, fislip's & bz. jts 164 30 51 3 7 32 26 15 1 19 0 2 6 3 6 5 3 4 2 441 140 4 84 4-84 4-8* 4-84 4-8| 4 'Si 48| 4-8l 4-8| 4-8| 4-8* 4-8} 4 8$ 1 Hi 4'8| in; 4-85 54 3000 1,432 54 2,865 52 410 3 170 573 132 816 74 750 66 573 85 716 89 2 55 3000 56 ^640 1 2 57 9640 58 2640 Fishplates and bolts 1 1 3 2 1 1 1 4 2 "i 59 •>400 60 •Wl" 3 .... 61 ?640 1 »;•• 3000 2 5 33 74 7 955 955 955 1,910 955 132 79 74 39-60 51-5 63 2640 64 ?640 65 •T,Ml 1 200 3 66 ?816 (17 2640 R8 3000 69 ?640 Angle-bars and fishplates. . 54 207 115 57 3 1 1,146 65 . . . . 7d 71 2640 3 3 "9 2 7 2 2 4 882 717 76 105 4-8* 4-8* 7? 2640 Angle-bars and fishplates. . 1 2 7:i 74 ?640 Plain and angle fishplates. . 11 86 9 3 27 15 42 2 5 2 9 2 1 1,133 717 287 637 717 573 1,910 42 40 184 L5 80 10 60 1 s.'. i 8i 4-8* 4-8J 4-8^ 1 8| |-8| 75 ?640 76 "640 77 3000 1 1 1 3 78 •'(Kin >_> "2 79 2650 1 4 SO 2640 1 180 SI S" S3 2816 32 30 43 21 1 200 180 2 3 2 ' ' 3 2 5 1 3 1 2 17s 63 4-8i IS1. 1 > 1 ■ 8 '. S4 2300 9640 Angle-bars and bolts 1 955 7o 820 79 955 85 S6 9640 1 1 22 0 S7 44 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 3. — Summary Statement of Characteristics of Name of Railway. Length of Line. Length of Siding. U H CD 3 3 0 A it 3J Weight per Yard. z 1 Completed. (Rails laid.) Under Construc- tion. CO '5 = o ■- 1— 1 Steel Rails. I i— i 00 X a: 88 Miles. 633 83 67 Miles. Mis. Miles. 6 33 8367 Miles. 100 3077 Miles. 2:84 Lbs. Lbs. 56 & 60 *56 to 80 'in 6000 91 Vancouver, Victoria and East- 45-87 14 81 18 40 16 26 10 75 575 21,518-13 45 87 1481 18 40 16 26 10 75 575 10 52 4 93 150 1 20 925 10 60 92 60 56&60 94 95 50 50 450 2,140 70 56 73 75 21,444-38 4,085-48 878-45 RAILWAY STATISTICS 45 SESSIONAL PAPER No. 20b Roads, &c, for the Year ended June 30, 1906 — Concluded. u I ft Nature of Rail Fastenings. DQ u c > c 0 « a 3 S3 Number of Highway Crossings at rail level. / bo T3 "S3 pq T5 cS CD -g CD > o "o ti CD s 3 Height of Overhead Bridges above rail level. 00 00 O u O >>& cS «3 bD c$ «-. ® °^ = CD — i hJ'3 <~P= kj 3 O S3 '$ r. S .2 2 B 3 >> sj CD U n 09 25 3 O X _o o 5 X - CD ■§s a - 3- *3 > O 43 ■f. - PS *s CD bo 3 93 Ft. 4-8* 48| 4-8* 4-s| 4- 8* 4- 84 48| Eh o - OS - 3 3 S3 a> b a 3 C5 CD 'C b c3 3 be 43 o S3 a; 0 X _3 -E cS pi a 1 ~ be ~ X - - = s 3 — $ 3 S3 3000 8 123 27 15 31 13 Feet. 1 7 2 "2 3 Ft. 410 675 359 819 84 79 158 134 88 soon 7 11 22 2| 22 1 22 1 3 30 6 1 3 1 89 ?81fi 90 91 ?640 2 1 ;■•■ qo 3168 573 -21 i 93 ?464 i 637 106 94 999? 3 95 ^600 8 i 716 64 96 320 20b 12,962 431 336 394 315 374 265 46 DEPARTMENT OF RAILWAYS AND CANALS Xo. 4. 6-7 EDWARD VII., A. 1907 -Summary Statement of the Operations of the Name of Railway. Mileage. Train Mileage. Passenger Trains. Freight Trains. Mixed Total Train Trains. Mileage. 15 16 ]'.< Alberta Railway and Coal Co. [See note) Algoma Central and Hudson Bay Atlantic und Lake Superior, comprising— Baic des Chaleurs 100 00 < 'reat Eastern, not under traffic 23 00 Ottawa Valley, not under traffic 7 00 Alberta Railway and Irrigation Co Bay of Quinte Railway, including — | Kingston, Napanee & Western J Bedlington and Nelson Beersville Coal & Railway Co British Yukon Brockville, Westport and Northwestern.. Bruce Mines and Algoma. (See note). . . . Buctouche and Moncton Canada Atlantic, including Ot- i tawa, Arnprioi and Parry Sound 395 60 V Leased lines — Central Counties 37 40 Pembroke Southern 20 90 J Canada Coals &Ry. Co Canada Eastern (included in Intercolonial system) Canada Southern 359 "24 5 Leased lines — Sarnia, Chatham and Erie. . 7 ' 00 j Leamington and St. Clair. . 15 '95 J Canadian Government Railways — Intercolonial, exclusive of Windsor Branch, 32 miles, but including Drum mond County and CanadaEastern Ry. Prince Edward Island Canadian Northern, including — Winnipeg Great Northern. ... 40 00 Port Arthur, Duluth and Western 8500 Manitoba & South Eastern. . . 107*90 Lake Manitoba Railway and Canal Co."s line 12500 Ontario and Rainy River 16400 Manitoba Ky. (formerly Northern Pacific and .Manitoba, and Portage and Western Rys. | operated by Canadian Northern Canadian Pacific Ry 5,169 00 i Leased lines — Atlantic and North-west. BritishColunibiaSouthern Calgary and Edmonton . . Cap de la Madeleine Columbia and Kootenay.. Columbia and Western . . Credit Valley Fredericton Cieat Northwest Central Guelph Junction Kootenay and Arrowhead Lindsay, Bobjaygeonand Pontypool. .. . . . Manitoba South - western Colonization Manitoba and North- western 201-40 20 40 396 40 230 59 50 157 10 175 70 2210 111 70 15 00 33-20 38 70 21570 29460 95 50 100 00 113 72 93 37 15 30 863 90-32 4.V00 32 00 453 90 12 00 382 19 1,45166 261-30 2,13172 350 48 5,346 52 630 30,010 594,310 8,970 1,612,708 2,694,236 119,751 ; 968,177 8,506-30 10,919,712 22,405 10,770 180 876,746 1,960,181 f4, 730,595 H 93. 750 1,794,243 40,587 69,600 42,947 224,552 2,856 6,200 54,746 28.170 20,544 84,344 13,480 242,710 45,933 69,(500 65,352 224,552 2,908 6,200 66,146 58,360 20,544 1,555.400 22.450 3,572,889 7,424,831 313,501 3,005,130 16,678,716 1,322,541 28,920,969 RAILWAY STATISTICS 47 SESSIONAL PAPER No. 20b Year and Mileage for the Year ended June 30, 1906. Engine Mileage. Total Number of Passengers Carried. u — Tons tf^ of Freight of ' o 2,000 lbs. Handled. 327,483 69,600 127,641 224,552 2,950 6,380 73,625 58,360 21,327 1,888,619 29,768 4,958,412 9,304,511 431,678 3,570,934 33,533,448 ? * fci s- 03 _s S <» «8 5 16,666 15,145 18,709 101,661 1,399 1,156 10,881 69,110 15,667 463,155 11,328 964,555 2,737,160 256,092 564,311 426,499 25,681 105,774 311,164 7,625 5,257 32,118 21,312 24,225 1,549,208 102,248 5,477,747 3,156,189 87,162 1,727,002 20 30 18 30 35 20 30 28 6cHH 7,719,161 13,904,454 15 is 25 16 21 Hi 15 20 17 15 if, 15 8 5 8,-S.s < 20 85 125 155 172 250 260 325 278 43!) .Mid Remarks. 300 "210 J250 695 270 Now, Alberta Railway and Ir- rigation Co. 10 Road not in operation. 11 -("Combination. 500 16 . ... 17 412 759 *No record. ■("Including mixed trains. ■(■Including mixed brains. IS 19 48 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 4. — Summary Statement of the Operations of the Year Name of Railway. Mileage. 93 50 11-00 36 50 174'60 117 60 2350 158-70 50 80 2 00 9180 58 30 460 27 50 189 10 I 2 70 26 60 lfi-90 Can. Pac.— Leased lines — Con. Montreal and Ottawa. . . . Montreal and Lake Mas- kinonge Nakusp and Slocan New Brunswick New Brunswick & Canada Northern Colonization . . . Ontario and Quebec 474 40 (Jttawa, Northern and Western Shuswap and Okanagan . . St. John Bridge and Ry. Extension St. John and Maine St. Lawrence and Ottawa St. Stephen and Milltown Tobique Valley Toronto, Grey and Bruce. Toronto. Hamilton and Buffalo West Ontario Pacific .... Vancouver & Lulu Island Tilsonburg, Lake Erie and Pacific Cape Breton Ry Carillon and Grenville Caraquet Campbellford, Lake Ontario and Western Central Ontario 125 (KT Leased line — Marmora Ry. and Mining Co.. 9 Crow's Nest Southern Cumberland Railway and Coal Co. ..... . Chateauguay and Northern. (Now in Canadian Northern System) Dominion Atlantic, com pri sing- Windsor and Annapolis . 87 50 | Cornwallia Valley 14 00 Yarmouth and Annapolis ( Western Counties) 88 ' 00 [- Windsor Branch, leased from Intercolonial Ry 32 ' 00 | Midland of Nova Scotia 58 00 J Edmonton, Yukon and Pacific Elgin and Havelock Esquimalt and Nanaimo Fredericton and St. Mary's Ry. Bridge Co. (now included in Intercolonial system) 33 40 i-00"| j |-60j i Grand Trunk 883 Great Western 561 Brantford, Norfolk and Port BurweU 34 Buffalo and Lake Huron 160 Grand Trunk. Georgian Bay and Lake Erie . . 175 Owen Sound Branch 12 London. Huron and Bruce. ... 68 Waterloo Junction 10 South Norfolk 17 Wellington. Grey and Bruce . . 168 Northern 163 North Simcoe 33 35) 39 30 62 40 oo ! 26 00 is 07 00 31-00 13 00 6800 134 60 5320 32 00 Train Mileage. Passenger Trains. 3,400 25,350 32,678 27950 4 50 2800 7800 3,111-13 279,328 87,482 8,339,130 Freight Mixed Trains. Trains. f46,039 12,450 31,950 165,809 48,507 10,439,548 19,556 124,200 732,260 187,621 17,570 647,232 Total Train Mileage. 19,556 3,400 46039 162,000 64,628 732,260 632,758 17,570 135,989 19.425,910 RAILWAY STATISTICS 49 SESSIONAL PAPER No. 20b and Mileage for the Year ended June 30, 1906 — Continued. Engine Mileage. 19,556 3,900 46,039 181,404 72,039 843,860 (332,758 17,570 173,668 24,793,866 Total Number of Passengers Carried. 7,358 5,254 10,629 128,330 12,893 34,935 450,130 8,811 145,975 9,624,980 Tons of Freight of 2,000 lbs. Handled 2,970 102 22,655 211,413 194,613 485,799 313,790 11,737 157,390 14,260,939 03 2 • 8>is£a S & ® a) >m boo* °-c s bo &• £ s- a> ° I ® T-l 2 • 20 30 25 30 15 25 34 20 15 20 20 15 15 20 18 ^HH \&\ ■s.a .Sf"3 s* . «•? § be bc.i e8*~ * 250 100 132 220 2 s: * o -2 800 200 289 737 Remarks. 20 21 22|tlncluding mixed trains 23 Not in operation. 21 28 29 Operated by the Canadian 30 Northern Ry. Co. 31 32 38 50 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 4. — Summary .Statement of the Operations of the Year Name of Railway. Train Mileage. Mileage. Passenger Trains. Freight Train.-. Mixed Trains. Total Train Mileage. 34 Grand Trunk — Con. Hamilton and North-western. 172 '23 Northern Pacific Junction .... 115 '43 Midland 16606 Grand Junction 85'54 Toronto and Nipissing 85 ' 00 Lake Simcoe Junction 26 00 Victoria 53 00 Whitby, Port Perry & Lindsay 46 00 ■Jacques Cartier Union 6*50 Montreal & Champlain Junc- tion 61 ' 73 Beauhamois Junction 6 '28 J Great Northern Railway of Canada, now Canadian Northern Quebec Railway, in- ciudingLower Laurentian and Montford & ( iatineau Colonization Railway Gulf Shore. (Operated by Caraquet Ry.) Halifax and South-western Halifax and Yarmouth. (Now Halifax & South-Western) Hampton and St. Martins Hereford, including Dom. Lime Co.'s line Inverness Railway and Coal Co Irondale, Bancroft and Ottawa Kaslo and Slocan, B.C Kent Northern (St. Louis and Richibucto). Kettle River Valley Kingston and Pembroke ... Lake Erie and Detroit River, in- "\ eluding Erie and Huron .... 204 69 | [.■ ased line — ( London and Port Stanley 24 00 J Lenora & Mount Sicker (not in operation) Lotbiniere and Megantic Liverpool and Milton Ma^anetawan River Manitoulin and North Shore Massawippi Valley Midland of Nova Scotia. (Now Dominion Atlantic) Montreal and Atlantic, formerly ~j South-eastern 102 ' 90 I Lake Champlain and St. Law- j rence Junction 60 '50 J Montreal and Province Line, formerly Montreal, Portland and Boston Montreal and Vermont Junction Morris8ey, Fernie and Michel, B.C Nelson and Fort Sheppard New Brunswick Coal and Railway Co.. New Brunswick 05 «- s 3 c o c -A o— Engine Total Number of Passengers Carried. Tons of Freight of Rate of Passe ins— Mil nr. Rate of Freig -Miles p Weight r,er Trai on — Ton Weight Trains -Tons. Remarks. Mileage. 2,000 lbs. Handled. verage Speed ger Tra per Ho verage Speed Trains- Hour. Hi he ta0.2 22 o - s < < < < B 475,176 212,176 351,520 26 15 275 355 34 195,947 145,403 121,747 25 20 36 37 15,900 6,723 11,374 12 to 15 38 109,846 25,039 27,851 168,978 173,492 26 *20 15 14 39 40 122,149 *150 450 *Mixed trains. 36,200 13,014 37,359 25 18 130 180 41 21,347 5,051 8,775 7,889 95,504 12 18 12 42 VA 18,250 2,784 5,031 11,434 *15 *69 44 *Mixed trains. 164,413 52,173 129,940 30 20 200 350 45 1,089,671 562,258 884,023 25 15 300 1,100 46 17 29,520 11,198 62,509 48 7,100 20,460 16,535 8 10 49 1,252 11,543 50 18,299 3,609 200,396 20 15 334 51 249,115 156,623 435,011 25 12 V> 53 549,058 244,092 895,117 30 18 220 538 54 94,537 117,200 92,633 30 12 55 140,175 118,514 1,112,124 40 15 56 30,716 263,425 554,221 10 400 57 60,508 32,230 38,731 25 15 16 59 84,989 13,940 300 55,570 19,221 36,100 20 15 R0 61,398 14,347 64,671 20,423 53,957 27,075 20 62 i;:; 50,663 14,885 20 19,000 7,478 8,549 15 150 (ii 39,864 9,231 40,415 25 20 50 65 114,079 114,537 78,884 36 15 6t; 1,950 200 1,926 25 18 1 12 93 Also running powers over Inter- colonial from Harlaka Jet. to Levis, 5 ' 00 miles. 20,033 13,780 10,462 13,324 161,-331 295,364 67,873 259,896 54,828 24,865 1,152,655 7,034 33,539 22,070 91,301 103,476 18 20 30 "12" 12 "l25 120 216,455 440,765 30 14 140 1,500 544,043 179,733 178,889 49,491 56,413 235,446 3,770,961 104,943 199,724 22 24 30 12 13 15 200 80 1,600 280 26,376 42,823 358,545 46,893 75,140 48,980 49,450 4,664 4,650 29,785 1,076,362 730,473 36,297 23,200 29,043 304,374 13,091 35 22 25 17 | *15 20 15 350,456 99,676 20 14 20 20 20 150 800 31,850 24,861 4,200 21,296 200 130 130 250 190 190 *Mixed trains. 7,220 94,180,788 27,989,782 57,966,713 206— 6 i 54 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 5. — Summary Statement of Description of Name of Railway. Mileage. Alberta Railway and Coal Co. (now Alberta Ry. and Irrigation Co. ) 2 Algoma Central and Hudson Bay 3 Atlantic & Lake Superior, comprising — Baie des Chaleurs 1 00 ■ 00 ^ Great Eastern, not under traffic23 '00 J- Ottawa Valley •■ .. 7 00 J Alberta Ry. & Irrigation Co Bay of Quinte, including — ' Kingston, Napanee & Western 6 Bedlington and Nelson 7iBeersville Coal & Railway Co 8 British Yukon 9 Brockville.Westport & North-western. 10 Bruce Mines and Algoma (not in oper.) 11 Buctouche and Moncton 12 Canada Atlantic, including Ottawa, Arnprior & Parry Sound 39560^ Leased lines — Central Counties 37:40 f Pembroke Southern 20 90 J 13 Canada Coals & Ry. Co 14 Canada Eastern (now included in In- tercolonial system). 15 Canada Southern 359 ' 24 Leased lines — Sarnia, Chatham & Erie. . 7 00 Leamington & St. Clair. . . 15 '95 16 Canadian Government Railways — Intercolonial, exclusive of Windsor Branch, 32 miles, but including Drummond County and Canada Eastern Ry 17 Prince Edward Island 18 Canadian Northern, including — Winnipeg Great Northern. . 40' 00^ Port Arthur, Duluth and Western Ry 8500 | Manitoba South Eastern.. . .107 90 ^ Lake Manitoba Ry. and Canal Co's Line. ...... . 125' 00 Ontario and Rainy River. . .164 00 J Manitoba (formerly Northern Paci- fic and Manitoba and Portage and North Western Rys.) oper- ated by Canadian Northern Ry . . . 19 Canadian Pacific Ry 5,169 001 Leased lines- Atlantic & North West . 201 40 Brit. Columbia Southern.. 20 40 Calgary & Edmonton 396.40 Cap de la Madeleine 2 30 Columbia & H ootenay 59 '50 Columbia & Western . . . 157 . 10 Credit Valley 17570 Fredericton 22 10 < j reat North West Central. Ill ' 70 Guelph Junction ........ 15'00 Kootenay & Arrowhead. . 33*20 Lindsay, Bobcaygeon and Pontypool . . . '. 38" 70 Manitoba & South-western Colonization 215*70 Fl« Barrels. 95'50 611 100 00 9,113 113 72' 67,920 93 37 22,710 15 30 8 63 90 32 4500 10,033 20,270 3200 45390 12 00 382 19 1,45166 26130 2,13172 350 48 Tons. Grain. Live Bushels. Tons. No. 69 1,260 6,792 2,271 2 1,003 2,027 837,200 1,750 1.372,770 1,882,630 21,324 ;- 246,846 58,159 10,126 370,700 95,237 3,937 245,675 99,200 1,073 170 7,414 2,619 63 6 3,930 2,975 709 244 7,466 7,653 8,329 10,115 83,720 14,899,640 372,491 54,768 175 7,836 146 5 148,095 1 34,766,707 706,944 188,263 2,132 24,191 2,924,226 822,616 16,192,502 8,50630 5,992,995. 599,299 82,182,175 2,212,677 1,426,646 64,423 14,135 458,569 1,034,509 106,589 19,204 51,588 RAILWAY STATISTICS SESSIONAL PAPER No. 20b Freight carried for the Year ended June 30, 1906. 55 Stock. Tons. 645 395 2,626 Lumber Coal and other of all kinds, ft. B.M. I Fuel. Feet. 1,322,205 6,018,714 3,417,300 Tons. Cords. 2,541 42,405 3,061 34,996,572, 11 210,000; 2,865 2,173 13,692 1,560.933 741,000 51,161,000 9,171 5,126 62,994 315 1,000 2,341 1,109 6,553 225,845,500 451,691 618,025 284,843 118,010,542 19,207 2,607 12,960 572,878,600 5,410,758 171,636,000 421,5891,790,022,360 2,365,237 . 881 190,208 794,765 7,433 257,456 39 25,163 4,001 4,783 Tons. Manu- factured Good*. Tons. All other Articles. Tons. 60,635 4,068 357,468 46 27,253 125,514 6,512 4,225 252 1,183 8,844 182,420 97,202 -7,269 712,496 355,021 4,366 2,987 105,879 724 20 14,394 8,520 3,064 225,320 233 1,560,916 866,955 250,156 10,273 53,576 8,826 Total Weight Carried. Tons. 4 7,333 3,325 Remarks. 5,764 219,874 3, 60S 2,579,472 510,080 60,855 368,649 426,499 25,681 5 105,774 4 311,164 5 7,625 6 5,257 32.118 8 21,312 9 10 Not in operation. 24,225 11 1,549,208 102,248 5,477,747 3,156,189 87,162 1,727, 93 Remarks. Tons. Feet. Tons. Cords. Tons. Tons. Tons. Tons. ■ 182 2,738 10,204,500 16,820,000 11,769 25,230 120 21,361 57,578 101,249 102,640 3,855 4,416 8,S97 52,808 6,757 16.129 53 1,810 13,496 10,587 126,260 7,440 5,360 18,334 14,142 13,504 1,753 40,415 78,884 1,926 83,061 277,656 543,709 345,001 61,439 54 23,579 4,866 14,240,448 44,491,500 24,449 47,343 34,204 34,787 22,825 370,337 L185 165 66,716,000 2,570,000 30,547 8,895 72,373 39,854 264 53 2,854,122 4,281 44,132 25,070 105 74,177 94,935 3,751 15,134 8,266 2,577 400 730 175.337 302 14,377 1,130 47,753 192,909 24,643 67,873 259,896 54,828 24,865 1,152,655 440,765 265 360 49,401,882 63,290,000 32,747 1,238 193,268 116,482 571,591 49,154 80 i 4,780,220 42.032 5,260 3,570,115 10,520 15,938 158,317 11,932 63,620 3,770,961 104,943 199,724 232 2,322 43,735,000 54,319,467 72,249 101,849 5,847 11,098 819 9,034 1,472 17 255 255 51 2,405,142 13,826,136 6,837,692 6,568,000 1,035,000 3,077,000 4,209 22,553 10,235 10,877 1,551 4,669 492 740 2,215 1,469 3,594 3,594 1,121 3,293 8,395 2,310 6,340 6,340 301,356 225 12,292 350,332 334 12,991 5,818 6,196 1,946 11,562 10,502 669,998 709,325 9,203 6,664 7,752 109 340 29,785 1,076,362 730,473 36,297 23,200 29,043 304,374 13,091 120 370,000 1,452,789 4,642,341,632 7,515,999 1,460,019 14,025,905 11,174,223 15,585,007 57,966,713 62 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 6. — Summary Statement of Earnings Name of Railway. Mileage. Passenger Traffic. Alberta Railway and Coal Co. (now the Alberta Railway and Irrigation Co Algoraa Central and Hudson Bay Atlantic and Lake Superior, comprising — Baie des Chaleurs 100 (KH ( ireat Eastern, not under traffic ... 23 00 \ Ottawa Valley - .... 700 J Alberta Railway and Irrigation Co Bay of Qninte Railway, including — 1 Kingston, Napanee and Western f Bedlington and Nelson . . . 7 Beeraville Railway and Coal Co 8 British Yukon 9 Brock ville, Westport and Northwestern 10 Bruce Mines and Algoma (not in operation). . . 11 Buctouche and Moncton 12 Canada Atlantic, including Ottawa, Arnprior and Parry Sound . 395 60 Leased lines, Central Counties 37 '40 Pembroke Southern ... 20 ■ 90 13 Canada Coals and Railway Co 14 Canada Eastern (now included in Intercolonial system) 15 Canada Southern 35924 Leased, Sarnia, Chatham and Erie. . Leamington and St. Clair. . . 15 16 Canadian Government Railways — Intercolonial, exclusive of Windsor Branch, 32 miles, but including Drummond County and Canada Eastern Ry 17 Prince Edward Island , 18 Canadian Northern, including — Winnipeg Great Northern . . 40 00 Port Arthur, Duluth and Western. . 85 00 Manitoba and South-eastern 107 '90 Lake Manitoba Ry. and Canal Co.'s line 12500 Ontario and Rainy River 16400., Manitoba (formerly Northern Pacific and Man itoba, and Portage and Western Rys., oper ated by Canadian Northern ► 24^ "00 \ i'95j 19 Canadian Pacific Ry 5,169001 Leased lines — Atlantic and North-west 201*40 British Columbia Southern 20 '40 Calgary and Edmonton 396 40 Cap de la Madeleine _2'30 Columbia and Kootenay 59 ' 50 Columbia and Western 157 10 Cred it Valley 175 70 Fredericton 22 ' 10 ( rreat North-west Central Ill '70 Guelph Junction 1500 Kootenay and Arrowhead 33 ' 20 Lindsay, Bobcaygeon and Ponty- pool 38 ' 70 '/■ Manitoba South-western 215 ' 70 Manitoba and North-western .. . 294 '60 Montreal and Ottawa 93.50 Montreal and Lake Maskinonge. 11 00 Nakusp and Slocan 36 ' 50 New Brunswick 174 60 9550 10000 11372 93 37 1530 8'63 90 32 4500 32-00 453 90 1200 382-19 1,45166 26130 2,131 72 19,043 30 19,848 18 38,740 29 38,399 64 646 46 160 00 68,438 19 28,518 15 6,679 17 375,489 10 3,527 88 1,510,408 13 2,297,716 52 114,053 82 )- 1,062,639 20 Freight Traffic. $ cts. 153,936 03 35,081 73 105,394 69 217,375 75 3,707 44 1,490 60 240,130 32 26,344 85 15,190 47 1,506,562 88 37,658 75 Mails and Express Freight. * cts. 5,600 21 3,115 49 8,497 32 8,847 27 4,209 39 495 45 37,545 47 622 38 35048 J 8,506-30 15,844,126 88 5,396,979 23 423,864 97 5,019,805 53 326,307 85 121,621 58 21,056 17 4,335,933 10 38,855,328 60 127,555 77 1,895,733 66 RAILWAY STATISTICS 63 SESSIONAL PAPER No. 20b for the Year ended June 30, 1906. Other Sources. S cts. 153,216 55 12,401 41 3,198 44 12 31 Total Gross Earnings. Total Net Earnings. $ cts. $ cts. 326,195 88 ' 85^50 tt 6,507 72 246 60 51,430 58 1,271 45 169,224 79 539 00 377,627 54 4,161,693 06 60,530 12 159,651 88 267,471 15 4,366 21 1,650 60 323,923 50 59,318 99 22,365 09 1,971,028 03 43,080 46 7,500,477 12 r,643,829 90 257,270 57 5,903,755 61 60,756,882 40 2,572 59 33,835 15 85,332 69 3,527 12 2,858 54 170,570 76 29,570 14 37 41 433,651 43 12,428 72 13 1 c 0> Oh p. c. 588,906 99 61,915 54 36,982 59 2,229,022 76 22,909,591 76 136 104 127 146 54 36 211 199 100 128 140 109 101 87 160 160 be . % cts. 7 10 0 87 2 44 1 18 1 50 0 26 4 89 1 02 1 08 1 27 1 91 2 10 1 02 0 82 1 96 2 10 Remarks. 18 Not in operation during year. 19 64 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 6. — Summary Statement of Earnings Name of Railway. Mileage. Passenger Traffic. Canadian Pacific — Leased lines — Con. New Brunswick and Canada. . . . 117 '60 Northern Colonization 23 ' 50 Ontario and Quebec 474 ' 40 Ottawa, Northern and Western . 158 " 70 Shuswap and Okanagan 50 • 80 St. John Bridge & Ry. Extension. 2 ' 00 St. John and Maine 91 • 80 St. Lawrence and Ottawa 58 ' 30 St. Stephen and Milltown .... 4 60 Tobique Valley 2750 Tilsonburg, Lake Erie & Pacific . 33 ■ 40 Toronto, Grey and Bruce 189 10 , Toronto, Hamilton and Buffalo.. 2 70 West Ontario Pacific 26 ■ 60 Vancouver and Lulu Island ... 16 90 J 20 Cape Breton Ry. 21 Carillon and Grenville 22 Caraquet 23 Campbellford, Lake Ontario and Western 24 Central Ontario 12500^1 Leased lines — J- Marmora Ry. and Mining Co 9 '60 J 25 Crow's Nest Southern 26 Cumberland Railway and Coal Co 27 Ohateauguay and Northern 28 Dominion Atlantic, comprising — Windsor and Annapolis 87 ' 50 1 Cornwallis Valley 1400 | Yarmouth and Annapolis (Western Counties) 88'00 J- Windsor Branch, leased from Inter- colonial 32'00 I Midland of Nova Scotia 58 ' 00 J 29 Edmonton, Yukon and Pacific 30 Elgin and Havelock 31iEsquimalt and Nanaimo 32 Fredericton and St. Mary's Ry. Bridge Co. (now included in Intercolonial system) Grand Trunk 883 35^ Great Western 561 ' 80 Brantford, Norfolk and Port Burwell 34 ' 39 Buffalo and Lake Huron 160 '30 Grand Trunk, Georgian Bay and Lake Erie 175 62 Owen Sound Branch 12 ' 40 London, Huron and Bruce 68 '00 Waterloo Junction 10 ' 25 South Norfolk 1700 Wellington, Grev and Bruce 168' 18 Northern 16307 North Simcoe 3300^ Hamilton and North-western 172 '23 Northern Pacific Junction 115 '43 Midland 16606 Grand Junction 85 54 Toronto and Nipissing 85 00 Lake Simcoe Junction 26 ' 00 Victoria 5300 Whitby, Port Perry and Lindsay. . . 46 00 Jacques Cartier Union 6 '50 Montreal and Champlain Junction. . 61 '73 Beauharnois Junction 6'28J 33 31-00 1300 6800 134 60 53 20 32 00 5,152 82 1,849 55 10,822 04 Freight Traffic. Mails and Express Freight. $ cts. 2,210 32 131 96 31,718 94 61,821 73 24,286 49 15,347 05 279 -50 4 50 2800 7800 649,078 95 2,555 60 151,490 33 3,11113 8,458,202 99 162,513 08 114,220 69 21,929 00 $ cts. 77 32 2, 447 '66' 422,095 77 7,647 72 217,627 95 17,936,068 77 11,128 33 2,696 24 4,087 26 61,773 20 736 31 9,542 88 1,319,357 49 RAILWAY STATISTICS 65 SESSIONAL PAPER No. 20b for the Year ended June 30, 1906 — Continued Other Sources. 200 40 7,229 79 968 80 89,595 30 40 00 7,931 77 736,793 68 Total Gross Earnings. 7,640 86 1,981 51 44,987 98 242,692 93 142,172 22 130,958 61 1,132,947 92 10,979 63 386,592 93 28,450,422 93 lotal Net Earnings. 8 cts. 7,052 10 2,245 20 3,662 90 102,182 17 51,695 53 42,434 47 249,400 42 954 16 114,744 14 8,658,634 78 A to £.S 3 o £ m * O O oo ■rt ■» S 3, Six o ca p. c. 172 156 148 129 109 142 14.S W $ cts. 0 39 0 58 0 97 1 49 2 20 0 18 1 79 0 62 2 84 1 46 28 33 Remarks. Not in operation during year. Included in Canadian Northern system. Included in Canadian Northern system. 66 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 6.— Summary Statement of Earnings Name of Railway. 34 (iieat Northern Railway of Canada, now Cana- dian ..Northern Quebec Ry., including Lower Laurentian and Montford and Gatineau Colonization Railway 35 Gulf Shore (leased to Caraquet Railway) 36 Halifax and South-western . . 37 Halifax and Yarmouth (now Halifax and South- western) . 38 Hampton and St. Martins 39 Hereford (including Dom. Lime Co.'s Line) 40 Inverness Railway and Coal Co 41 Irondale, Bancroft and Ottawa 42 KasloaDd Slocan, B.C.. 43 Kent Northern and St. Louis and Richibucto. . . 44 Kettle River Valley 4") Kingston and Pembroke. ... '...... 4ti Lake Erie and Detroit River, including Erie and Huron 204 69 Leased, London and Port Stanley. . . 24 00 47 Lenora Mount Sicker. (Not in operation). . . . 48 Liverpool and Milton . . 49 Lotbiniere and Megantic 50 Maganetawan Ki\ er 51 Manitoulin and North Shore 52 Mas-awippi Valley 53 Midland of Nova Scotia (now Dominion Atlantic) 54 Montreal and Atlantic, formerly South- ^ eastern 102 90 { Lake Champlain and St. Lawrence j •Function 60 50 J 55 Montreal and Province Line, formerly Montreal, Portland and Boston 56 Montreal and Vermont Junction 57 Morrissey, Fernie and Michel, B.C 5s Nelson and Fort Sheppard 59 New Brunswick Coal and Railway Co ..... tin New Brunswick and Prince Edward Island 01 New Brunswick Southern 32 New Westminster Southern •13 Nosbonsing and Nipissing 64 Nova Scotia Steel and Coal Co. *s Railway . .. 65 ( Word Mountain 66|Ottawa and New York 07 Philipeburg Railway and Quarry Co 68 Princeton Branch of Washington Co. Ry.(U.S. ) 69 Qu'Appelle, Long Lake and Saskatchewan. . . . 70 Quebec Central 71 Quebec and Lake St. John 72 Quebec Railway, Light and Power Co. (formerly Quebec, Montmorency and Charlevoix). 73 Quebec Southern, comprising United Counties, East Richelieu Valley and South Shore Rys . . 74 Red Mountain 75 Rutland and Noyan 70 Salisbury and Harvey Mileage. Traffic Freight Traffic. 251 10 16 78 245 30 3000 53 30 61 00 48 00 31 08 2700 3-86 112 85 228 69 115,656 64 123! 871 65 3,547 62 16,303 24 17,292 27 7,773 40 5.450 40 6,167 66 277 40 44,679 61 205,953 05 550 30 00 191 16 00 35 46 163 40 1,036 52 4,541 96 1,557 60 64,464 88 Schoinberg and Aurora Stanstead, Shefford and Chambly ... . St. Clair Tunnel, Yard and Approaches. St. Lawrence and Adirondack . . . 58 60 23 60 10 85 55 41 58 00 36 00 82 50 24 10 5 50 12 50 48 50 56 90 7 50 5 10 253 96 213 50 244 00 30 00 143 75 9 59 3 39 45 00 14 40 43 00 2 25 ' 46 12 141,900 38 38,801 17 61,935 10 8,888 55 28,665 58 7,188 49 8,344 79 13,363 52 51,341 88 1,683 63 4,926 02 (12,398 83 47 30 11,348 58 276,587 35 253,292 64 174,420 15 12,848 29 54,571 58 4,175 54 809 37 8,427 03 4,608 81 24,852 94 56,294 00 121.440 72 § cts. 338,921 82 103,748 40 ' 6,513 33 52,039 06 105,259 97 23,947 88 13,257 00 14,929 72 1,122 45 141,218 49 1,104,735 75 Mail.- and Express Freight. I cts. 14,679 87 '7,260 57 1,288 08 295 64 1,202 77 1,323 13 990 18 10, 242 65 31,430 19 5,602 90 28,633 21 1,580 00 46,115 41 109,004 99 422,924 79 40,998 84 137,169 82 93.585 31 55.586 83 20,100 65 16,752 87 21,095 37 13,150 57 46,414 08 3,140 92 21,804 68 54,526 13 747 98 8,417 32 420,017 72 571,664 13 340,711 41 33,907 90 85,403 58 19,453 37 9,127 88 19,500 02 3,433 82 53,888 14 248,698 00 151,453 49 3,841 50 13,108 45 4,535 86 4,192 56 5 00 2,263 31 1,471 72 1,470 85 3,566 48 2,194 81 3oo 66 525 84 5,034 24 545 52 21,312 57 20,520 16 19,097 78 5,052 75 821 23 87 36 2,545 12 2,69093' 1,222 50 5,486 76 RAILWAY STATISTICS 67 SESSIONAL FAPER No. 20b for the Year ended June 30, 1906. — Continued. Other Sources. cts. 13,816 01 ' 3J33'38 15 93 85 97 1,282 53 65 34 15 25 8,898 55 929 07 183 19 11,058 39 1,781 18 173 00 96 82 956 10 15,492 50 178 44 1,842 55 2,502 15 Total Gross Earnings. 483,074 34 238,6i4'66' 10,076 88 69,716 35 124,130 41 32,924 05 20,095 87 22,087 56 1,415 10 205,039 30 1,343,048 06 6,639 42 33,175 17 1,580 00 47,856 20 177,311 37 64 00 1,831*64' 565 00 5,119 10 29,628 65 4,258 08 15,741 72 12,229 74 234 54 142 24 15 00 265 92 206- 588,992 01 86,117 05 203,470 48 102,575 68 87,471 82 44,253 36 26,746 95 39,867 92 69,189 41 46,414 08 5,188 55 27,256 54 123,790 24 795 28 20,311 42 718,482 64 850,596 03 563,857 99 51,014 27 160,769 63 36,679 88 10,024 61 30,706 71 8,042 63 81,574 25 306,229 50 278,646 89 Total Net Earnings. 56,162 51 36" 894' 36 1,252 91 19,310 34 42,079 40 1,973 55 14,747 30 8,075 06 1,047 02 42,893 68 351,342 69 1,085 12 11,709 09 580 00 17,916 36 44,893 92 79,832 15 17,578 50 112,421 56 18,895 78 12,357 83 2,224 73 6,987 67 1,277 62 3,953 70 3,867 75 7,910 70 3,929 82 1,641 50 532 75 3,937 83 216,086 81 294,691 73 175,795 55 10,824 21 13,893 84 1,176 89 3,121 19 961 89 4,336 96 24,385 08 150,907 84 123,428 29 8.&61 o.Sh p. c. 113 iis 115 78 150 94 57 157 57 126 135 122 154 159 134 118 125 206 123 87 105 135 97 105 109 39 88 101 59 124 143 153 145 126 109 97 145 101 65 143 197 179 $ cts. 1 54 i'66 C 63 0 95 1 37 0 93 0 94 1 22 0 51 1 24 1 59 0 89 1 50 327 0 98 1 45 0-99 1 48 3 34 1 44 0 63 0 67 0 65 1 39 3 43 0 51 0 69 1 09 0 41 1 99 1 97 1 22 1 53 1 71 1 15 2 94 1 42 1 09 0 36 1 13 1 30 Remarks 51 i 57 58 59 CO 61 62 63 64 (15 66 6' 68 69 70 71 72 73 74 75 76 77 78 79 80] motives. Earnings from haulage of cars and loco- 68 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 6 — Summary Statement of Earnings St. Mary's River (now Alberta Railway and Irrigation Co) Sydney and Louisbourg (Dominion Coal Co. 'a Ry) Temiscouata Temiskaming and Northern Ontario Tilsonburg, Lake Erie and Pacific (now Can. Pacific R'y) Thousand Islands Toronto, Hamilton and Buffalo Vancouver, Victoria and Eastern Railway and Navigation Co Vancouver, Westminster and Yukon Victoria and Sydney, B.C Victoria Terminal Railway and Ferry Co Wellington Colliery Co., B.C York and Carleton Total* 53 99 113 00 113 00 633 83-67 45-87 1481 1626 1840 10 75 575 18,753 97 46,725 56 198,209 11 7,660 35 195,017 67 27,440 52 20,289 92 12,583 00 1,430 24 2,204 10 1,095 00 360,904 36 99,176 51 192,942 59 21,204 15 496,609 73 209,085 29 31,537 15 13,755 84 4,092 88 3,009 82 1,785 00 21,35340 33,392,188 04 81,433,115 07 2,462 50 11,182 69 12,772 18 3,104 62 11,792 24 1,636 47 1,060 57 423 85 31 87 243 00 35 00 4,510,649 00 RAILWAY STATISTICS SESSIONAL PAPER No. 20b for the Year ended June 30, 1906 — Concluded. Other Sources. Total Gross Earnings. Total Net Earnings. Proportion of Earn- ings to Working Expenses. Earnings per Train Mile. u = - 81 82 88 84 85 86 S7 88 89 90 91 92 93 Remarks. $ cts. $ cts. $ cts. p. c. $ cts. 4,189 71 25,016 83 386,310 54 157,084 76 428,940 71 9,844 34 25,623 39 193,778 91 102 119 182 1 80 1 05 2 40 5,166 20 38,068 99 357 16 760 46 33 00 37,135 32 741,478 63 238,519 44 53,648 10 26,795 69 5,554 99 5,456 92 2,915 00 10,651 00 281,873 34 102,474 83 9,392 80 2,961 77 4,539 37 - 37,469 93 1.100 43 140 161 175 85 112 55 1 40 2 12 3 23 1 68 1 08 1 32 72 0 40 5,986,912 92 125,322,865 03 38,193,430 54 206— 1\ 70 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 7. — Summary Statement of Operating Name of Railway. 1 Alberta Railway and Coal Co 2 Algoina Central and Hudson Bay ... 3 Atlantic and Lake Superior, comprising— Baie des Chaleurs 10000 Great Eastern, not tinder traffic 23 00 Ottawa Valley .. .. 700 4 Alberta Railway and Irrigation Co 5 Bay of Quinte Railway, including Kingston, Napanee and Western 6 Bedlington and Nelson 7 Beersville Coal and Railway Co 8 British Yukon 9 Brockville, Westport and North-western 10 Bruce Mines and Algoma. (See note) 11 Buctouche and Moncton 12 Canada Atlantic, including Ottawa, Arnprior and Parry Sound 39560] Leased lines : Central Counties 37 ' 40 Pembroke Southern 2090 J 13 Canada Coals and Railway Co 14 Canada Eastern. (See note) 15 Canada Southern ..... Leased lines : Leamington and St. Clair Sarnia, Chatham and Erie Mileage. 9550 100 00 113 72 93 37 15 30 8.63 90 32 45-00 32 00 453 90 1200 Maintenance of Way, Buildings, &c. Cost of Motive Power. $ cts 28,789 80 18,144 21 40,840 98 40,403 66 539 37 975 00 61,537 31 2,327 99 9,400 10 311,475 76 8,047 65 16 lit Canadian Government Railways Intercolonial, exclusive of Windsor Branch, 32 miles, but including Drummond County and Canada Eastern Ry. . Prince Edward Island Canadian Northern, including — Winnipeg Great Northern 40 00 \ Port Arthur, Duluth and Western 85 00 Manitoba and South-eastern 107 ' 90 V Late Manitoba Ry. and Canal Co.'s line 125 00 Ontario and Rainy River 164 ' 00 J Manitoba (formerly Northern Pacific and Manitoba^ and Portage and North-western Rys.) operated by the j- Canadian Northern J Canadian Pacific 5,169 00 ^ Leased lines : Atlantic and North-west 201 40 British Columbia Southern 20 ■ 40 Calgary and Edmonton 396 ' 40 Cap de la Madeleine 2 ' 30 Columbia and Kootenay 59 . 50 Columbia and Western 157 ' 10 Credit Valley 17570 Fredericton 2210 Great North-west Central Ill 70 Guelph Junction 15 00 Kootenay and Arrowhead 33 ' 20 Lindsay, Bobcaygeon and Pontypool 38 • 70 Tilsonburg, Lake Erie and Pacific 33 40 Manitoba and South-western Colonization.. 215 70 j- Manitoba and North-western 294 " 60 Montreal and Ottawa 9350 Montreal and Lake Maskinonge 11 ' 00 Nakusp and Slocan 36 50 New Brunswick 174 " 60 New Brunswick and Canada . 117 60 Northern Colonization 23 ' 50 Ontario and Quebec 474 ' 40 Ottawa, Northern and Western 158 '70 Shuswap and Okanagan 50 ' 80 St. John Bridge and Railway Extension ... 2 00 St. John and Maine 91 80 382 19 1,45166 261 30 2,13172' 350 48. 8,506 30 1,094,986 87 $ cts. 72,999 46 20,379 92 26,594 45 70,589 64 1,032 31 <, 1,703 00 26,926 59 11,627 16 5,369 21 653,417 78 12,196 93 1,769,600 66 1,397,143 62 2,930,075 83 74,801 87 99,983 92 807,692 24 8,895,209 03 1,389,022 05 12,323,700 79 RAILWAY STATISTICS 71 SESSIONAL PAPER No. 20b Expenses for the Year ended June 30, 1906. Maintenance of Cars. General and Operating Charges. Total. Cost of operating per train mile. u S Remarks. • fe $ cts. $ cts. $ cts. $ cts. 1 2 Now the Alberta Railway and Irriga- tion Company. 26,178 82 112,377 39 240,345 47 523 1,641 56 17,791 84 57,957 53 0 83 3 4,375 45 54,005 85 125,816 73 1 92 4 19,101 28 48 32 101 14 8,016 12 157 26 52,043 88 6,273 33 1,730 00 56,871 92 15,636 44 182,138 46 7,893 33 4,509 14 153,352 74 29,748 85 0 81 2 71 0 72 2 32 0 51 5 6 7 8 9 10 11 This road not in operation during 734 55 6,823 82 22,327 68 1 08 year. 129,114 30 443,368 76 1,537,376 60 0 99 12 4,968 30 5,438 86 30,651 74 1 36 13 14 15 Now included in Intercolonial Rail 1,294,388 29 2,752,594 31 6,911,570 13 1 93 way System. 651,178 98 12,390 42 2,603,515 93 107,076 95 7,581,914 36 294,253 16 1 02 0 94 16 17 214,671 .63 • 1,263,346 93 3,674,732 85 1 22 18 3,836,292 14 12,792,088 68 37,847,290 64 1 31 19 72 DEPARTMENT OF RAILWAYS AND CANALS ' 6-7 EDWARD VII., A. 1907 No. 7. — Summary Statement of Operating Expenses Name of Railway. Mileage. 87 -50 14 00 88-00]- 32-00 Canadian Pacific — Leased lines — Con. St. Lawrence and Ottawa 58 30 St. Stephen and Milltown 4 60 Tobique Valley 2750 Toronto, Grey and Bruce 189 ■ 10 Toronto, Hamilton and Buffalo ... 2 '70 West Ontario Pacific 26' 60 Vancouver and Lulu Islands 16 " 90 J Cape Breton Railway Carillon and Gren ville Caraquet 23 Campbellford, Lake Ontario and Western 24 Chateauguay and Northern, included in Can. Nor. System. 25 Central Ontario 12500) Leased Line — Marmora Ry. and Mining Co. 9 60/ 26 Crow's Nest Southern 27 Cumberland Railway and Coal Company 28 Dominion Atlantic, comprising— Windsor and Annapolis Comwallis Valley Yarmouth and Annapolis (Western Counties) . Windsor Branch, leased from Intercolonial. . . Midland of Nova Scotia 5800 J 29 Edmonton, Yukon and Pacific 30 Elgin and Havelock 31 Esquimalt and Nanaimo 32 Fredericton and St. Mary's Railway Bridge Co 33 Grand Trunk 88335^ Great Western . . 561 " 80 Brantfoid, Norfolk and Port Burwell 34 39 Buffalo and Lake Huron 16030 Grand Trunk, Georgian Bay and Lake Erie. . . 175 62 Owen Sound Branch 12 40 London, Huron & Bruce 68 00 Waterloo Junction 10 ' 25 South Norfolk 17 00 Wellington, Grey and Bruce 168 18 Northern 163 ■ 07 North Simcoe 33 ' 00 Hamilton and North-western 172" 23 Northern and Pacific Junction 115 43 Midland ■ 16606 Grand Junction 8554 Toronto and Nipissing 85 ' 00 Lake Simcoe Junction 26 00 Victoria 53 00 Whitby, Port Perry and Lindsay 46 00 Jacques Cartier Union 6 '50 Montreal and Champlain Junction 61 .73 Beauharnois Junction 6 '28 J Great Northern Ry. of Canada, now Canadian Northern, Que- bec, including Lower Laurentian, Montford and Gati- neau Colonization Railway Gulf Shore (leased to Caraquet Railway) Halifax and South-western Halifax and Yarmouth, now in Halifax and South-western. Hampton and St. Martins Hen-ford (including Dominion Lime Co's line) Inverness Ry. and Coal Co Irondale, Bancroft and Ottawa Kaslo and Slocan, B.C Kent Northern and St Louis and Richibucto Kettle River Vailey Kingston and Pembroke Lake Erie and Detroit River, including Erie and Huron. . 1 Leased line— London and Port Stanley / 3100 13 00 68 00 Maintenance Cost of BaadfaETfa. Motive Power. S cts. S cts . 4,051 81 1,932 00 16,792 50 5,234 76 1,582 00 17,975 75 134 60 5320 3200 48,931 87 30,848 38 25,713 15 \'A 279 50 164,289 04 48,687 12 25,491 35 21,804 15 333,738 88 450 28 00 7800 4,357 97 56,241 10 3,287 04 41,933 20 3,111 13 i 3,966,988 46 251 16 245 30 53 61 48 31 27 3 112 228 77,788 89 6L298 42 7,468,972 00 166.129 60 3,391 48 29,772 17 24,315 75 13,976 83 18,507 93 7,275 00 655 34 45,849 48 203,048 38 58,726 36 ' 3^314 5i" 29,093 06 29,961 33 13,337 85 9,346 09 3,865 00 822 02 48,901 41 367,929 24 RAILWAY STATISTICS 73 SESSIONAL PAPER No. 20b for the Year ended June 30, 1906 — Continued. Maintenance of Cars. General and Operating Charges. Total. Cost of operating ^ per ] £ train mile, g Remarks. £ $ cts. $ cts . $ cts. $ cts. 1,041 72 270 00 2,035 75 4,364 67 442 71 11,846 88 14,692 96 4,226 71 48,650 88 0 75 1 24 1 05 20 21 22 23 24 25 Not in operation. 6,406 74 36,485 03 140,510 76 0 86 7,565 43 11,853 83 26,571 53 29,153 01 90,476 69 88,524 14 1 40 0 12 26 27 30,898 64 354,620 94 883,547 50 1 40 28 29 30 31 32 9 10 12,650 35 2,371 36 161,024 14 10,025 47 271,848 79 0 57 2 00 System . 2,143,902 86 6,211,924 83 19,791,788 15 1 02 33 32,974 67 150,018 67 426,911 83 1 37 34 35 36 37 38 39 40 41 42 43 44 45 9,013 14 72,681 72 201,719 64 1 40 2,117 98 24,544 14 22,529 82 6,607 06 5,943 88 2,797 50 908 21 61,942 86 8,823 97 89,026 69 82,051 01 34,897 60 34,843 17 14,012 50 2,462 12 162,145 62 0 55 1 21 0 90 0 99 1 63 0 77 0 88 0 98 5,617 32 5,244 11 975 86 1,045 27 75 00 76 55 5,451 87 97,103 73 323,624 02 991,705 37 1 18 46 74 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDOUARD VII, tk. 1907 No. 7. — Summary Statement of Operating Expenses Lenora Mount Sicker (not in operation) Liverpool and Milton Lotbiniere and Megantic. . . Maganetawan River 47 48 19 50 51 Manitoulin and North Shore Massawippi Valley Midland of Nova Scotia, now in Dominion Atlantic Montreal and Atlantic, (formerly South Eastern) .102 90\ Lake Champlain and St. .Lawrence Junction. ... 60 50/ Montreal and Province Line, (formerly Montreal, Portland and Boston) 56 Montreal and Vermont Junction 57 Morrissey, Fernie and Michel, B.C . 58 Nelson and Fort Sheppard 59 New Brunswick Coal and Ry. Co 60 New Brunswick and Prince Edward Island 61 New Brunswick Southern 62 New Westminster Southern 63 Nosbonsing and Nipissing 64 Nova Scotia Steel and Coal Co's. Ry 65 Orford Mountain 66 Ottawa and New York 67 Phillipsburg Ry. and Quarry Co 68 Princeton Branch of Washington Co. Ry, (U.S.) 69 Qu'Appelle, Long Lake and Saskatchewan 70 Quebec Central 71 Quebec and Lake St. John 72 Quebec Ry. Light and Power Co. (formerly Quebec, Mont- morency and Charlevoix) ......... 73 Quebec Southern, comprising United Counties, East Richelieu Valley and South Shore Rys 74 Red Mountain 75jRutland and Noyan . . 76lSalisbury and Harvey 77 Schomberg and Aurora 78 Stanstead, Shefford and Chambly 79 St. Clair Tunnel, yard and approaches 80 St. Lawrence and Adirondack 81 St. Mary's River, now Alberta Rv. and Irrigation Co 82 Sydney and Louisburg (Dominion Coal Co) 83 ~ 84 85 86 87 88 Temiscouata Temiscaming and Northern Ontario " Tilsonburg, Lake Erie and Pacific Thousand Islands Toronto, Hamilton and Buffalo Vancouver, Victoria and Eastern Ry. and Navigation Co. . 89] Vancouver, Westminster and Yukon 90|Victoria and Sidney, B.C 91 Victoria Terminal Ry. and Ferry Co 92 Wellington Colliery Co., B.C 93|York and Carleton Totals 163 40 5860 23 60 10 85 55 41 5800 3600 82 50 24- 10 550 12 50 48 50 5690 750 510 253 96 213 50 244 00 3000 143 75 959 3 39 4500 14 40 43 0C 2 25 46 12 138,259 04 175,946 11 53 99 113 00 113 00 6 33 83 67 45 87 14 81 16 26 18 40 10 75 575 19,964 46 15,469 39 14,223 15 32,827 91 8,605 03 7,377 82 11,443 33 13,714 53 13,614 89 4,331 19 12,892 82 41,003 58 491 25 13,534 39 136,972 23 130,999 18 84,454 21 6,292 36 25,917 85 10,670 84 1,297 22 13,445 28 3,601 38 15,139 68 15,849 59 46,597 39 70,478 18 45,641 58 41,060 06 21,353 40 4,243 89 99,251 24 23,790 08 10,120 26 5,523 25 3,759 73 10,052 05 1,060 00 21,779 19 44,495 08 30,842 86 30,442 39 10,458 21 6,637 05 11,993 38 11,531 51 2,978 24 6,412 71 8,663 83 28,462 68 377 78 1,385 06 203,593 13 188,378 76 153,167 37 13,538 93 57,525 57 9,888 20 1,976 67 10,524 01 4,796 77 18,773 84 87,682 96 55,720 28 139,485 51 39,502 27 89,394 54 10,388 74 128,901 17 57,137 80 2,038 11 6,038 57 456 95 22,732 94 1,963 43 18,793,848 03 29,884,204 08 RAILWAY STATISTICS 75 SESSIONAL PAPER No. 20b for the Year ended June 30, 1906 — Concluded. General Cost of Maintenance of Cars. and Operating Total. operating per - J} Remarks. Charges. train mile. S s 8 cts. $ cts. $ cts. $ cts. 47 48 175 00 1,325 20 5,554 30 0 75 1,445 61 5,883 12 21,466 08 0 97 49 1,000 00 1,000 00 0 80 50 2,730 74 10,297 66 29,939 84 2 05 51 9,966 08 43,178 89 132,417 45 0 73 52 53 54 27,583 67 167,371 04 509,159 86 1 25 10,190 27 16,604 63 68,538 55 0 79 55 3,045 77 28,038 68 91,048 92 0 67 56 10,493 79 28,120 10 83,679 90 2 72 57 2,767 01 33,792 34 99,829 65 1 65 58 1,781 73 21,183 66 42,028 63 0 60 59 1,044 88 4,699 53 19,759 28 0 50 60 2,017 29 15,691 54 41,145 54 0 67 61 1,882 23 38,107 44 65,235 71 1 01 62 3,403 70 22,549 50 42,546 33 3 14 63 255 22 2,100 13 13,099 25 1 31 64 252 55 9,377 16 31,186 36 0 78 65 4,919 56 47,762 92 122,148 74 1 07 66 Running powers in City of Ottawa— 9 00 450 00 1,328 03 0 68 67 1 90 miles. 444 48 1,009 66 16,373 59 1 60 68 24,664 94 137,165 53 502,395 83 1 37 69 41,113 35 195,413 01 555,904 30 0 79 70 17,801 91 132,638 95 388,062 44 1 05 71 3,815 99 16,542 78 40,190 06 1 35 72 8,250 06 55,182 31 146,875 79 1 05 73 764 40 16,533 33 37,856 77 3 03 74 744 23 2,885 30 6,903 42 0 98 75 1,151 81 4,623 72 29,744 82 1 05 76 92 37 3,889 07 12,379 59 0 56 77 6,378 06 16,897 59 57,189 17 0 79 78 876 37 50,912 74 155,321 66 79 12,746 80 40,154 13 155,218 60 ' 072 80 81 82 Running powers from Adirondack Junction to Montreal — 8 ' 70 miles. 53,649 91 112,852 60 376,466 20 1 76 12,14,4 52 34,173 00 131,461 37 0 88 83 11,962 94 92,744 26 235,161 80 1 31 84 85 86 Now included in Canadian Pacific 675 07 11,176 62 26,484 32 1 00 Ry. System. 18,976 57 212,476 31 459,605 29 1 32 87 5,659 96 49,456 77 136,044 61 1 84 88 2,253 95 48,628 58 63,040 90 1 98 89 615 48 11,656 62 23,833 92 0 96 90 43 79 5,833 89 10,094 36 2 40 91 9,766 86 375 00 42,926 85 92 80 00 912 00 4,015 43 0 56 93 8,896,209 22 29,555,173 16 87,129,434 49 76 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 8. — Summary of Accidents Name of Railway. 1 The Algoma Central & Hudson Bay. 2 The Bay of Quinte 3 Canada Atlantic and leased lines. . . . 4 Canada Coal & Railway Co 5 Canadian Northern 6 Canadian Northern, Quebec. 7 Canada Southern and leased lines . Canadian Government Railways : 8 Intel colonial 9 Prince Edward Island 10 Canadian Pacific and leased lines . 11 Crow's Nest Southern 12 Cumberland Ry. & Coal Co 13 Dominion Atlantic and leased lines 14 Esquimalt & Nanaimo 15 Grand Trunk 16 Halifax & Southwestern 17 Hereford 18 Irondale, Bancroft & Ottawa . 19 Inverness Railway & Coal Co. 20 Kaslo & Slocan, B.C 21 Kingston & Pembroke 22 Lake Erie & Detroit River 23 Massawippi Valley 24 Montreal & Atlantic 25 Montreal & Province 20 Montreal & Vermont Junction. 27 Morrissey, Fernie & Michel . . 28 Nelson & Fort Sheppard 29 New Brunswick Coal & Ry. Co 30 New Brunswick Southern 31 New Westminster Southern 32 Philipsburg Railway & Quarry Co 33 Qu'Appelle, Long Lake & Saskatchewan Mileage. Jumping At work ■u 1]f ion or off on or near Fell from Train8Q Track Brume's En^ineS ! makin& Passengers, | B ' when in up Employees or ! motion. Trams. Others. 1 i Employees. . I Others t Employees . . I Others ... . f Passengers . . •! Employees . . (.Others Employees. . . . f Passengers . . -! Employees. . (.Others f Passengers . . 251 10 ■! Employees . . (.Others ( Passengers . . 382-19 ^ Employees.. (.Others 453 12 2,482 20 1,45166 207 50 8,50630 53 20 3200 293 50 78 00 3,111 13 245 03 53 30 4800 6100 31 08 112 85 228 69 3841 163 40 5860 2660 1085 55 41 5800 8250 24 10 750 253% T Passengers ■! Employees (Others.... Employees. . ( Passengers < Employees (.Others f Passengers \ Employees Employees. . f Employees '! Others .. . Passengers. . . . f Passengers. . \ Employees . . (.Others I Employees . . I Others Employees. . . . Employees Employees. . . . Employees Passengers. . . . f Passengers . . Employees. . (.Others Others Employees. . . . Employees. . . . / Passengers , . I Employees . . Employees — Employees. . .. Employees Passengers . . . . f Passengers . Employees. . (.Others Employees. . . . Employees. . . . — — = ! * 11 2] RAILWAY STATISTICS SESSIONAL PAPER No. 20b for the Year ended June 30, 1 906. 77 Putting Amis or Heads out of Windows. Coupling Cars. Collisions, or by Trains thrown from Track. Struck by Engine or Cars at Highway Crossing. Walking, standing, lying or being on Track. Ex- plosions. Striking Bridges. Other Causes. Totals. 1 ■6 3 3 3 'a i— i •55 * 3 — "a h- 1 1 T3 _3 'c 1— 1 . ; T3 § i -1 SO h- 1 t5 •d £ 'c 1— 1 TJ 'c 1— 1 *d T3 O s- p a 3 T3 0) u S *C B 1 1 1 2 2 1 2 5 ,..2} ..-../ 31 4 J i) i) 38 I 9 J 11 ) 62 ^ 17 J 24 83^ 180 \ 55 J 1} 1 -i} 1 102^| 356 ] 36 J 2 1 1 1 1 3 2 1 3 2 •• 16 7 1 1 3 4 7 1 12 1 34 7 1 -, 1 1 4 2 2 1 1 1 1 28 3 1 8 2 6 15 '"8 59 69 6 3 13 2 8 15 1 16 15 29 3 1 i' "'2 7 8 3 7 1 12 5 3 7 3 6 8 6 6 2 .... 21 1 1 41 27 9 3 18 41 2 16 24 1 5 34 1 1 5 2 to 9 13 " 1 11 1" 2 1 2 .... 24 139 22 1 2 4 40 93 13 .... 1 1 1 3 50 34 12 2 "2 27 "*2 47 2 12 54 3 44 9 1 12 27 2 2 3 9 7 15 ?) 2 1 " 2' 2 li. 9 17 1 1 is 2 Ifl 1 1 1 ■Mi "1 2 1 9 3 2 " 3 2 1 1 « 4 2 11 2/ 3 3 3 J 1 3 2 1 1 2 •>■> *>S 1 2 1 ■'1 1 1 1 2 2 1 1 SJtl "7 1 •>s ■M, 3 '!H 5 2 1 1 1 1 ■;i 1 1 1 32 t: 78 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 8. — Summary of Accidents for the Name of Railway. Passengers, Mileage. Employees or Others. 34 Quebec & Lake St. John 35 Quebec Ry., Light & Power Co. (Mont- morency Div. ) 36 Quebec Southern 37 Red Mountain 38 Stanstead, Shefford & Chambly. . . . 39 St. Clair Tunnel Co 40 St. Lawrence & Adirondack 41 Sydney & Louisburg 42 Teuiiskaming & Northern Ontario . 43 Temiscouata 44 Thousand Islands 45 Toronto, Hamilton & Buffalo 4fi Victoria, Vancouver & Eastern .... 47 Vancouver, Westminster & Yukon. 244 ' 00 30 143 9 43 2 54 53 113 113 6 83 45 14 / Passengers . I Employees. / Passengers . I Employees. Employees. . Employees. . . ( Passengers . < Employees. I Others Employees. . . /Passengers. I Employees . (Employees. "I Others ( Employees . \ Others ... J Passengers . [ Employees Employees. . . f Passengers . I Employees . Employees. . . / Passengers . (.Employees. Jumping Fell from™ ?r off Cars or Trams or E^-- wnenin8 motion. M 19 M 205 33 At work on or near Track making up Trains. 159 13 52 RAILWAY STATISTICS 79 SESSIONAL PAPER No. 20b Year ended June 30, 1906 — Concluded. 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, standing, lying or being on Track. Ex- plosions. Striking Bridges. Other Causes. Totals. 1 s ■-. "a • 1 13 ■6 u "a I— i -d 0 'c s 1— 1 1 T3 CI U "c 1— 1 3} Si "a t— i "d Oi 'c h- 1 1 1 s H- 1 - S 1 1 2 i 4/ 1\ U 1 14 1} 1 21 2/ 3| .... J" .2} 1) 1/ 1 -3} 6 2) ... 1 i i l i 34 ;r. '?t; 1 8 1 3 37 l l S8 JW 1 1 1 "Y 2 1 2 1 3 40 2 1 2 41 1 1 4li 1 1 4.-1 1 44 1 1 5 45 1 -it; 2 l- 2 i, 1 5 10 128 38 209 50 76 168 108 1 2 12 1 5 26 406 361 1,365 80 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 9. — Statistics of Lines of Railway owned by Coal and Name of Company. Acadia Coal Co., Ltd,. N.S... Location. I. C.R.toSlopes Colliery 2 50^ Branch, Allan Shaft Colliery tc New Glasgow 1 00 | .Sidings 250 \- New Glasgow to Thor- burn 6'00 | Sidings at Thorburn. . . 1 00 | Sidings along route. ... 1 ' 00 J Intercolonial Ltd., N.S. Londonderry Iron Co., Ltd., N.S Dominion Coal Co., Ltd., (Sydney & Louisburg, Ry. ) Coal Mining Co.. Drummond Colliery to Abercrombie Pier. . ._* Branch, Drummond Colliery to Drum- mond Siding, I.C.R. Londonderry to Lon- donderry Station.. . . Branch, East Mint-s to East Mines Station. . Londonderry to West Mines Ore Work- ings Sidings around works at Londonderry Sydney Mines to North Sydney Branch, Sydney No. 1 to Sydney No. 3 Sidings at Sydney Sydney to Louisburg. . N. S. Steel & Coal Co., Ltd., N.S. . N.S. 10 00 I I t'50J 1 250 400 500 3 50 J 500 | 300 f 23-00J 39 30) Branch, main line to Bore Hole 04 Branch, main line to International Mine. . ' 25 Branch, main line to Reserve Mine. ... 2 '30 Branch, main line to Caledonia Mine 1 ' 20 Branch, main line to Hub Mine... 93 Branch, main line to Point in direction of Port Morien 38 Branch, main line to Glace Bay Wharf .. . 100 Branch, main line to Wash Plant.. 54 Branch, main line to Dom. No. 6 Colliery. 5 32 Branch, main line to Mira Quarry '25 Branch, main line to Sydney Coal Yard.. 1'23 Leased, main line to I.C.R. at Sydney.... 125 J Miles. 14 00 10 50 1500 3100 5399 i-3 48^ 4'8i 4'8i 30 4"8£ 4-8£ Miles. 13 00 10 50 1500 3100 bar Miles. 100 Lbs 56 53 99 56 56 40 56&80 80 RAILWAY STATISTICS 81 SESSIONAL PAPER No. 20b Iron Mining Companies for the Year ended June 30, 1906. ex *■< O .-5 .2 ^ '^JS S'J 2 'J -J do dot. Lbs. 50 O* o.Sf S5 cs O o."S B 10 31 di 5 iS.oJ Ft. 22 18 Total Mileage Worked No. of Tons of Coal Carried. 14-00 124.000 23 170 10-50 I 66 340 1527 1500 31-00 53 99 255,377 114,325 (539,077 3,570,115 O 87,540 131,510 1.1 °i o-S — - o"gj d^ 41,498 59,498 10,000 §10,900 43,000 Total No. of Tons of Freight Carried. 134,000 260,337 286,363 229,550 1,059,635 200,846 3,770,961 82 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 9. — Statement of Lines of Railway owned by Coal and Name of Company. Wellington Colliery Co., Ltd Western Fuel Co. , Ltd . Location. Ladysmith to Welling- ) ton Extension 1100 Branch, E. & N. Ry., Ladysmith to wharfs at Ladysmith. . 100 j Sidings.! 100 J Wharves to Harewood Mine. Totals Miles. 13 00 00 144 49 4- 84 4-84 73 e3 Miles. 1300 700 ■&.-S Miles, 143 19 X be fa 1 00 Lbs. 50 to 60 56 '' Connecting Drummond Colliery with Coal Shipping Pier, Pictou Harbour, f Connecting Drummond RAILWAY STATISTICS 83 SESSIONAL PAPER No. 20b Iron Milling Companies for the Year ended June 30, 1906 — Concluded. 30 ti 0 .3= >> 1£ — ■a S No.of Junctions with other Railways. No. of Crossings of other Railways at rail level. X be a "&- . 2| o % <*. j= c be ® 01 > . w be o-n Height, clear head- way, of overhead bridges above rail level. o S o o o . o be a 6 3 a §, i "o 250 £72 Total Mileage Worked No. of Tons of Coal Carried. a 0 t- M O ^j §"E *s ■gg dO | No. of Tons of Iron Carried. No. of Tons of other Freight Carried. Totel No. of Tons of Freight Carried. Lbs. 1 1 6 1 65 Ft. 13-00 700 335,149 160,332 1,653 ir 1,000 336,802 161,332 — 219,050 100,996 8 50 2625 144 49 5,198,375 497,009 6,015,430 Colliery with Intercolonial Railway. § Mostly wood for timbering mines. If Mine stores and timber. 206— K 84 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 bmso Xq jo 'saoisijioQ y 5 o T§~ = £ =2 i : o ■ •o . ►J 3 — ■ O • 8 ; d O a I :' 3 J .§ ; C v. . S | bt * p ' = S.SoO - = Z - RAILWAY STATISTICS 85 SESSIONAL PAPER No. 20b X o «i02 a u o JS.SM 02 a o >©©©©©©t-p©< !OCOONO»OOi l © O i I © N ; « © i-H • > © © > © & ss"3 E i38 3 .8 * C o X O si S o t. 3C5 ££ o 5 c a (- X GO w * 3% sS O 206— 8£ S-gJgtifg -"B-g.9 S<^ o Z^ ® ^ se o> d-o'*3 -91313^ Ssj ■J2,*3 SjirpS g 4 ■3 5**3-^ s« ej O 3 O a •W5Se84>a>l.fc,i.SeS ij pa M £5 CQ C3 PC pa CO o © «>. t~© WSO © so ^ ^ ^ -^ a S E • P > ti c a 0>"C g IS Km o .S« ^ >-. a! Ft 3 & s.s sS >,s«fi3 ^ a sp '8 3 i « 2h J0 CO a >,* 5 -3 *r a « be eS a J .• o >>s- W^ S S? J3 £ "8 c OCS U> 2 7. c « 53 ■£ +J ■a a o a E s c. sS O St a ^s.g m a o »!> .= £- T3 o^; = ^~ a ss-° ^^ © GO **© * **m a _2 «c >- B o 3 £J2 U S o <3 a - m a jjCQ 3 tj' d.d.2 a oS sS c« X OODO zz -1- : z fc - - > a ° O fec'S - ss SS =4^ 3~ « a Cj ^ jo 3 ss O '". _• - ~*.X bo io oc r a « S^^ U O JS o o _ OOOO 2 £-5 s « ? oj -■ s c c — -r o o I « S"S II b| Z a a a o a fci o OOflQ a ® »"2 a • u a c - SM 86 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 o > - c c3 5 /. 0 25 000 © I" IS ) W ^ t^- — <•'. W W — • w *— > W iNiOisoesoccco X©© XO ©_®^lO •SS co* GO irf irf «T cf ©" t-T tjJ" 00" t>* »o ^- 5»csi — to ^h 00 UOO'-rtOKOOJlOeN to ooian © hoe <~ © t- — NO N X M CI r- s e L- OOT o 00 X ^* '3 *; * On, ® § ®«2 & E t^ © °s gS*go - s- D « 2 c > ^ 0-a1 B 1 f la ■Mtt * e S •e*£S E a-n 5 Sri * c g-E' OJ.S qj-a .2 jj --TJ g ^E 2 - 00 S - : s — ;s s. c s 1*3 E 5 = -~.£: O -TO » £ . . to -y i 1, OD a > o u > O -, o i-oO '_ _ » £ o.S >> fc«.S SQj £ 0-5 G.£' - O ~ a O CS ©^^ CC ^ g£ *?£ Ski c PQ G-s- 5».S •3.S g ^oa 5 >.£ -^ 5 c5 RAILWAY STATISTICS 87 SESSIONAL PAPER No. 20b ooo^ooooooooooooo CCOOOOOOOOCOOOOOOiO ©©© © © © SOPOOOOOOOOQtOIONi' Of X3 0^l»iftC0N:i0KH cn -r n © © o r> ^ *r x © i— t— i~ o >-^co to © -f © —. ic © ci i-i co ci co -r co © © © CO f-H .— i-H CO — < — COr-liH HSJH i-H 00 CO !•-© CO OSO'Csf l-r-l © i- -r 0! ^ "^ ~ iONXOO'CCO I O « N O O lO iO i © t^lO © CM © CO © CO ©~od > © © > © © > © © .-i .-i ci w co © »o © -t> © CI © © © © © -r ■7) -^ ^ :8S© <-l *»< ©CO © © co os © -r © c -1" © © CO !M -r s ° o» 1*2 c3 1^ 2 g 't8^H u a. g£ O iQ -O S 8^ ffl s - - _=: , ) o o iO s ' ~ - 2 ° .O J* O -ci cs «0 3 o £ g ^5wS^^^u2^ « i l 5 5 b ~~ ■— — — 5 k E j; ft *S >oooc — va 1 ; : : tX O s ft _ o £ S oO-c I. J >>2 s o 53 ? ~ ^ ^ ^ *■■* ,3 -C ns a ■/ -- (.era1"* a a 2 °o cr i - S"3 tf '■*,£ £ .2 .2 C s-— — cZ *3*j« « o£ so o fc3fl g S E . li o o o o % t; ii $ v m g ^ JS ^ ^ M w ^ i © a) a) "C = 3 3 S = ;s a| §■ «.= "3 a> C c c 6c cS C cS « -h a r-< SB I flO u : cs^S * * fe ^ « o "S &> J£ _ DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 .r-=TJ ■~rJi a X, r, ° g u ■f- = C a a > o ■r. >. cS P3 H OOOOOOOOOOOOOOO eoooofoooooooo ooooooooosoooooooooos ooooooococooooooooooo loooo-ooooooaia -. 0O-ft^f-iOi--OOC^CC w t© » oo oo ©_ » oc^ oc o ©_ c; ro to" e> • a aT co" -»•' ■* oo c^f o o cc* oo" : © i.- i-Nf XrtKX?!KrrtOt-Or 3 £ ® S *5 be >>* 5 a S.2 --: _; _i ^- r / ® 3 2& 2 o 11— H » — * S _~ a. a> 3T3 £ O >-/«; 02 MCI CO * fa o j3_? 5JE: > - " ' -O S - c- = - r si) Xr Soo 2>S3C ?5MfSo - aj . > a> as 9 ■ga ■ ■s a 2 Vfiin h * a o«aoo©ooopo©ooo50 OCOOOOOOOOOOOCOOOlO© OOOOCD-*lOO(NO!MOOOOOOOO©OOi?aOOQCC ©©©©coio©©©©»io©©co©©©©©©©ci©©©m QI'ONScehTHlOHOOSONlOO CO i-h CC^O O 55 O^O NiONONON'.O co" os' c.OiOW,"ffl05lOin WNfflOXMSt»00r.»IXISlNH tHNHSMH CO » o t- a a < .2 : c 1 :•! aS .'S ■*"•£• ea « js _ ^ 2 si5 i ; :- — £ 5 SB'S. ■■gjg d c« SPQ 33 o 1 .9 o s I - r t S-4 S §1p 02 " a ^ '— 2 "~ ' - be £ 5 C3 i * be 5 >.— ." £ H 04 _S^0H ' - ® r-\ s z c.2 .-< : ?! >,= be ^ - i.S « e8 O £ c8 - 2 ■3 9 c ad S cj e3 3 e c e &» •s t- c _c c< C o 3 J5 — £§211 «■ 9 — "S53 ^65 :» ^ c ? 5 &C.S - -£'S * -53 3 «- •sco s*a r-s DOS x - SPh 50 IS DB o — * a ais.s - - — n r\ 1 ^: ■ — M O •C'O'C'c -3 — « ^— ' ^15 Sa5 S5 o o' >>2 0 § 2 c 2 § J PQpqocSOQwMiH g) S (S h _, ^ o3 cc S» T > > o-.a o 5 § -g -g 3 £ S.£ 'lo'S - -".So — — — sat 90 DEPARTMENT OF RAILWAYS AXD CANALS 6-7 EDWARD VII. , A. 1907 o r. * '— • © - -t r. c 8 K = '2_ m 300,000 Total. X x : © i- X Boqub. 17,433 60 260,000- 00 2,533,000 00 1,076,128 1 1 727,000 00 806,045 60 111.000 Oil g — 362,260 00 210,000 00 92,000 00 165,000 00 18,680 00 L6.200 "(i 96,000 oo 180,000 00 139,000 00 107,500 00 230,000 00 413,000 00 41,950 00 9,000 00 135,000 00 76,000 00 575,000 00 99,708 90 45,000 00 250,000 00 l 15,600 00 5,181 81 880,000 00 21,000 00 13,920 00 Z' ft ~ • 8 ■2 « ~- 1- ^ s. ° - - — _ - = " _ £ ■ ri - - — > 0 — - - * - 3 ►a I a c ll - B • a ~ - & — 2 O e £ C — C r z :- = _: _£ E g i io^ 7 £ • 0 "r V 2 5 C S 6 « SO 0 OH - _ gw - z s §32 g.g .- is ~ ■- r. ~ - . 3D* v g fc-gO * a O • 8 _ fit £ § LrHrfi-g01 33mm66w£Je 2 a >^ g »fii iS PQ a 8 8ji i; i; o ig ■s b "--'_! r^x = « 43 43* 43 43 43 y. y. z*~— x 020200 tn RAILWAY STATISTICS 91 SESSIONAL PAPER No. 20b '£> i-l §8; © IC O © © © © © CI X © o o o ©?0©©© ©©©31© ©©©-*< OSSOOOOONHOCOl- S© © © © © © © ^h © © o © © i'KIMOOeOONt'OOH i-H CI -^ J5 2 8 ' S ' g 5 h ® 0 S DO 5SI X u 33 d 1) >., >, ,.2.e"M rt = •-—- a o k 9 2^ O 2 5 g 3 £ P3 Q « g > js ^°1 9 i .3. O te O _- *s ■ _ 5 5: So 3 O 5-g w 6 8 «■< &. -. Ho s>-a§u ! 9 "OS d - <5§*=-g = — C — P s ■£ "S - o g 5 > r- c a 0*0 - c9 Saoc bo; (N.8 o •" O O' 3 o5 da •£ SS^^S 3 o u •-» owwi^ljiT^: "3 o 92 DEPART ME XT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 CO CO ca o o :- «5 "3 S 3 — C «3 n o o '3 - - - a eg jo .- _~-C Sec § -2-SM §§ © © © © © © CC ©©©©©©©© © © © © © © -f ©©©©©©©© ©©©©©©© I©©©©©©©© 8© © = o s -r OOQQ555c lO © © © © -rf ®^©_©_© ©^© © ©^ ©"^©"id'is'o'irf ©'i-To'irroo ©~-*"irf WH t- © ©_ ©^ ©_ © © ©_ o ©* ©" o ifT o irf io t>T © © © ©'©"©" ■ eg - 5 2 s — s is - 5 SO 1=5 1 3.8,!- p"S § 5 so ill 5£q DC :r J: - jz 3a ® « = t .^ — 5 s - ? O 71 — 7 t» « c D.M So* o «-? -:->^ «h3 be >■ 3 s "Sac ■g-gfe-s •• - z - TiO »C d - ^C— - -/. > y ^< "eg - = D p 5> P cfl : ^ s » s > ^ = ^7 JxFh Q < £h *5 .c ^ St: .'r s> i--7 = c~ ' G = s — ^ ~ £ s _;: ~ £ > ^ > ~ [p.* »1x'Q o o o o o o >>^K-^ q=h rHf-cH-y: S =3 ^ MOO RAILWAY STATISTICS 93 SESSIONAL PAPER No. 20b © © © © © 5 © © © © ©©©© © ©© © ©o©©©©©©©©©© ©©©©©©©©©©©© © ©©© © © © ©©©©©©© ©©© © ©© © © © © © © r © ©o© © ©© © © © © © © © c © © © © © © © © © © ©„** 30 © O 10,000 2,500 21,000 60,000 a©©©©©©©©©©© ©©©©©©©©©CO© © ©©__©_© © <©©_© © © ©_ ©" o cT io" ©"©" ©~ ©*©"©" io ©" OMHNNiniOCOWHHN C<| ri _ c^ ©©©©©©© © © © c © © © O^OlOO © © Iff ©~ 5CT ©" r-T r-i" rt"" lOMHNHHH © ©© © © © © © © © © © c ® © © © © © © © © © © © © © C ©_©_© o ©_© © © © © © © o — io©~©" ©" loirf" ©" ©"© © in ©"©iq 7-1 r-l T-l * >M C-l CO «1>rt-r-K:i *c • eS • i : c o ! ■X3 ■ » ■ to . c8 ■ J£ • 31 '. J> a : d > . . 03 . • • W ■ ; ; d : ■ ..*:. : : J : .9 • o : : : c • • • 3 ^ ■ a ■ eS :m ■ s •'So ' Sn • o 8 a. : r r : ; ; : ...... 1 fl OJ < o r = = = O O "_ :_ ® oB -^ V si ■ - *c t- 5 3 be OS _ _ ic-2 o~ -^t s 3 :~= = E-1 — g 3 ffl , -g 60 « DC * £* a 3 c3 ° - c-0 S£ fl'ST 4)JDT3 ■ ■a-5 js o o 32 «- o £ o _J ! B S§ ' c3 u — ■ 2J2S psp^ - = 2~«S *T?5 i o «~ o »e * 5 "3 60 H l> H C >>£.a .a - > c me, ^ a HH HH - ej 1)^»,« ' o o.2 a. aj-t a.-1 — car.a-^.r-^..- rt- tc te x /; a a a ? s E -_ is ^ o o E-EH 94 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII.. A. 1907 £ u Z Z o .2-8-g ■- re s 2 js o J«k * 52 Co S r-i"©* ^ .,■ oooooooooogoo © © © © © © © © ^ ©©©©©©©©©C©©© © © © © © © © © 111! § © in •" is otT ©©©©©©©©©©©©© re© 8©©©©©©©=©©©© i ©o© ©©©©©5© = ©©©© i ©is© o ^H CO o;s;o © © © © - © © © © © COW* lC* 01 CO* © 3 © ©o © §si © CO* CO* .- CO < - s SP * Id eiO £ 3 •T2 H . . - -o csoj — — - -< 0 SB to B s c*^ - B"fi C v ~ "r: ~ Z . 2 g g |2 b S »S« &►§ I "" - - Er = a C C S ? S S c o £ - HHHEh § 11- j > > > 0 0 C 0 HHHEh r. - - g<3* Oca „_, o 0 - >. i H«g pq ^ — OH >£ "2 o S ■ ■ •■■ s c ' * tgSaS - £ * c, ,« o 5f > - >>~ o o.^*= HOO> RAILWAY STATISTICS 96 SESSIONAL PAPER No. 20b 8©©©©©©©©©©©© ocoocoooooo© CCC.tl-'I'NOI _> © o © © o © rtoot--*opa.-*pooQQgc !>. (7^35 OOOI-lO in MSO^O CO Cfi-T ©"■*' NNO"«»f©''o''xo' 3!H[i)l!5HNN »- CM O© ! 8©©©©©©©©©© ©©=©©©©©©© © © ©©©©®lO©©lO © m" ©" ©" i a © in of tC e-f w (MHHH — i-H Sooo ©© © §©©o icf©'© o lOHtMlOO f P '3 = - a "> * p'E EL6"! -2J H 0 1) 03 a. 1^ c ^ : •ro-; 5 • ■S : 8*^ =« ■ so ■ » F/S c.5. d Da o 5 3 w E-<2 ■IOC - » >> 3 bo~ J>c5 c e o o * o "o s- 1' +-* /- « • >. u 3 O • £> ^2^ bs. d be -a ^s »*-• _ ,c j > s 6.2- "o.S- So" bi W o - - - - u >. > • - o OH : be£ 3 r o .2- = be - 2 g F = be £,3 »' ^beg > -SJ!>Kod .S o*o C r 1 II ^ '73 O We f2 £ E- E- 96 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 .2 o' S x> ± eg P3 c g 5= S 2 a fcX < H CO 8 8 ©©©©>©©©< ©©©©©© © _>©©©©©© © >©©©©©©© © O-7 © © © © © © © © © © i~© © © omowoas © a ■— (S M e 0 > O 2*§j 1 43" 3 o O O H I? . >>5 5 5 £ «*- F* ~ ^ P4 » O ZZ, cAh " OJ " 90 Si » G G G G » G G > > > > — j; i o 3 o o-p o o HHHH>HH 5 * o o OH RAILWAY STATISTICS 97 SESSIONAL PAPER No. 20b oo 5 o g oo o oo oo ION ift 00 ^H CO © o o o go o o ©__©_lO 10 o~io cnT 8 8 SS 8 '§! -> a in ^! q if g H £ r ■3rt 2 fi _cr3 3 ~ -" i ^- - w S ;h « tcffi' .3 B 0>» < «-. - -a >« O ■5' «J « ££ 5 = -5 : <— H5 s c O H 5 | o| .26 o-- fcHO 11 j= o 60 .So. W 3 <«-. B «- o.s c at« & lS*o IS DO tf! SB B o c c SttSffl Him C/2 <3 P 02 CC H M »2 s* OH S5a H .3" - c g-B of3 O .- O H>H O H co - - - - 98 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 — '3 'e J* '3 - - u SO 5- 71 • X O — 4^ «■ X 5 = 0 ■3 « =.2 "E «8 X § ¥? S.C B03U S Q M m o s O 2 § o Q 91= t~ © is c .-- © © © © o© ©©©©©©©©©©©©©©©e ©©©©©©'©©©©©©©©©© ©©©©©©©©©©©©©©©© ©©©©©©©©©©©©©=©© © © © ©_ ©^ ©^ ©^ © ©^ ©^ ©_ © ©_ ©_ © ©_ ©ib"io ©*> • g >> n « • -*?- X c . £s : gPM ■§H • M :|1 O -.48 ■SO S s "3.S £ cs 5; s> a3 "Soo*. - : OC-S n ? ;0 * g c cgp3^ £ £ s s - -"s a. C 5 C sw o E- Eh ZZ-** o-e'r- 2 H OOHE- ;:- o ■13,2 §= i .-So - - c OE- OH ;&hJ2 q .Sfe °: ^ c.s* S «•£ 111 o £ s s «-. * O H w RA IL WA Y ST A TISTICS 99 SESSIONAL PAPER No. 20b 47,000 00 682,000 00 25,000 00 222,094 93 © X CO T X © c ©" --1 40,500 00 20,000 00 10,000 00 20,000 00 ss I2 © © ©~N ©©©©©©©©©©©©©©©c© ©©©©©©©©©©©©©©©©© ©©©©©©©©©©©©©©© - © © © © © © © .© © 5 © © © o © © © © ©©©©©©©©©© ©^© © ©__© © ©^ ©"©"©"©"©" io i n x ©" in i a" ©"©" x~ ©" x* x* rt^» • e3 00 •TS : a :H : 5 £ O to 4, S £ > eS S » P^pL,,* r o • '-£ ^ c ; . . ^?: : .2 -2 ' : •s >> . . 5 ■ : : so fa 3 & (C 3 ley (in Atlantic & Lake 8? SC." isa.H •C -T-) DC Sj .S c OS C3 "S^P-* >.2 a e8 3 g o o £^ -°^3 o.U at hi O M M.2|£ >Ph-C cy = S &»S>,g sg^s ~=: k 5-? ■ wJs3 CJ a aJS, S J 5 e "5. .2 « cj * J2 S ° tP % •E S 6 fcEdfcfcP-iffi Ph > ^ 206—9 100 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 S 8 5§ — Si '5 P3 r X s ^ u © : © — • 2 © © S 8 © © © © tS «& 8 id ©" id •n *M - H m o © © © © 8 ss © © © © .— — ■D o © ©© © © — © J- CO © © ©© © c © © .. © © = © 33 aq y. © »rt io o id id d ic © ?j ©© © © ©© © © o o o S ©_© ! ©_©__©© ©'o ~ri7-i\:in $ - - -O 0 -^ Q fc , c Id © © © © © © © © © © © © ■M ^-1 f I | V o *• t- ^ O 5jj ■> I •* '■ > * £&■* 5 .2 *'3 § E-*3 S3.. a. o J ° CD CD I3 © © © © i © 00 X © © efi— 'of r-Ted : « HO O O MS o« S H H § .3,0 cdT5 o S-c.s c H- - a u dge Lake St. John intreal, Ottawa and Oc = - = = = = = = = = cS*U e8 " cS ^-, 3 - Ph c3 «8 d cS t- go S 1 C C o a£ 0<5 +3 a o <5 2 <3 Hh 0? MS 0) 3) B 3 CO1 3 « -1 5< «. 'S 1*8, ■s '3.2' -- a. S . £ 2 & 5 §PQ °H 00 O &? Q r-.lnC-i U 20ft— 9i X ? 3 o o oq -g ■ £ a S £ 5 a J5.5 4/ x, JS MS ■§ go u o-si , o -» - /- tl — > - Soo » «5.a £f "OT3 ea !«! 05 0 P" ^ =- = k-£"2 2 9 a; . H OOHO C 0720>£ >r.Tj-7. 0/ a s s a s 0 o ° 2 U S -. * 1? V H a PQcOP* Jjh 9 «o ti ^ *o £ 3£ oo 0 a o o - : 1 St >> — a - a |S 3 ^ U E- OH 102 DEPARTMENT OF RAILWAYS ANP CANALS 6-7 EDWARD VII., A. 1907 § o o _ © s 8 © © c © o to ■-11: & o -5 :©o 8 .© © .© © -i> ■ © © t~ • ©© © . ia o CC .W a o ffi 0> c3 fl x a 3 S O ej — fl'3fi4 3=3P5 CO "5 _ 1 1 O » □ - •3 • j» c ■ c9 Q t! > a *» So*3© as - 0 - 95 a > Z 3J2 — ^ 5 HOW '2 ,8 I B'S "o * £ >> ■~X c3 ^ - -i- SphSW .ti.S'Srt = £.o~ «2fe otS 3 £ ^Mffi "o be " 5* O O J H SmEh O RAILWAY STATISTICS 103 SESSIONAL PAPER No. 20b © © 28 © c 5 © o © *3 o ►1 no ■» '■S 2 6 -J 1^ 2 is - o o — O '/ 33 03 •ft Ml ■* I"5 o . a> S w rf x c £ = © "f Tf« © © . ©©©©©© © © © © | © © © < ©"om"© o«no O S 55 o _ be : . SO^ w - , 1 n « 0 O ta a ^d sd I] >> OS a 0) = o s = = = = o> T3 D 3 «s.s >> a> • SO c G = O ill zocn S*S"S °^« ?ac "p.'E B @ fi S 3 s te t- ? •- 3 o o o "; * o* o HOO ^WHkHO ■sSStC : « '3 •J ' 2 ■ J .a J - — H fe-a 1^ si's «-• ~ ° ° fl S fi . "S o o o OOHH £ 5 5.S o i ,0^-: r O O OH 55t> o IU o & >-. -2 S3 -_ to I i a o |- -•- § 'S 0 3 ~^ fr- iz! H a a < 32 9 xr. XHoono o«ei- t- i— © *r © cm ci i-i > © © M . © C -. OS SO P5 CO is i-H S"3fi -gas « ~ X - X i © 00 © l> t- t~ © 35 © CO --Z SO 3". rH •O O X M r- r- « »5t-C»i-iCi © r-1 XOiOOCSO ©" of r-T cc its' cm" irf" ■3.2 » 2 3 O i-Ts^T -3-1° 's I"? > B* 6-7 EDWARD VII. SESSIONAL PAPER No. 20b A. 190/ ELECTRIC RAILWAY STATISTICS OF THE DOMINION OF CANADA YEAR END KB JUNE 30, 1906 (From Sworn rut urns Jumished by the several Railway Companies) RAILWAY STATISTICS 109 SESSIONAL PAPER No. 20b Summary of Tables of Electric Railways for the years ended June 30, 1905, and June 30, 1906. Miles of railway completed (track laid ) sidings .... iron rails in main line steel ii H n ii double track Capital paid (including the three following items) Government (Dominion and Provincial) bonuses paid Municipal aid paid ' Miles in operation Gross earnings Working expenses Net earnings Passengers carried Freight carried (tons) Car mileage Passengers killed Number of highway crossings at rail-level with watchman H M •! without ii ii overhead bridges highway crossings over railway. . . ■ i M farm crossings ii highway crossings under railway H farm ■■ h ii level crossings of other railways M junctions with other railways ii ii branch lines ii power houses (steam power) owned .1 ii ii hired ii n (water power) owned .1 n H hired ■i passenger cars (motor) owned . . ii ii ii hired n (trailers) owned n n hired n official cars owned ii ii hired ii locomotives owned ' •i ii hired baggage, mail and express cars owned n H n hired ii cattle and box freight cars owned • i ii n H hired platform cars owned .i '• hired tool cars owned • i ii hired •i snow ploughs owned .. ii hired ii snow sweepers owned ii hired. .1 othrr rolling stock owned .Comparative Statement. June 30, 1905. June 30, 1906 61 9 5, 3 203 15 793 35 25 768 186 033,321 60,800 173,000 793 357,125 918,194 438,931 467,317 510,350 959,101 30 10 273 26 9 2 117 46 11 38 10 3 2,278 260 3 12 "l3 814 45 3 811 195 (53,857,970 60,800 173,000 814 10,966,872 6,675,038 4,291,834 237,655,074 506,024 50,618,836 12 14 288 28 9 2 124 46 13 41 12 3 2,389 266 ...„ "ii 15 26' 80' 13' 43 89' •21 " Includes 2 conductor's vans, 3 coal and dump ears and 16 refrigerator cars. 110 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 Total Fatal Accidents for Year ended June 30, 1906. Falling from cars or engines Jumping on or off trains in motion At work on near the track making up trains Putting heads or arms out of windows , Coupling cars Collisions, or by trains thrown from track Struck by engines or cars on highway crossings Walking, standing, lying, sitting or being on track Explosions Striking bridges Other causes Passengers Killed. Employees Killed. Total killed. Others Total Killed. Killed. 1 19 12 ML' 2 23 15 47 ELECTRIC RAILWAYS. Mileage in Provinces for the Year endint; June 30, 1906. Miles. Ontario 441 Quebec 198 16 53 32 72 New Brunswick . Nova Scotia Manitoba British Columbia . 28 34 50 62 00 00 Total 813 74 SESSIONAL PAPER No. 20b RAILWAY STATISTICS 111 '1 © ^ © — » 1 o . .2 a u > "S 0 O o d a So 60 m si g 60?! SB cj,^ . 0) OT3 ? . 3 ? O 3 O MS .S Si so o-s 1=5 o ID M u 09 o £ h ,o -fa S'd 1—1 a) Of o o g s Q I'd Is ■3 * o m "o i* dO In u O o 3 §s 0 o fi 0> ft QQ S- c3 o s . E-ITJ r <» °§ o o ft CD .a 6c 3 O S & O 3 - COT! . a> °t o o ft 03 02 O <« a °. & o o ft ti CD a 1 Remarks. 1 3 5 2 1 2 1 1 1 1 1 1 1 1 3 i 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 4 4 1 1 2 2 1 1 1 1 1 *Hired from Brantford Street Rv. 1 -i 3 1 4 11 1 *Power supplied by Cataract Power 1 1 2 2 1 2 3 1 3 25 4 Co. 2 1 1 "l 1 ' 1 5 17 2 2 1 1 3 16 3 2 .... *Power bought. ... 2 2 15 ' 3 1 2 *Power hired. 1 2 1 3 8 1 3 •1 *Salt ear. .... 2 . . . .! 4 1 1 *Power hired. 2 1 2 6 2 1 1 3 1 1 3 1 "is" i 3 1 1 2 1 5 1 1 4 4 3 1 i 11 15 20 Hi 80 1 3 2 13 43 89 114 DEPART.)! EXT OF RAILWAYS AND <'A\ I/.n 6-7 EDWARD VII.. A. 1907 No. 3. — Summary Statement of Characteristics of Name of Electric Railway. Length of Line. C Berlin and Waterloo 3 12 1 Leased line — Berlin & Bridgeport 2 '40 / 2 Brantford Street 3 British Columbia 4 Cape Breton 5 Cornwall Street 6 Egerton Tramway Co., N.S 7 1 Gait, Preston and Hespeler 9 00\ I Leased Line, Preston to Berlin . . 7 00 J 8 Grand Valley (Brantford to Paris) 9Guelph Radial 10 Halifax Tramway 11 Hamilton and Dundas 12 Hamilton, Grimsby and Beams ville. . . . 13 1 Hamilton Radial 14 Hamilton Street 15 Hull 16 International Transit Co., (SaultSte. Marie) 17 Kingston, Portsmouth and Cataraqui 18 Levis County 19 London Street 20 Montreal Park and Island 21 Montreal Street 22 Montreal Terminal 23 Nelsi .n Tramway, B.C .... 24 Niagara Palls, Park and River 25 Niagara, St. Catharines and Toronto 26 Niagara Falls, Wesley Park and Clifton. . . 27 Oshawa 28 Ottawa 29 Peterborough Radial 30 Port Arthur Street 31 Port Dalhousie, St. Catharines and Thorold 32 Quebec Railway, Light and Power Co. (Citadel Division) 33 Quebec Railway, Light and Power Co. (Montmorency Division) 34 Sandwich, Windsor and Amherstburg 35 Sarnia 36 Sherbrooke Street 37 South-western Traction Co 38 St. John, N.B 39 St. Stephen, N. B tost, Thomas, Ont 41 Sydney and Glace Bay 12 Toronto Street 13 Toronto Suburban 4 1 Toronto and York Radial 15 Winnipeg Street 16 Woodstock, Thames Valley and Ingersoll.. 47 Yarmouth Street Totals 5 52 S"5 O 3 ° £ a 'e8 « C o 813 74 !iii 90 5 52 3 00 7 00 69-00 12 73 6-00 7 96! 16.00 23 25 000 12 13 7 25 22 00 24 50 22 00 14 50 3 30 8 00 10 25 33 25 37 99 6710 19 28I 3 00' 11-85 1994 450 8 02 22 87 (500 9 00 8 17 17'22 25 00 25 18 700 7'00 2000 13 50 ' 7 50 L880 48 65 906 37 9' 32 00 11-50 2 00 810 74 33 •64 2 001 200 26 i,:; 203 912 1-50 25 ■89 600 •56 5 I 700, 6 no Weight Der Yard. — c Lbs 1-58 OK 33 12 4 ■ I 12 . 44 93 95 64 4S 194 55 Lbs. 45-6.". 2641) 5612400 25-70|2640 6IH1750 56 .... 602640 56 2112 56 2400 56 2641 1 60 & 80'2690 6012600 56 & 65.2347 80 2600 60 2640 56 2640 802640 56 & 60 2600 60 2640 56 73 2640 56 2640 56-96 2640 56-80 2640 45 & 60 '2640 56 2640 so 2640 60 2640 64 2640 52-80;2630 602112 42 & 56 2640 50 2640 56 & 72 2640 56&70'2640 (JO & 85 '1800 45-66:2112 6012000 60 '2200 74 2464 65 1700 60 2610 7:; 90 L760 56 & 72 2112 56 56 7o 56 & 65 45 2650 2000 2100 2112 RA1LWA Y STATISTICS 115 SESSIONAL PAPER No. 20b Floads. Sic, for the Year ended 30th June, 1906 Nature of Rail Fastening. Fish plates. Fish plates Fish plates and angle bars. Fish plates Fish plates and bolts Angle Iron Straight ties Atlas joints Fish plates and bolts.. . Splice bars, bolts and nuts. Angle bars Fish plates and angle bars. Angle bars Fish plates No. of Highway cros'gs at rail level. Bonanza joints Anale bars Six bolt angle bars Angle and splice bars Fish plates and bars ... Fish plates Angle joints Fish plates Angle bar plates Continuous rail joint Continuous rail joint Angle bars Fish plates and angle bars. Angle bars Fish plates Continuous rail joint Fish plates. Angle plates Aug]'' bars and bolts . Not given Angle iron Fish plates ... Angle bars and plates Angle bars Fish plates. ) I 3>\ rl K ■c *o > s- =-\ eS D I a ai— re 25 Ft. in 140 16-00 29-00 1 1&22 220 170 2 250 13 0 d s i « 1-3 0 o 0 no o g 22-0 288 28 ... . 9 124 Ft. 50 50 50 27 63 50 37 72 75 45 40 38 127 105 40 193 50 35 O (S 211 150 253 630 327 100 264 264 260 7 581 158 211 158 370 264 20 1000 46 580 37 320 50i 264 in 13 40 45 60 115 50 50 80 35 50 30 50 35 42 33 127 58 40 35 65 31 50 50 633 422 633 300 182 100 211 422 208 22 150 752 1433 203 730 264 475 8' 264 412 455 4 290 50 O 8i 8j M 84 8* 84 •84 84 9 10 11 12 13 14 15 16 17 is 19 20i 21 22 [23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 11 42 13 44 15 16 17 Remarks. 116 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 4. — Summary Statement of the Operations of the Berlin and Waterloo. 3 12) Leased Line— Berlin and Bridgeport. . 2 40/ Brantford Street British Columbia Cape Breton Cornwall Street Egerton Tramway Co., Ltd Gait, Preston and Hespeler 9 001 . Leased Line — Preston to Berlin 7 00/ Grand Valley, (Brantford to Paris) 9 Guelph Radial 10 Halifax Tramway 11 Hamilton and Dundas 12 Hamilton, Grimsby and Beamsville. . . 13 Hamilton Radial 14 Hamilton Street 15 Hull.... 16 International Transit Co. (Sault Ste. Marie) — 17 Kingston, Portsmouth and Cataraqui 18 Levis County 19 London Street . . .' 20 'Montreal, Park and Island 21 Montreal Street 22 Montreal Terminal 23 Nelson Tramway Co., B.C 24 Niagara Falls, Park and River 25 Niagara, St. Catharines and Toronto 26 Niagara Falls, Wesley Park and Clifton 27 Oshawa 28 Ottawa 29 Peterborough Radial 30 Port Arthur Street 31 Port Dalhousie, St. Catharines and Thorold.. . . 1 tehee Ry., Light and Power Co. (Citadel Div.) 33 ■■ n ,• (Montmorency Div.) v>4 Sandwich, Windsor and Amherstburg . . . 35 Sarnia 36 Sherbrooke Street lUtb-Weetern Traction Co. John, N.B 39 St. Stephen, N.B in St. Thomaa Street II Sydney and Glace Bay 42 Toronto Street ■i'.\ Toronto Suburban U Toronto and York Radial 45 Winnipeg Street 46 I Woodstock, Thames Valley and Ingersoll 17 Yarmouth Street Totals 109,200 80,400 2,649,577 324,243 188,493 133,503 78,290 2,073 2,500 38,276 17,861 199,531 17,393 141,596 179.464 700,004 93,413 250,000 2h9,522 1,519,816 507,620 291,476 187,200 376,158 1,262,252 807,036 14,062,722 576,357 41,280 368,926 239,586 170,498 31.138 2,810,020 266,485 206,389 1*1,267 1.22o.2:>-l 235,247 532,850 133,476 246,000 6,600 17.250 13,725 243,621 14,557 674,003 183,960 394,200 295.995 13,485,150 176,987 731,458 2,365,974 118,645 90,000 813-74 50,090,3711528,465 109,200 80,400 2,727,867 324,243 188,493 135,576 216,924 141,596 181,964 700,004 93,413 288,276 299,522 1,519,816 525,485 291,476 187,200 376,158 1,262,252 813,636 14,062,722 593,007 41,280 ! 382,651 483,207 I 170,498 I 45,695 2,810,020 265,4*6 208. 3S9 131,2H7 1,220,254 235,247 532,850 133,476 246,000 674,003 183,960 394,200 322,159 13,485,150 176,987 781,609 2,365,974 118,645 90.000 50,618,836 6,938 11,651 13,725 243,621 "H557 235,247 26,164 551,903 RAILWAY STATISTICS 117 SESSIONAL PAPER No. 20b Year and Mileage tor the Year ended June 30, 1906. Total Number of Passengers Carried. Tons of Freight of 2,000 lbs. Handled. (591,106 511,154 12,395,582 1.538,341 314,657 836,307 597,865 257,296 631,861 3,403,747 395,845 454,128 923,879 6,746,361 918,850 1,022,014 735,469 1,344,557 5,291,553 2,585,423 73,555,156 908,288 101,019 1,403,318 ■ 881,171 774,742 14(1,723 10,741, S08 639,777 1,079,250 401,675 5,054,223 994,874 2,053,960 533,217 1,000,000 12,878 2,688,989 601, 686 535,301 2,256,34S 71,944,316 668,206 2,348,364 14,155,360 378,312 203,118 237,655,074 23,387 73,326 12)585 1,600 7,2S5 3,720 Average Rate of Speed of Passenger Cars. Miles per Hour. 24,706 1,776 20,906 74,956 68,625 95,271 84,981 12,900 10 9 12 10 15 6 14 15 15 12 20 8 «.i 10 9 15 8 8 8 9 30 10 8 8 15 8 8 21 12 8 10 26 8 10 14 8 9 20 10 15 Average Rate of Speed of Freight Cars. Miles per* Hour. 506,024 25 7 15 Remarks. 8 9 10 11 12 13 1 J 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 Only operated part of June, 1906 38 39 40 41 42 43 44 45 46 47 206—10 118 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 v(). 5. — Summary Statement of Description of s .a Name ok Electric Railway. 3 1 Flour. Grain. Live Stock. 1 Berlin and Waterloo 3 12"j Least d Line. — Berlin and J- Bridgeport 240 j 5 52 700 69 00 12 73 6 00 796 16 00 23 25 6 00 12-13 7-25 22 00 2450 22 CO 1450 3 80 800 10 25 33 25 37 99 67 10 1928 3 00 11-85 1994 4 50 802 22 87 600 900 817 17 22 25 00 2518 700 7 00 20 00 1350 300 7 ' 50 is 80 48 65 i, 06 37 H7 Barrels. Tons. Bushels. Tons. No. Tons. •' 3 British Colunibia 4 Cornwall Street Egerton Tramway Co., Limited Ualt, Preston and Hespeler.. 9'00"j Leased Line — Preston to > Berlin 7.00J Grand Valley (Brantford to Paris).. . . Guelph Radial . . Halifax Tramway Hamilton, Grimsby and Beamsville. . . Hamilton Radial Hull International Transit Co. (Sault Ste. Kingston, Portsmouth and Cataraqui . fi 7 8 38,200 3,817 83,370 2,492 360 113 9 125 1(1 11 12 13 1,000 28 74 30 14 15 16 2,100 36 497 235 17 18 19 •'H 268 13,549 292 21 Montreal Street Nelson Tramway Co., B.C Niagara Falls Park and River. . Niagara, St. Catharines and Toronto. Niagara Falls, Wesley Park and Clifton •-' 41 24 25 10,400 1,040 28,100 488 15 * 27 2,880 288 67,273 1,850 1,533 613 28 Ottawa Peterborough Radial Port Dalhousie, St. Catharines and Thorold Quebec Railway, Light and Power Quebec Railway, Li^ht and Power Co. (Montmorency Division) Sandwich, Windsor and Amherstburg. Sarnia Sherbrooke Street Southwestern Traction Co. (under construction) St. John, N.B lien N B.. ;n 31 32 33 34 35 36 37 38 39 " ::: 4u 41 12 Toronto Street 44 16 32 00 11 50 200 16 Woodstock, Thames Valley and Inger- BOll 47 2,479 813 74 51,480 5,454 181,843 18,868 1,291 RAILWAY STATISTICS SESSIONAL PAPER No. 20b Freight Carried for the Year ended June 30, 1906. 119 Lumber of all kinds, Ft. B. M. Coal and other Fuel. Manufac- tured Goods. All other Articles. Total Weight Carried. s Remarks. Feet. Tons. Cords. Tons. Tons. Tons. Tons. 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 SO 23,387 23,387 7,684 106,155 1,853 16,158 41,209 73,326 60 5,325 6,775 12,585 1,600 1,600 7,285 3,720 24,706 85,000 87 15 7,140 1,893 3,720 36 L3,525,274 22,491 10 1,776 2,812 1,776 20,906 ' 74,956 68,625 95,271 1,959 1,637 389 3,277,666 275,250 12,127 7,800 1,240 55,913 16,500 6,875 *68,625 68,195 1 Stnne and building material. 3,510,858 6,144 1,253 27,813 16,738 31,535 84,981 40 41 42 43 44 45 46 47 7,000 5,900 12.900 52,521 1,263 55,139 20,780,203 121,280 251,471 506,024 120 DEPARTMENT OF RAILWAYS AND CANALS No. 6. 6-7 EDWARD VII., A. 1907 Sim mary Statement of Earnings Name of Electric Railway. Berlin and Waterloo 3 12 i Leased line — Berlin and Bridgeport. . 2.40/ Brantford Street British Columbia Cape Breton Cornwall Street Egerton Tramway Co., Limited Gait, Preston and Hespeler 9 00 | Leased line — Preston to Berlin .... 7 00 J Grand Valley (Brantford to Paris) Guelph Radial Halifax Tramway Hamilton and Dundas. Hamilton, Grimsby and Beams\ ille Hamilton Radial Hamilton Street. Hull International Transit Co. (Saulr Ste. Marie). . Kingston, Portsmouth and Cataraqni Levis County London Street Montreal Park and Island Montreal Street Montreal Terminal Nelson Tramway Co., B.C. 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 Co. (Cita- del Division) Quebec Railway, Light and Power Co. (Mont- morency Division) Sandwich, Windsor and Amherstbnrg Sarnia Sherbrooki- Street South-western Traction Co St. John. N . B St. Stephen. N.B St. Thomas Street Sydney and ( rlace Bay Toronto Street Toronto Suburban Toronto and York Radial Winnipeg Street Woodstock, Thames Valley and Ingersoll . . . . Yarmouth Street .-Is Mileage. 5 52 mi on 73 on 96 00 IT. oo 13 2:. on 50 00 50 30 oo 25 25 99 lo 28 00 85 94 50 02 87 00 00 17 17 22 on 18 00 oo no .",() no 50 •80 65 or, •97 00 50 oo Passenger Traffic. cts. 28,117 70 22,430 17 (148,680 95 85,2(H 09 14,091 26 : '.7.H10 38 16,816 66 38,594 25,626 151,386 36,032 56,621 S4.00S 264,961 47,736 11,403 25,654 51,036 196,239 202,710 2,932,254 64,580 5,334 131,039 87,881 34,791 7,956 156,197 29,430 1!).72:; 20,805 213,710 66 108,341 77 113,440 47 26,568 10 28,000 00 119,842 52 28,775 35 18,391 78 104,568 38 2. '.mo 1S1 17 28,762 20 L68,618 90 625,863 72 18,915 59 9,063 37 81374 10,438,000 98 288,105 14 Freight Traffic. Mails and Express Freight. cts. 40,743 76 588 34 7,412 84 193 13 40,030 69 1,219 93 1,509 23 2,134 75 15, Ml 2 67 4,430 26 ',800 3:, 716 10 1,535 57 177 60 3,358 76 111,912 08 500 00 14,770 07 50,267 6(1 186 54 851 58 46,727 74 2,294 90 S,030 00 3,927 93 7,011 07 19,178 77 1,345 84 $ cts. 911 77 1,363 25 70 20 210 43 2, 7'.*'. i 11 94 28 ,421 31 573 59 699 Mil 1,173 67 750 00 1,210 16 2,606 04 862 DO 1,257 99 2,000 00 175 66' 35,041 81 RAILWAY STATISTICS 121 SESSIONAL PAPER No. 20b for the Year ending June 30, 1906. A bo i B.s 0 u Other Sources. Total Gross Earnings. Total Net Earnings. bo . c Remarks. lo f„ a a jv « & ^bpx S2 g U% Ph w £ $ cts . $ cts. $ cts . p. c. $ cts. 1,341 25 30,370 78 5.340 86 1 121 28 1 6,552 75 28,982 92 2,979 87 113 36 2 7,517 51 608,305 47 247,787 12 156 25 3 2,131 80 87,994 43 32,802 17 158 27 4 1,701 94 23,416 47 2,271 86 110 12 5 38,103 51 12,975 63 152 28 6 1,444 25 91,090 71 28,559 19 145 42 7 2,347 29 42,161 54 5,169 99 137 30 8 2,897 29 30,032 90 9,412 33 137 15 9 (147 (19 152,034 42 22,044 99 117 21 10 3,351 19 41.612 59 22,497 09 213 44 11 1,695 78 80,551 51 21,015 92 140 28 12 2,867 96 91,880 12 42,672 24 186 31 13 1,700 00 266,661 53 98,343 16 154 17 14 24,992 84 81,229 35 6,465 34 108 15 15 620 42 42,024 37 9,051 84 127 14 16 1,184 35 27,554 98 2,660 04 85 10 17 256 18 52,828 liO 4,489 45 117 14 18 1,271 05 198,861 44 52,434 23 136 15 19 1,241 96 207,311 16 59,624 28 138 25 20 45,013 01 2,977,267 44 1,218,660 64 166 20 21 6,543 56 88,535 92 5,237 82 105 15 22 5,334 00 —6,230 81 69,360 96 46 13 23 8,327 01 154,322 70 181 to 24 1,743 14 140,744 06 49,132 04 153 29 25 34,791 42 19,902 69 234 20 26 1,531 83 58,510 77 17,134 14 141 1 28 27 26,410 65 490,637 67 210,416 04 180 18 28 270 36 29,700 84 5,723 32 124 11 29 2,261 24 51,984 44 19,682 62 160 25 30 20,805 39 214,460 66 0,240 63 66,463 84 44,822 67 180 15 31 145 17 32 9,935 53 119,487 46 160 51 33 5,953 40 121,999 oi 55,241 35 182 22 34 5,295 72 36,653 75 6,118 02 120 27 35 28,000 00 11,015 00 L56 11 36 37 Railway only opened fur traffic, .1 une '06, 400 00 120,242 52 25,669 01 127 18 38 324 05 29,099 40 398 89 101 15 39 404 05 18,795 s:i 2,535 98 112 40 291 64 113,120 OS 51,461 15 183 " 35' 41 15,231 02 2,915,412 19 1,338,6 11 .M 181 21 42 2,045 72 30,807 92 3,836 51 114 17 43 2,084 22 191,881 89 74,277 29 li;:i 24 44 1,263 33 627,127 05 207,733 17 190 26 .45 1,562 70 21,824 13 '.),' 171; 39 184 18 46 3,068 36 12,306 ?:; 2,101 11 121 14 47 205,724 04 10,966,871 97 4,291,834 33 122 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VI!., A. 1907 No. 7. — Summary Statement of Operating Name of Electric Railway. Mileage Berlin and Waterloo 3'12\ Leased line— Berlin and Bridgeport.. 2'40J 2 Brantford Street :i British Columbia 4 Cape Breton 5 Cornwall Street 6 Egerton Tramway Co., Limited 7 ( rait, Preston and Hespeler ... 9 00 | Leased line — Preston to Berlin 7 '00 J 8 Grand Valley (Brantford to Paris) 9 Guelph Radial 10 Halifax Tramway 11 Hamilton and Dundas 12 Hamilton, Grimsby and Beamsville 13 Hamilton Radial 14 Hamilton Street 15 Hull 1C International Transit Co. (Sault Ste. Marie). . 17 Kingston, Portsmouth and Cataraqui 18 Levis County 19 London Street 20 Montreal Park and Island 21 Montreal Street 22 Montreal Terminal 23 Nelson Tramway Co., B.C 24 Niagara Falls Park and River 25 Niagara, St. Catharines and Toronto 26 Niagara Falls, Wesley Park and Clifton 27 Oshawa 28 Ottawa 29 Peterborough Radial 30 | Port Arthur Street 31 Port Dalhousie, St. Catharines and Thorold . . 32 Quebec Railway, Light and Power Co. (Citadel Division) 33 Quebec Railway, Light and Power Co. (Mont- morency Division) :il Sandwich, Windsor and Amherstburg 35 Sarnia , 3d Sherbrooke Street :17 South-western Traction 38 St. John, N.B 39 St. Stephen, N.B M i St, Thomas Street 41 Sydney and Glace Bay 12 Toronto Street 43 Toronto Suburban 1 1 Toronto and York Radial 15 Winnipeg Street 40 Woodstock, Thames Valley and Ingersoll 17 Yarmouth 5 52 16 00 23 25 Maintenance of Way Buildings, &c. Totals si;; 71 Cost of Motive Power. 153 65 12,395 56 31,969 47 2,597 85 2,70(i 68 926 33 11,710 54 1,424 56 33,037 00 1,943 24 5,832 51 4,403 39 6,270 74 12,389 62 2,310 97 2,564 91 7,322 35 11,522 66 16,051 13 172,422 05 5,015 29 25 00 17,902 59 13,694 81 1,732 63 7.003 65 20,177 80 1,650 15 6,103 29 1,894 15 14,465 79 16,401 55 8,563 70 1,590 26 14,405 00 $ ets. 5,205 57 8,732 35 3,108 15 1,814 65 5.307 50 79,549 77 2,083 91 12,289 26 17,285 38 150 00 17,327 97 1,90.) 57 7.617 78 24,658 48 22,093 14 4,088 17 21,028 50 2,802 39 18,800 29 11,36s 42 40,578 os 17,520 75 6,000 00 4,009 53 7,980 38 25,743 92 41,782 31 315,097 65 19,143 15 2,400 00 11,714 69 7,912 03 1,622 72 15,248 87 8,955 95 1,0)00 00 4,717 63 3,006 90 21,997 89 14,663 78 19,134 17 Maintenance of Cars. 730 0Q 16,532 90 6,750 81 902 60 19,009 63 311,233 73 7,746 55 33,433 04 105,142 01 5,199 71 6,301 15 608,767 90 1,242,075 47 $ cts. 2,824 83 41,861 83 3,97-1 04 4,139 67 4,309 30 3,555 96 21,175 10 1,704 10 c.,711 88 5, .SO.", 94 15,700 48 12,703 15 5,169 10 4,908 91 28,036 97 14,121 51 200,579 73 8,925 90 1,771 98 0,401 32 8,007 37 025 51 2,870 12 38,010 90 4,050 23 6,629 09 986 13 8 1,377 07 5,109 26 3,610 08 3,270 25 1,000 00 44,426 75 3,540 84 2,510 20 0,588 15 220,781 82 1,322 11 13,49:: oo 30,951 89 350 01 894,460 53 RAILWAY STATISTICS SESSIONAL PAPER No. 20b Expenses for the Year ended June 30, 1906. 123 ( reneral Cost of and Operating Total. Operating per Remarks. Charges. Car Mile. CD 3 $ cts. $ Cts. Cts. 16,785 87 25,029 92 23 1 13,607 4!) 26,003 05 32 2 ' 376,687 05 450,518 35 16 3 81,292 40 55,192 26 17 4 12,388 69 21,144 61 11 5 12,244 47 25,127 88 18 6 26,162 50 62,531 52 29 7 14,898 41 86,991 55 21 8 11,551 88 20,620 57 11 9 53,548 83 129,989 43 18 10 12,665 11 19,115 50 20 11 28,184 91 59,535 59 20 12 28,132 13 49,207 Q8 16 13 105,768 47 168,318 37 11 14 32,090 19 74,764 01 14 15 19,41(2 46 82,972 53 11 16 23,040 58 30,215 02 12 17 28,127 51 IS, 339 15 13 18 81,123 66 146,427 21 11 19 * 75,731 93 147,686 88 18 20 1,064,507 37 1,758,606 80 12 21 49,613 76 83,298 10 14 22 7,361 88 11,564 81 28 23 48,940 14 84,961 74 22 24 61,997 81 91,612 02 19 25 lo.! (07 84 1 4,888 73 08 26 15,653 99 41,376 63 90 27 207 J i76 98 280,221 63 10 28 16,677 14 23.977 52 09 29 14,851 81 32,301 82 15 30 5,677 52 11,564 76 08 31 27,156 (»7 147,996 82 12 32 38,490 20 74,664 79 32 33 35,450 55 66,758 56 12 34 25,674 32 80,534 83 22 35 850 00 16,985 00 07 36 37 Only operated at the end of dime, 1906. No record of figures 24,880 6J 91,572 61 14 38 15,300 71 28,700 51 15 39 11.032 40 16,259 85 40 27,642 65 01.667 93 19 41 959,202 36 1,576.70,7 68 11 42 12,818 S4 26,971 41 15 43 58,388 64 i 17.0,04 60 15 44 176,01 i 60 329,393 88 14 45 0.648 03 11,847 74 10 46 3,392 43 10,205 59 11 47 3,929,733 74 6,675,037 64 124 DEPARTMENT OF RAILWAYS AND CANALS 6-7 EDWARD VII., A. 1907 No. 8 — Summary of Accidents for Name of Electric Railway. Mileage Passengers, Employes or Others. Fell from Cars. Jumping on or off Cars. 1 At work on or near .rack making up Trains. S 1 T3 ■s 3 i- '= 1— 1 *6 U "2 i— i ■ T3 O h- 1 1 Berlin and Waterloo Street, leas'd line Berlin and Bridgeport British Columbia 3121 2-40/ 09 00 12 73 7-96 900 7 00 600 1213 7-25 22 00 •_'t 50 22'00 14 50 10 25 33 25 37 99 67 10 19 28 { Others . . 25 1 | Passt aj LOthers . 1 2 2 2 3 5 j 5 6 Gait, Preston and Hespeler ....... 1 Leased line — Preston to Berlin. . . 1 Guelph Radial I_< )th^rs ... . "(Others Employees. . . . .... 3 1 2 9 Hamilton and Dundas Street Hamilton, Grimsby and Beams ville. . / Passengers . . ... . 22 1 Ml 1 4 1 3 1 11 Hull I ( >thers i Passengers. . 12 13 :::::. 14 London Street . Montreal Park and Island | Passengers . . 1 20 [Others 10 6 1 318 11 15 ( Passengers . i If. Montreal Terminal 17 18 1 Niagara Falls Park and River Niagara, St. Catharines and Toronto Port Dalhousie, St. Catharines and Quebec Railway, Light and Power | Co. (Montmorency Division) / Sandwich, Windsor and Amh< 11-85 19 94 802 22 87 '.l on 8- 17 25 09 25 18 7 on 1350 18-80 48 65 37 97 32 00 2 19 20 21 2 1 2 3 23 1 | Passengers. 22 l 23 24 25 2 1 26 27 28 Saint John, N.B 29 30 Toronto and York Radial Totals . I'.i 9 l 413 5 31 9 32 1 90 5 872 1 RAILWAY STATISTICS 125 SESSIONAL PAPER No. 20b the Year ended June 30, 1906. Putting arms or heads out of Windows. Coupling Cars. i Collisions or by Cars thrown from Track. Struck by Cars on Highway Crossings. Walking, standing, lying or being on Track. Sti iking Bridges. Other Causes. Totals. S 5 -d u "a t— i 13 JO M 0) 'c 1— 1 T3 s 3 s- 3 t— 1 3 'a h- 1 'c h- 1 Injured. 13 1 1— 1 T3 ® a 1— 1 u ,5 S P 1 3 2 2 1 44^ 11 f 12j ii 21 1 5 2 i} 5 50 121 3/ 1} 2I) 65 J 6) 1/ 318) 11 \ 160 J 5 3\ 2) 6 4 2S) i) ) / 1} l) 11 11/ 1 548) 83^ 137 J 1) 1 17 1 1 6 1 3 1 "1 2 1 "ll '"9 2 ! 2 3 1 1 4 5 6 7 14 2 2 8 7 1 "2 10 3 1 5 1 2 " 3 8 9 10 11 3 5 1 1 12 13 1 2 ..... 2 1 13 1 "2 1 1 1 14 "2 39 15 1 1 3 4 5 160 16 13 4 17 18 3 2 1 1 1 1 '27' 19 1 20 1 21 1 1 22 1 23 1 24 25 2 1 1 i i 2 '.'6 2 1 11 46 50 7 "i " 2 1 8' 2 1 26 27 40 6 "2 "8 59 i 28 29 5 30 31 1 1 32 195 ' 1 7 2 106 23 249 15 130 2 1 47 1,653 6—11 6-7 EDWARD VII. SESSIONAL. PAPER No. 20c A. 1907 FIRST REPORT OF TflK BOARD OF RAILWAY COMMISSIONERS FOR CANADA MARCH 31, 1906 (February 1, 190k to March SI, 1906) PRINTED JlY ORDER OF PARLIAMEN1 OTTAWA PRINTED BYS E. DAWSON, PRINTER TO THE KING'S MOST EXCELLENT MAJESTY 1 DOT [No. 20c 1907.] 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A.' 1907 THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA A. C. Killam, Chief Commissioner. Hon. M. E. Bernier, Deputy Chief Commissioner. James Mills., Commissioner. A. D. Cartwright, Secretary. 20c— 1J 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 CONTENTS Page. Commission 7 Jurisdiction and general powers 7 Practice and Procedure 8 Location of line of railway 8 Taking and using of lands 8 Branch Lines 8 Crossings and Junctions 8 Highway Crossings 8 Telegraph, Telephone, and other lines and wires 8 Drainage 9 Parm Crossings 9 Bridges, Tunnels and other structures 9 Inspection of railways 9 Accident 9 By-laws, Rules and Regulations 9 Pacilities — Discrimination 9 Classification 9 Tariffs— Tolls 9 General provisions respecting carriage 9 Public sittings of the Board 10 Judgments of the Board 10 Routine work of the Board 11 Traffic Department 12 Engineering Department 13 'Accident Branch 13 APPENDICES. A. — Names and compensation of all employees, together with a statement of appropriations and expenditures 15 B. — Rules and Regulations of the Board 19 C. — List of applications heard at public sittings of the I '-ward covering the period from February 1, 1904, to March 31, 1906 43 D. — Summary of principal judgments delivered by the Board from February 1, 1904, to March 31, 1906 63 E.— Report of Chief Traffic Officer of the Board 89 F. — List of examinations and inspections made by tin- Engineering Department of the Board, covering period from February 1, 1904, to March 31, 1906. . 97 G. — Report of Inspector of Accidents of the Board 105 H. — Car Service Rules Ill 6-7 EDWARD VI!. SESSIONAL PAPER No. 20c A. 1907 REPORT OF THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA. Ottawa, Ont, March 31, 1906. To His Excellency the Governor in Council: The Board of Railway Commissioners for Canada has the honour to submit its first report covering a period of twenty-six months from the 1st of February, 1904, to the 31st March, 1906, and in this connection deems it desirable to call attention to the more salient features of the Railway Act, 190.1 COMMISSION. By an Act of the Parliament of Canada (3 Ed. 7, Cap. 58), intituled, 'An Act to consolidate the law respecting railways/ commonly known as ' The Railway Act, 1903/ the Board of Railway Commissioners for Canada was created; the Act came into force on the 1st of February, 1904, by proclamation of the Governor General, in accordance with a notice published in the Canada Gazette as required by the Act. The Act provides for the appointment by the Governor in Council of three Com- missioners, who are to hold office, during good behaviour for a period of ten years from the date of appointment; each of whom , on the expiration of his term of office, to be eligable for re-appointment, until and unless he has then reached the age of seventy- five years, one of such commissioners to be appointed Chief Commissioner, and another Deputy Chief Commissioner of the Board; and in the absence of the Chief Commis- sioner, or his inability to act, the Deputy Chief to take the place and exercise the powers1 of the Chief Commissioner. Not less than two Commissioners are to attend at the hearing of every case. The Chief Commissioner, when present, is to preside; and his opinion upon any question which in the opinion of the Commissioners is a is a question of law, is to prevail. In any case where there is no interested party and no notice to be given to any interested party, one Commissioner is empowered to act alone for the Board. Provision is also made that, whenever circumstances render it expedient to hold sittings without the city of Ottawa, the Board may hold the same in any part of Can- ada. Besides the regular staff attached to the Board, which is appointed by the Gov- ernor in Council on the recommendation of the Board, appointments may be made from time to time and as occasion requires, of experts, or persons having a technical or special knowledge of matters in question, to assist the Board in an advisory capacity. JURISDICTION AND GENERAL POWERS. The Board has full jurisdiction to inquire into, hear, and determine any applica- tion by, or on behalf of, any party interestedi; and the Act is made to apply: (a) To all persons, companies, and railways (other than Government Railways) within the legislative authority of the Parliament of Canada; 8 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 (&) To any railway, the construction or operation of which is authorized by spe- cial Act passed by the legislature of any province, which is declared by any special Act of the Parliament of Canada to be a work for the general advan- tage of Canada; and (c) To every railway, steam or electric street railway, the construction or opera- tion of which is authorized by special Act passed by the legislature of any province, which connects with or crosses a railway which, at the time of such connection or crossing, is subject to the legislative authority of the Parlia- ment of Canada, in respect only to sucn connection or crossing, or to through traffic thereon, or to anything appertaining thereto, and also in respect to the provisions contained in the Act relating to offences and penalties, navigable waters, and criminal matters. .By this Act, the Railway Committee of the Privy Council was abolished and the powers and duties formerly vested in and exercised by it are conferred upon the Board. PRACTICE AND PROCEDURE. The practice and procedure of the Board, as prescribed by its Rules and Regula- tions, other than the rules affecting the same contained in the Railway Act, 1903, will be found in Appendix ' B.' These Rules and Regulations came into force and effect on the 18th day of October, 1904, and were published in the Canada Gazette on the 26th November, 1904. LOCATION OF LINE OF RAILWAY. The Board, under and by virtue of section 122 et seq. of the Railway Act, 1903, has to approve of all location plans of railways after the approval of the general rout* map by the Minister of Railways; also of any deviations, changes, or alterations. TAKING AND USING OF LANDS. By section 137, the Board is empowered to grant authoritiy to take and use addi- tional lands for railway purposes. BRANCH LINES. The construction of branch lines, or spurs, of a railway not exceeding in any one case six miles in length, from the main line of the railway or from any branch thereof, is provided for in sections 175 and 176 of the Act. CROSSINGS AND JUNCTIONS. The granting of authority for the crossing of one line of railway by another and the junction of one line with another, are provided for in Section 177 et seq. of the Act. HIGHWAY CROSSINGS. The granting of authority to construct a railway upon, along, or across an exist- ing highway, or to construct a highway across an existing railway, as provided for by Section 184 et seq. of the Act, 1903. Provision is also made for authorising the construction of new highways across railways and for the protection of highway cros- sings. TELEGRAPH, TELEPHONE, AND OTHER LINES AND WIRES. The granting of authority for the carrying of telegraph and telephone lines or wires for the conveyance of heat, light, power, or electricity across the railway, is provided for by Section 194 of the Act ; also for the connection of municipal telephone systems with or within any station or premises of a railway company. RAILWAY COMMISSIONERS FOR CANADA 9 SESSIONAL PAPER No. 20c DRAINAGE. The granting of authority for providing the necessary drainage facilities across and under the railway, and for the proper drainage of land adjoining, is provided for by Sections 196 and 197 of the Act. FARM CROSSINGS. The construction of suitable farm crossings, fences, gates, and cattle guards, is required by Sections 198 et seq. of the Act. BRIDGES, TUNNELS, AND OTHER STRUCTURES. The construction of bridges, tunnels, and other structures over, through, or under any railway is dealt with by sections 202 et seq. of the Act, and various duties and powers in respect thereof are assigned to the Board. INSPECTION OF RAILWAYS. Sections 207 et seq. of the Act provide for the inspection of railways, and require the leave of the Board to be given before- a railway can be opened for traffic. ACCIDENT. Under Sections 235-6 accidents upon railways are required to be reported to the Board, and the Board may appoint inspectors to make inquiry respecting the same. BY-LAWS, RULES, AND REGULATIONS. Section 246 of the Act requires that by-laws, rules, and regulations, with certain exceptions, shall be submitted to the Governor in Council for approval, upon a report of the Board. FACILITIES — DISCRIMINATION. Sections 214 and 252 et seq. deal with the liability of a railway company to fur- nish facilities and accommodation for traffic, and forbid unjust discrimination and undue preferences. CLASSIFICATION. By Section 255 the Board is empowered to prescribe or authorize the classification of freight traffic. TARIFFS — TOLLS. Sections 256 et seq. relate to traffic of tolls and the powers of the Board in respect thereof. GENERAL PROVISIONS RESPECTING CARRIAGE. Section 275 deals with carriage of traffic generally, and authorizes the Board to prescribe the terms and conditions under which traffic may be carried. It will thus be seen from the foregoing brief summary that the scope of the Board is very wide, and that the matters to be dealt wih by the Board embrace practically everything appertaining to or connected with a railway. The Board, as originally constituted, consisted of the Honourable A. G. Blair, Chief Commissiioner ; Honourable JVl. E. Bernier, Deputy Chief Commissioiner ; and Mr. Commissioner Mills. Mr. Blair took office on the 1st of February, 1904, and resigned on the 18th October of the same year. On the 7th day of February, 1905, the vecancy in the Chief Commissionership was filled by the appointment of Honour- able A. C. Killam, a judge of the Supreme Court of Canada, he having resigned the latter office to take over the duties of Chief Commissioner of the Board. 10 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 PUBLIC SITTINGS OF THE BOARD. The Board held its first public sitting in temporary premises in the Western Block of the Parliament Builings, in the city of Ottawa, on the 9th day of February, 1904. Public sititngs of the Board were held at the following times and at the follow- ing places in the various provinces of the Dominion of Canada : — Province of Ontario. Almonte— 29th March, 1906. Brantford— 26th April, 1905. Chatham — 7th December, 1905. Gait— 6th November, 1905. Guelph— 17th February, 1905. Lindsay— 12th June, 1905. Niagara Falls — 16th March, 1905. Port Hope— 30th June, 1905. Sarnia — 6th December, 1905. Stratford — 4th December, 1905. St. Thomas— 14th March, 1905. Windsor — 8th December, 1905. Ottawa— 9th, 16th, 19th, 29th February, 1904. 8th, 11th, 15th, 22nd, 25th, 29th March, 1904. 5th, 8th, 15th, 26th, 28th April, 1904. 6th, 7th, 13th, 18th, 26th, 27th May, 1904. 3rd, 7th, 9th, 16th, 17th June, 1904. 2nd, 5th, 6th, 14th, 18th, 22nd, 30th July, 1904. 10th, 11th, 12th, 13th, 14th, 18th, 19th, 20th, 21st, 27th October, 1904. 4th November, 1904. 9th, 20th, 27th December, 1904. 5th, 26th January, 1905. 7th, 14th February, 1905. 21st, 23rd March, 1905. 11th, 13th, 14th April, 1905. 5th, 16th, 25th, 30th May, 1905. 6th, 7th, 13th, 20th, 27th June, 1905. 29th August, 1905. 1st, 4th September, 1905. 14th, 28th November, 1905. 1st December, 1905. 31st January, 1906. 1st, 6th, 13th February, 1906. 6th, 7th, 20th, 21st, 27th March, 1906. Toronto— 20th, 21st, 22nd, 23rd, 25th, 28th June, 1904. 22nd December, 1904. 16th February, 1905. 18th, 31st March, 1905. 25th April, 1905. 7th November, 1905. 11th December, 1905. Province of Quebec. Montreal— 24th February, 1905. 19th May, 1905 9th November, 1905. 14th December, 1905. Riviere du Loup — April 19th, 1905. RAILWAY COMMISSIONERS FOR CANADA • 11 SESSIONAL PAPER No. 20c Province of Manitoba. Carberry— 11th August, 1904. Winnipeg — 8th August, 1904. 19th, September, 1904. 11th, 12th, 13th September, 1905. 9th, 10th, 11th, 12th, 14th October, 1905. Province of Alberta. Calgary — 15th September, 1904. Edmonton — 14th September, 1904. McLeod— 12th September, 1904. Medicine Hat— 16th August, 1904. Moosejaw — 16th September, 1904. Province of Saskatchewan. Prince Albert— 13th August, 1904. Eegina— 15th August, 1904; 5th October, 1905. Province of British Columbia. Nelson— 8th September, 1904; 27th September, 1905. New Westminster— 29th August, 1904; 18th September. 1904; 19th Sep- tember, 1905. Eevelstoke— 6th September, 1904. Vancouver— 25th August, 1904; 21st, 22nd September, 1905. Vernon — 5th September, 1904. Victoria — 3rd September, 1904. Province of New Brunswick. St. John— 18th April, 1905. The total number of public sittings at various places in the Dominion of Canada, as above set forth, was 144, at which sittings 354 applications were heard. The vari- ous applications are set forth in Appendix ' C Attention might be called to the fact that the sittings of the board embraced points widely separated, from St. John, N.B., on the Atlantic, to Victoria, B.C., on the Pacific coast; and that the applications heard by the board were correspondingly diversified, embracing, as they did, a variety of matters dealt with by the Railway Act, 1903. The proceedings in certain cases, such as those relating to unreasonableness of rates, discrimination, demmurage charges, freight classification, &c, affected the public generally, and were among the most important of the matters dealt with by the board; while, on the other hand, matters relating to the construction or operation of railways, railway crossings and junctions, highway crossings, farm crossings, the expropriation of lands for railway purposes, &c, may be, and often are, of very great importance to localities or individuals. JUDGMENTS OF THE BOARD. The summary of judgments delivered by the board, covering a period of twenty- six months, from February 1, 1904, to March 31, 1906, prepared by the law clerk, Mr. A. G. Blair, jr., will be found under Appendix ' D.' This summary, it is hoped will prove of considerable value to those who are in- terested in the practical working out of the Railway Act, 1903. ROUTINE WORK OF THE BOARD. Record Branch. This department is under the immediate supervision of the secretary of the board. 12 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 It is hardly possible to over-estimate the importance, not only to the board but to the public, of having the board's records kept in a complete and systematic manner, not only for the purpose of assisting the board in the despatch of business but also in order to enable the public to obtain information promptly and without undue delay. In referring to the records, attention might be called to the fact that the board superseded the Railway Committee of the Privy Council, and that all the previous records relating to the proceedings of the Railway Committee of the Privy Council passed into the custody of the board, covering a period of nearly forty years. It will thus be seen that from its inception the keeping of the records of the board assumed large proportions, and necessitated at the outset the employment of a thoroughly skilled and efficient record clerk and staff. . By reference to the subjoined table, it will be observed that the number of appli- cations show a steady and marked increase, as also the general filings and orders is- sued by the board. The present rate of increase will necessitate the providing from time to time of increased accommodation and additional staff, and it is highly desir- able that ample provision be made for future requirements in the matter of accom- modation. The docket work consists, mainly, of the filing and recording in the official dockets of all applications or complaints received by the board, as well as recording the orders made and inquiries and investigations instituted. In many instances where the complaint is made by a person not versed in the usual methods of procedure under the Railway Act, the board takes the matter up and furnishes copies of the complaint made, enters into communication with the railway company or companies interested, and endeavours to have the complaint adjusted without the necessity of a public hear- ing. In certain instances it has been found that the complaint was ill-founded, and was due to some misapprehension on the part of the complainant. It has not been found practicable in this report to classify the matters that have been dealt with in this way, but the number is large. With regard to the cases heard by the board at public sittings, during the twenty- six months covered by this report, over thirty-eight thousand folios of testimony was taken before the board at these hearings. Four copies of the testimony are made, — three for the use of the commissioners and one for the secretary and public reference. The following is a table of formal applications received under the Act, documents filed, including informal complaints not included under applications, and orders is- sued by the board: — 1st Feb., 1904 1st April, 1905. To To Totals. 31st March, 1905. ! 31st March, 1906. Applications. Filings Orders 1,009 ; 1,487 2.496 10,870 I 17,653 j 28,523 405 I 617 1,022 TRAFFIC DEPARTMENT. This is a separate and distinct department from the Record Branch, although many of the matters pertaining to the traffic department, such as applications and orders relating to traffic matters, are recorded in what may be called ' the Record Branch proper.' The department is under the immediate supervision of a Chief Traffic Officer, who has under him a considerable staff. A statement of the freight and passenger schedules filed with the board between February 1, 1904, and March 31, 1906, will be found in conjunction with the report of the Chief Traffic Officer under Appendix E at page RAILWAY COMMISSIONERS FOR CANADA 13 SESSIONAL PAPER No. 20c ENGINEERING DEPARTMENT. This, like the Traffic Department, has a separate system for the receiving and filing of the plans relating to the location of railway lines, building of bridges, cross- ings, &c, and is under the supervision of a Chief Engineer and three assistants. A list of examinations and inspections made by the Engineering Department of the board, covering a period of twenty-six months, will be found under Appendix F at page ACCIDENT BRANCH. This important branch is under the supervision of an Inspector of Accidents, whose duty it is to hold investigations, under the direction of the board, of all railway accidents. At first two inspectors, Mr. Duval and Mr. Lalonde, were appointed for this work, but through Mr. Duval's resignation the board was left with only one. It has been found impossible for one man to investigate all railway accidents throughout Canada. It is thought by the board that on account of distances to be travelled, it will be neces- sary to have inspectors stationed at different points in Canada, and the board has in contemplation the appointment of several inspectors who, in addition to investigating circumstances attending accidents, will also examine rolling stock and equipment and report generally respecting the manner in which various provisions of the Railway Acts and the regulations of the board are being observed. The board did instruct one ( >f its engineers, who has recently been constantly engaged in the western portion of the Dominion, to examine into and report upon questions in that portion of the country, but it has been found that his services are so continuously required for engineering matters that he could not properly attend to the investigation of accidents also, and the board feels that it will soon be necessary to have one, and perhaps two, inspectors between Lake Superior and the Pacific. The present Inspector of Accidents has, in some cases, been required to make inspections of the roadbeds, equipment or stations on various lines of railway, as appears from his reports subjoined. A list of reports of accidents and investigations (including inspection of railways) covering a period of twenty-six months for February 1, 1904, to March 31, 1906, divided for the purposes of convenience into two periods, will be found under Appendix G. All of which is respectfully submitted. A. C. KILLAM, Chief Commissioner. M. E. BERN IKK, Deputy Chief Commissioner. JAMES MILLS, Commissioner. 6-7 EDWARD VII SESSIONAL PAPER No. 20c A. 1907 • APPENDIX A. NAMES AND COMPENSATION OF ALL EMPLOYEES, TOGETHER WITH A STATEMENT OF APPROPRIATIONS AND EXPENDITURES 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX A. NAMES AND COMPENSATION OF ALL EMPLOYEES, TOGETHER WITH A STATEMENT OF APPROPRIATIONS AND EXPENDITURES. APPROPRIATION, STATEMENT OF EXPENDITURE AND PERSONS EMPLOYED BY THE BOARD OF RAILWAY COMMISSIONERS. Statement of appropriation and aggregate expenditures for the Board of Railway Commissioners for the fiscal year ending June 30, 1905. For salaries of commissioners as provided by Statute 3 Ed. VIL, chap. 58 $26,000 00 For salary of secretary, as provided by order in council 3,000 00 For maintenance and operation of the Board of Railway Commissioners for Canada, Appropriation Act, 1904 $29,000 00 60,000 00 $89,000 00 Amount paid as salaries to commissioners and secretary $26,321 24 Amount paid for maintenance and operation of the board. 51,236 71 77,236 71 Unexpended balance June 30, 1905 $11,442 05 CLERICAL FORCE OF THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA, FOR THE YEAR ENDING MARCH 31, 1906. , A. Mountain Engineer Hardwell Traffic Expert G. Blair, Jr jLaw Clerk C. Lalonde Insp. of Ace E. Duval Insp. of Ace A. Brown |Ch. Clk. Traff. Dept . , A. Primeau iReg. and Acct L. Simmons i Engineer H. Tessier Engineer Richardson .Private Sec'y. to Ch Commr B. McMannus Clk. Traffic Dept W. Thomson Ch. Clk. Records Dept Hani Clk Traffic Dept . W. Messinger iClk. Traffic do ( !. McGee iClk. Record do S. Unhand Clk. Record do Chevrier Clk. and Sten T. Riddell Clk. Traffic Dept Chandler Court Usher J. Lewis 'Clk. and Sten M. Cameron Clk. and Sten Larose iClk. and Sten Arbick Messenger Langelier Messenger Tavlor Cook on Official Car. . 20c— 2 Date of Order in Council. 30 June, 1904. 22 June, 1904. 20 July, 1904. . 20 July, 1904.. 5 April, 1904. Ontario Quebec New Brunswick. . Quebec Ontario Ontario J22 June, 1904 Quebec | 7 May, 1904 Ontario I 3 Oct., 1904 Quebec 20 Julv, 1904 1 May, 1905. 20 July, 1904. Ontario Quebec Ontario i Sept'., 1904. Quebec 3 Oct., 190.5. . . Ontario | 8 July, 1904... Ontario 20 Aug., 1904. . Ontario j 1 May, 1905. . . Ontario 20 July, 1904. . . Quebec 1 May, 1905. .. Ontario 7 \|:lVi [904. . . Ontario , . . 7 May, 1905. . . Ontario 20 July, 1904. . . ( ntano 1 May, L90S Ontario 23 Dec, 1904... Quebec 20 July, 1904. . . Ontario Per annum 4,800 3,500 2,500 2,200 2,200 2,000 1,800 1,800 1,800 1,500 1,(100 1,000 000 900 soo 800 800 720 700 000 000 550 510 500 720 17 6-7 EDWARD VII. SESSIONAL PAPER No. 20o A. 1907 APPENDIX B. RULES AND REGULATIONS OF THE BOARD 20c— 2J 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A 1907 APPENDIX B. RULES AND REGULATIONS OF THE BOARD. (Meeting at Ottawa.) Tuesday, the 18th day of October, A.D. 1904. The board, in virtue of the provisions of the Railway 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 Ottawa, Ontario 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 im- porting 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 in- consistent with the context or subject) have the respective meanings hereinafter assigned to them ; that is to say, ' Application ' shall include complaint under this Act ; ' Respondent ' 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 assigned 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 facts, the grounds of aplication, the section of the Act under which the same is made, and the nature of the order applied for, or fhe 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. Erom 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, &c, see regulations in Appendix. 21 22 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 ANSWER. 4. Within ten days from the service of the application, the respondent or respon- dents 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 that 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 name 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 appli- cant shall mail or deliver a reply thereto to the respondents, and a copy thereof to the secretary to 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 be 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 ac- cording 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 accord- ingly. 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^ parte. Endorsements shall be signed in accordance with the provisions of Section 28. The board may enlarge 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 tine-, notice accordingly. Except in any case where it is otherwise provided ten days' notice of any applica- tion to the board or 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 31.) Notice may be given or served as provided by Section 28 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 reason 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 valid and take effect in ail respects as if made on due notice; but any person entitled to notice, and not sufficiently RAILWAY COMMISSIONERS FOR CANADA 23 SESSIONAL PAPER No. 20c notified may, at any time within ten days after becoming aware of such order or deci- sion, 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 32.) 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 DIRECT AND SETTLE ISSUES. •9. As 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 be- tween the parties, it may direct them to prepare issues, and such issues shall, if the parties differ, be settled by the board. PRELIMINARY QUESTIONS OF 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 deem expedient, and the board may pending such decision, order the whole or any portion of the proceeding before the board in such matter, to be stayed. PRELIMINARY MEETING. 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 fixing 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 purpose, the board may hold such meeting upon such notice to the parties as it deems sufficient, and may thereupon make such orders as it may deem expedient. PRELIMINARY EXAMINATION WITH THE 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 whose application, or answer, or reply refer- ence was made 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, unless he satisfy the board that he had sufficient cause for not complying with such notice NOTICE TO PRODUCE. 11. Either party may give to the other a notice in writing to produce such docu- ment- 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 he given by or mi behalf of the party who gave such notice. 24 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 omission 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 is 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. (Sec. 23.) Witnesses shall be entitled, in the discretion of the board, to be pa#id 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 sufficient reason, order that any particular facts may be proved by affidavit, or that 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, shall be returned to the court; and the depositions certified under the hands of the person or persons taking the same may, 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 OF THE BOARD. 18. After hearing the case the board may dismiss the application, or make an order thereon in favour of the espondents, 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. 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 decisions. 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 pro- vince 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 followed, or in lieu thereof the form prescribed in subsection 2, section 35, of the Act. RAILWAY COMMISSIONERS FOR CANADA 25 SESSIONAL PAPER No. 20c The board shall with respect to all matters necessary or proper for the due exer- cise 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. 23.) ALTERATION OR 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 44, 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. The costs of such application shall be in the discretion of the judge. INTERIM EX PARTE ORDERS. 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 author- ize, require or forbid. No such interim order shall, however, be made for a longer time than the board may deem necessary to enable the matter to be Jieard and de- termined. (Sec. 3S). AFFIDAVITS. 22. Affidavits of service according to the form No. 6 shall forthwith, after sen-ice 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. All 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. Whore affidavits are made as to belief, the grounds upon which the same are based must be set forth. COMPUTATION OF TIME. 23. In all cases in which any particular 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 tc fall on a Sunday, Christmas Day, or Good Friday, or a clay 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. (c) For form of notice see form No. 5 in the schedule hereto. 26 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 a.s may. in the opinion of the board, be neces- sary for the purpose of hearing and determining the real question in issue between the parti'-. FORMAL OBJFCTTONS. 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 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 tax^d. 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. Si hedule No. 1. (Forms of Application, i 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. I*, hereby applies to the board for an order under section 198 of The Railway Act, L903, ..lire. -ting the Railway Company to provide and construct a veritable farm crossing where the com- pany'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 thi nstruction of the said railway he is deprived, &c. 3. That it is necessary for the proper enjoyment of his said land, &c. Dated this day of A.D. 19 . (Signed A.B.) Endorsements. The within application is made by A. B. of (state address and occupation) or by C. D., of his solicitor. Take notice that the within named Railway Company is required to file with the Board of Railway Commissioners within ten days from the service hereof, its answer to the within application. RAILWAY COMMISSIONERS FOR CANADA 27 SESSIONAL PAPER No. 20c Form of Application. (Where no Notice Required.) THE BOARD OF RAILWAY COMMISSIONERS FOR CANADA. Application No. The Railway Company hereby applies to the board for an order under section 130 of the Railway Act, 1903, sanctioning the plans, profiles and books of reference submitted in triplicate herewith, showing a proposed deviation of its line of railway as already constructed between and , mile- age to Dated this day of A.D. 19 (Signed A.B.j 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 section 198 of the Railway Act, 1903 directing 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 and safe and convenient means, &c. 4. That, &c. Dated, &c. i Endorsements. The within answer is made by A.B. of (state address and occu- pation) or by CD. of his solicitor. Take notice that the 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.) 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 consequence of any professional services rendered by them, or to give professional opinion, per diem 5 00 28 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 judg- ment, per diem 5 00 If the witnesses attend in one case only, they will be entitled to the full allowance. 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 according 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 section 198 of the Railway Act, 1903, authorizing the Railway, &c, &c. To the Board of Railway Commissioners, 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 fourteen days from the date thereof), for leave to appeal to the Supreme Court of Canada from the order of the board, dated the day , in the matter of the above applica- tion authorizing the expropriation of certain lands referred to in said order, and directing that compensation or damages to be awarded to the owners of said lands, or persons 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- pensation or damages should be ascertained and determined from the date of the deposit of plan, profile, &c, as provided under section 153 of the Act, and not from the time stated in the order. Dated this day of Signed, Solicitor, &c. 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 section 198 of the Railway Act, 1903, directing Railway Company 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 above named with a true copy of the (application) of the said (A.B.) in this matter by de- livering the same to (CD.) the (secretary) of the said company, (or to E.F., the assistant to the general manager) of the company, being an adult person in the employ of the company at the head office of the company in (Montreal), see section 28 (a), which >aid copy was endorsed with the following notice, viz.- — (Copy exactly.) Sworn, &c. RAILWAY COMMISSIONERS FOR CANADA 29 SESSIONAL PAPER No. 20c Eequirements on Application Having Keference to Plans. No. 1. — General Location of Railway — Sections 122-12^. (a) Send to secretary of the Department of Kailways and Canals: 3 copies of map showing the general location of the proposed line of railway, the termini and the principal towns and places through which the railway is to pass, giv- ing the names thereof, the railways, navigable streams and tide-water, if any, to be crosed 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. 1st copy to be examined and approved by the minister and filed in the Depart- ment of Railways and Canals. 2nd copy to be approved by minister for filing by the company with the board. 3rd copy to be approved by minister for the company. Scale of map — not less than 6 miles to the inch. (b) Upon approved general location map 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 ' hereunder, as follows : — -ix t L -jj-Qflig I To be examined, sanctioned and deposited with [l book of reference./ the board" 2nd set — Same as 1st. — To be examined, certified and returned for registration. 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. Profiles. — Horizontal, 400 feet; vertical, 20 feet. No. 2 — To Alter Location of Line Previously Sanctioned or Completed — Section 130. Send 10 the secietaiy of the board three sets of plans, profiles and books of re- ference as required in No. 1 (6). (N.B. — The plans and profiles so submitted will be required to show the original location, grades and curves, and the changes desired or necessitated.) Scale — Same as No. 1 (b). No. 3— Plans of Completed Railway. Section 128. Send to the secretary of the board within six months after completion three sets of plans- and profiles of the completed 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. 1 (b). No. -4 — To take Additional Lands for Stations, Snow Protection, &c. — Section 139. Send to the secretary of the board three sets of plans and documents as follows : — ( 1 application sworn to by officers required! to sign and certify plans. See 'General To be examined and 1st set — -] Notes.' > certified and deposited 1 plan. 1 profile. | with the Board. [ 1 book of reference. J 2nd set (same as first) — For certificate and return for registration, with dupli- cate authority. 3rd set (same as first) — For certificate and return to company, with copy of au- thority. Scale — Same as No. 1 (b). 30 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 X.B. — Ten day-' 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. ■'> — Branch Lines', not exceeding six miles — Section 175. (a) 1 plan, profile and book of reference same as Xo. 1 (b) to be deposited in Registry Office. Upon such registration 4 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 authorizing 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. 1 (&). No. 6 — Railway Crossings or Junctions. Section 177. Send to the secretary of the board with an 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 crossing for a distance of two miles. Scale — Plan — 400 feet to the inch. Profile — 400 feet to inch horizontal ; 20 feet to inch vertical. 1st set for approval by and filing with the board. 2nd and 3rd sets to be certified and furnished to the respective companies con- cerned, with certified copy of order. The 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. 7 — Highway Crossings'. — Sections 18k to 191. Send to the secretary of the board with an application, three sets of plans and profiles of the crossings. Scale— Plan— 100 feet to inch. Profile: — 100 feet to inch horizontal; 20 feet to 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 cer- tified copy of the order approving the same. The plan and profile shall show at least \ a mile of the railway and 200 feet of the highway on each side of the crossing. The applicant must give ten days' notice of application to the opposite party and with such notice shall serve a copy of the plan and profile and of the appli- cation. No. 8. — Crossings with wires for. Telegraph, Telephones and Powers. — Section 19k- Send to the secretary of the board with the application a plan and profile in dupli- cate. 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 application. FAI^YAT COMMISSIONERS FOR CANADA 31 SESSIONAL PAPER No. 20c No. 9. — Crossings and Works upon Navigable Waters, Beaches, &c. — Section 182. 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 the plans and description approved there- by— 1 application and 2 sets of detail, plans, profiles, drawings and specifica- tions. 1st 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. 10. — Bridges, Tunnels, Viaducts, Trestles, &c.} over 18 ft. span. — Section 203. (a) Must be built in accordance with standard specification and plans, approved of by the board. (b) 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. 8. No. 11. — Stations. — Section 20J/. 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 Kos. 1 (6) to 5) must show the right of way, with lengths of sections in miles, the names of the terminal points, the station grounds, the property lines, owner's 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 must 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 engineer of the company. The plan and profile to be retained by the board must be on linen, the copies 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 paper cover. The size of such books when closed shall be as near as possible to Yi inches by 7 inches. 32 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 FORM OF BOOK OF REFERENCE REQUIRED. Railway Company. Division or Province Branch. Book of reference to accompany location plan showing lands required for railway purposes. - Width i Part Sec. Township Parish Block Con- Re- Station to Station. of R'y. Owner. a 0 of or Lot. or Number of Claim. Range tents, Acres marks. 1 c 0 pq V 4) INTERLOCKING SYSTEM. Rules for Signals and Speed of Trains where one Steam Railway Crosses Another at Rail Level. When the signal on distant semaphore post indicates caution, a train passing it must be under full control and come to a full stop before reaching the home post. "When the signal on the home post indicates danger, it must not be passed. When the signals on the distant and home post indicate safety, the trains can proceed. When clear signals are shown the speed of passenger trains must be reduced to twenty miles and freight trains to ten miles per hour, until the entire train has passed the crossing. GENERAL REQUIREMENTS. Applicable to Steam Railways for 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 con- flicting 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 railways 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. RAILWAY COMMISSIONERS FOR CANADA 33 SESSIONAL PAPER No. 20c 5. Home signal posts< must be 50 feet beyond point of derail, and the distance between home and distant signals must be not 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 cross-overs, turnouts, or other connecting tracks involved in the general system, the movements of cars and trains upon which present an element of danger, which will be enhanced by the passage of trains on main tracks over cross- ings without stopping, and consequently at higher speed than would be the case with- out 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 cross- ing, to provide by proper appliances 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- main tracks, sidings, switches, turnouts, &c. 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 au- thorizing the operation of such interlocking, derailing and signal system, or the cross- ing by the railway ordered to put on the system. Board of Railway Commissioners for Canada, Ottawa, August, 1904. GENERAL REQUIREMENTS 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 derailing 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 in- side 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 rails will be necessary. 5. Home signal posts must, when practicable, be located on the engineman's 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. 20c— 3 34 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 placed 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, and, 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, S. Application for inspection must be made same as for railway crossings. Board of Railway Commissioners for Canada. Ottawa, August, 1904. By order of the board, A. D. CARTWEIGHT, Secretary. 6-7 EDWARD VII. SESSIONAL PAPER No. ^Oc A. 1907 APPENDIX C. LIST OF APPLICATIONS HEARD AT PUBLIC SITTINGS OF THE BOARD COVERING THE PERIOD FROM FEBRUARY 1, 1004, TO MARCH 31, 1906 •20c— 3£ 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX C. LIST OF APPLICATIONS HEAED AT PUBLIC SITTINGS OF THE BOAED COVEEING THE PEEIOD FEOM FEBEUAEY 1, 1904, TO MAECH 31, 1906. 1. Application of the Vancouver, Westminster and Yukon Eailway Company to the board to repeal, rescind or vary an order of the Eailway Committee of the Privy Council, dated January 25, 1904. 2. Application of the Vancouver, Westminster and Yukon Eailway Company for an extension of the interim order of the' Eailway Committee of the Privy Council, dated December 28, 1903, re the V. W. and Y. Eailway crossing the Canadian Pacific Eailway at Sapperton. 3. Application of the Vancouver, Westminster and Yukon Eailway Company for approval of the place and mode of crossing, at rail level, by its railway, of the British Columbia Electric Eailway on Westminster avenue and at Venables and Powell streets, in the city of Vancouver. 4. Application of the Grand Trunk Eailway Company for an order varying or amending the order of the Eailway Committee of the Privy Council of. November 11, 1903, approving of the Lindsay, Bobcaygeon and ontypool Eailway Company running its line of railway over lands owned or occupied by the Grand Trunk Eailway Com- pany in the town of Lindsay. 5. Application of the Canadian Pacific Eailway Company to the board to repeal, rescind, change or vary on order of the Eailway Committee of the Privy Council, dated January 11, 1904, re the Bay of Juinte Eailway crossing the Canadian Pacific Eail- way at Tweed. 6. Applications of the municipalities of Port Arthur and Fort William, under section 193, Eailway Act, for connection with the Canadian Pacific Eailway Com- pany's stations. 7. Application, under section 130, chap. 58, Eailway Act, for substitution of plans already approved by Minister of Eailway and Canals, July 29, 1903. 8. Application of the Canadian Pacific Eailway Company, under section 139 of the Eailway Act, for authority to take additional lands on Point Douglas avenue, in the city of Winnipeg. 9. Application of the Niagara, St. Catharines and Toronto Eailway Company for permission to intersect and unite with the Wabash Company's line, which the latter have leased from the Grand Trunk Eailway Company. 10. Application of the Niagara, St. Catharines and Toronto Eailway Company, re crossing of its railway by the branch line of the Grand Trunk Eailway near Merritton. 11. Application of the Canadian Pacific Eailway Company for the continuation, or otherwise, of an interim order, dated December 1, 1903, providing for the crossing of the Canadian Pacific Eailway Company's Pembina branch near Holmfield station, Manitoba, by the Canadian Northern Eailway. 12. Application of the Canadian Pacific Eailway Company for leave to construct a branch line from a point on Credit Valley Eailway (Canadian Pacific Eailway) whore same passes through lot 7, con. 1, of Chinguacousy, west of Hurontio street to Dale estate, in town of Brampton. 13. Application of the Canadian Pacific Eailway for authority to carry a portion of highway between concessions 2 and 3 of the township of London, in county of Middlesex, over the railway of the company, by an overhead bridge at right angles to the track. 38 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 14. Application of the Grand Valley Railway Company for approval of the place and mode of crossing by its railway of the Grand Trunk Railway by means of an over- head bridge. 15. Application of the corporation of the city of Toronto for an order directing the Grand Trunk Railway Company to protect crossing of the northern division of said railway over Bloor street, in the said city of Toronto, by gates and watchmen, the . same to be protected night and day. 16. Application of tha township of York to rescind or vary an order of the Rail- way Committee of the Privy Council, dated January 5, 1891, A.D., requiring the Cana- dian Pacific Railway, et al, to furnish certain protection on Dufferin and other streets, in the city of Toronto, on terms. 17. Application of the municipality of Ste. Cunegonde for the establishment of a rail level crossing of the Grand Trunk Railway by Dominion street, in the city of Montreal. 18. Application of the Chateauguay and Northern Railway Company for an order confirming an interim order of the Railway Committee of the Privy Council, dated January 25, 1901, authorizing crossing at rail level of the tramway tracks owned and operated by 'La Communaute des Soeurs de Charite de la Providence' at Longue Pointe, on the island of Montreal. 19. Application of the Canadian Pacific Railway Company for an order allowing the company to construct a spur track from a point on the main line near Fonseca street, in the city of Winnipeg, opposite Argyle street ; thence running west of Fonseca street to Main street, with a spur track from the said track at a point near Maple street, into the lands of the said company. 20. Application of the Winnipeg Electric Street Railway Company, for approval of the place and mode of crossing of the line of the Canadian Pacific Railway by the line of the Winnipeg Electric Street Railway, on Portage avenue, in the city of Winni- peg, by means of a subway. 21. Application of the hearing of complaint of F. A. Scobell against the Kingston and Pembroke Railway Company (operated by the Canadian Pacific Railway Com- pany) in regard to freight rates charged by the railway company on the wood products of the country adjacent to the railway. 22. Application of the United Factories, Limited, of Toronto, for the hearing of complaint against the Grand Trunk Railway System in the matter of an advance from three to four cent- per one hundred pounds in the rate on logs from Penetang ex water to Newmarket. 23. Application of the Bay of Quinte Railway Company for approval of place and mode of crossing of the Central Ontario Railway at Bannockburn. 24. Application of the Toronto, Hamilton & Buffalo Railway re crossing of Wel- lington street, between Ferrie and Simcoe streets, in the city of Hamilton. 25. Application of the Canadian Pacific Railway Company for compensation by the Bay of Quinte Railway Company re crossing of the applicant's line and station yard in the village of Tweed. 26. Application of the Bay of Quinte Railway Company for an order compelling the Canadian Pacific Railway Company to allow the applicant to complete a crossing at the village of Tweed, and for immediate possession of the land and right of way of the Canadian Pacific Railway, in so far as it may be necessary for the purpose of completing the crossing; and for an extension of the time fixed in the original order for installation of interlocking plant at said crossing. l;7. application of the Vancouver, Westminster & Yukon Railway Company for an order extending the time for the use of the crossing by the said company of the line of the Canadian Pacific Railway at Sapperton, New Westminster. B.C., as fixed in order dated February 11, 1904, and to amend said order by permitting the said Vancouver, Westminster & Yukon Railway Company to use the said crossing for the purposes of traffic. RAILWAY COMMISSIONERS FOR CANADA 39 SESSIONAL PAPER No. 20c 28. Application of the Vancouver, Westminster & Yukon Railway Company to change the place of crossing as indicated in the order of the hoard dated January 25, 1904. 29. Application of the Canadian Pacific Railway Company for authority to take additional lands adjoining their railway in the city of Toronto, as shown on plan and piofile filed, for the convenient accommodation of the public and of the traffic of the railway. 30. Application of the Canadian Pacific Railway Company for leave to have a . range 1 W. P. M., between mileage 12 ami 13 of the Canadian Northern Railway, west of Sperling, Manitoba. 48 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 164. Application of the Canadian Pacific Railway Company for an order directing the Canadian Northern Railway Company to provide and construct a signal and inter- locking and derailing plant at the crossing of its line at Carberry, Manitoba, in accord- ance with the terms of the Order of the Board, dated August 11, A.D., 1904. 165. Application of the Canadian Pacific Railway Company exercising as lessee the powers and franchises of the Ontario and Quebec Railway Company, under section 139 of the Railway Act, 1903, for authority to take for the convenient accommodation of the public and the traffic of its railway certain lands in the town of Perth, Ontario, ' being the property of L. Legault, more fully described in application No. 1435, filed with the Board. 166. In re complaint of the Farmers' Association of Canada, and the Dominion Cattle Dealers' Association against the Grand Trunk Railway Company og Canada and the Canadian Pacific Railway Company to the board, alleging that discriminatory and excessive rates are charged for the transportation of cattle, in carloads, from stations on the respondent companies' lines to St. John and West St. John, N.B., and Portland, Me., for export. 167. Application of the respondent companies for a stay proceedings in regard to the order of the board, dated March 6, 1905. 168. Application of the municipality of the city and county of St. John, New Brunswick, for an order under section 187 of the Railway Act, 1903, directing the Canadian Pacific Railway Company to construct and maintain suitable gates (1) over the main street in the village of Fairville, where jthe said company's railway crosses the said main street (known as Main street crossing) ; (2) over the highway road in the village of Milford, where the said company's railway crosses the said highway (known as Milford crossing). 169. Application of George St. Pierre & Company, of Frasterville, Quebec, for an order under sections 252 and 253 of the Railway Act, 1903, directing the Temiscouata Railway Company to have its freight tariffs revised and reduced on the complaint that the same are unjust and ruinous. 170. Application of the corporation of the city of Toronto for an order directing that Lansdowne avenue, in the city of Toronto, as it exists south of the Canadian Pacific Railway Company's tracks, be extended to connect with Lansdowne avenue, north of the Grand Trunk Railway Company's tracks, by means of a subway, and directing the construction of said subway by either the Grand Trunk or the Canadian Pacific Railway Companies, and upon the terms and conditions of an order of the Railway Committee of the Privy Council, dated November 18, A.D., 1899. 171. Application of the Canadian Pacific 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, as shown on plan filed. 172. Application of the Canadian Pacific Railway Company, under section 180 of the Railway Act, 1903, for leave to construct said branch line across the existing high- ways as shown on said plan. 173. Application of the Canadian Pacific Railway Company, under section 186 of the Railway Act, 1903, for leave to cross with an additional track of its railway, the several streets already crossed by a single track known as 'The Don branch,' extend- ing from its bridge over the Don at Winchester street to Parliament street, in the city of Toronto. 174. Application of the Township of York to rescind or vary' an order of the Railway Committee of the Privy Council, dated January 5, 1891, requiring the Cana- dian Pacific Railway Company et al. to furnish certain protection at Dufferin and other streets, in the city of Toronto, on the terms set out in the said order. 175. Application of the Canadian Pacific Railway Company, under section 130 of the Railway Act, 1903, for approval of a deviation of its line in the vicinity of Lambton station, on lot 6, in the 3rd concession from the Bay, fronting on the Hum- ber, in the township of York. RAILWAY COMMISSIONERS FOR CANADA 49 SESSIONAL PAPER No. 20c 176. Application of the Canadian Pacific Railway Company for a change of loca- tion of a portion of a branch line of the company's railway from Sudbury to Klein- burg, from a point on the main line east of Romford, southerly, to a point in block 44 in the district of Nipissing. 177. Application of the Canadian Pacific Railway Company, under section 130 of the Railway Act, 1903, for a change of location of a portion of the branch line of company's railway from Sudbury to Kleinburg from mileage 19 to mileage 40. 178. Application of the Canadian Pacific Railway Company, under section 130 of the Railway Act, 1903, for change in location in a portion of the branch line of the company's railway from Sudbury to Kleinburg, from mileage 40 of said branch (South channel, French river), to mileage 58, Magnetawan river. 179. In re the complaint of the Farmers' Association of Canada and the Do- minion Cattle Dealers 'Association against the Grand Trunk Railway Company of Canada and the Canadian Pacific Railway Company to the board, alleging that dis- criminatory and excessive rates are charged for the transportation of cattle in car- loads from stations on the respective companies' lines to St. John and West St. John, N.B., and Portland, Me., for export; application of the complainants for a hearing in re stay of proceedings asked for by the respondent companies in regard to the order of the board, dated March 6, 1905. 180. Application of the Brant Milling Company, under the Railway Act, 1903, to the board for an order allowing the Grand Trunk Railway Company of Canada to continue cartage allowance of 2 cents per 100 pounds on all flour and feed shipped from the applicants' mill to Portland, Montreal, and points east in Canada. 181. Application of the Bell Telephone Company of Canada, Limited, to carry two additional wires over the tracks of the Canada Atlantic Railway at St. Polycarpe, Que., 200 yards west of Vars, Ontario. 182. Application of the Bell Telephone Company of Canada, Limited, to carry four additional wires over the tracks of the Canada Atlantic Railway. 183. Application of the Bell Telephone Company to carry wires across the tracks of the Canada Atlantic Railway at Casselman station, Ontario. 184. Application of the Bell Telephone Company of Canada, Limited, to carry an additional wire across the tracks of the Canada Atlantic Railway a half a mile west of Moose Creek station, Ontario. 185. Application of the Bell Telephone Company of Canada, Limited, to carry an additional wire across the tracks of the Canada Atlantic Railway west of Moose Creek station. 186. Application of the James Bay Railway, under section 177 of the Railway Act, 1903, for leave to place its tracks under the tracks of the Canadian Pacific Rail- way, in the Don valley, near Toronto, being a point in lot 3, concession 4, east of Union street, county and township of York. 187. Application of the James Bay Railway Company, under section 177 of the Railway Act, 1903, for leave to place its tracks at a point in the Don valley, near Toronto, being a point in lot 13, concession 2, from the Bay, township and county of York. 188. Application of Robert Reid, under section 186 of the Railway Act, 1903, to the board for an order directing the Canada Atlantic Railway Company or John R. Booth to construct the highways or streets known as Eighth, Ninth, Tenth, Eleventh and Twelfth avenues, as shown and laid down on plan of the south half of lot No. 36, in the First concession, Ottawa Front, in the township of Nepean, across the said company's railway, where the same separates the northern and southern portions of the south half of the said lot. 189. Application of the Canadian Pacific Railway Company, under section 175 of the Railway Acfy 1903, to construct a branch line commencing at a point on its railway about two thousand feet north of Highland station to the property of the Canada Sugar Refining Company, and for authority to construct portions of said 20c— 4 50 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 branch line upon and along the highway south of the Lachine canal reserve, as shown on plan filed, and to divert portions of said highway to those parts of the lots fronting on the said highway which are coloured red on the said plan filed. Also for authority to take the lands so coloured red on said plan for the purposes aforesaid. 190. Application of the Grand Trunk Railway Company, under Section 175 of the Railway Act, 1903, to the board for authority to construct a branch line from the end of its line of railway alongside the Canada Sugar Refining Company's pre- mises on St. Patrick Street, in the City of Montreal, and along St. Patrick Street and the Lachine Canal Bank to a point in the Town of Cote St. Paul at or near the Swing Bridge crossing the Lachine Canal, together with a branch therefrom to its line of railway leading from the main line to the Grand Trunk in St. Gabriel's Ward to the Town of Cote St. Paul, as shown on plan filed. 191. Complaint of Messrs. D. Rattray & Sons in re rate charged by the Cana- dian Pacific Railway Company on molasses shipped from Quebec to Montreal. 192. Application of the Corporation of the Town of St. Henri, Quebec, under Section 186 of the Railway Act, 1903, for leave to open St. Elizabeth and St. Jean Streets, under the tracks of the Grand Trunk Railway, by means of a subway. 193. Application of the Okanagan Telephone Company, Limited, under Section 195 of the Railway Act, 1903, to the Board for leave to carry its telephone wires over the tracks of the Shuswap & Okanagan Railway Company (Canadian Pacific Railway Co. on Xorth Langill, Schubert, Seventh and Mission Streets, Barnard Avenue, and Coldstream Road, in the City of Vernon, B.C. 194. Application of the Canadian Pacific Railway Company, under Section 139 of the Railway Act, 1903, to the board for authority to take additional lands, adjoin- ing their railway in the Town of Toronto Junction, in the County of York, Ontario, as shown on plan filed with the Board. 195. Application of the Bell Telephone Company of Canada, Limited, to carry two additional wires over the tracks of the Canada Atlantic Railway at St. Poly- carpe, Quebec (adjourned from May 16, 1905.) 196. Application of the Corporation of the City of London, under Section 253, and other sections of the Railway Act, 1903, to the Board for an order limiting the time for completion by the Grand Trunk Railway Company of Canada, of the branch line authorized to be constructed under order of the board, dated July 6, 1904, and for a direction by the board that the said company apply, within the time to be fixed by the board to the board, for approval of the connection between the said branch line and the line of the Canadian Pacific Railway Company. 197. Application of the Canadian Pacific Railway Company, bearing date May 1, 1905, under the Railway Act, 1903, to the board for an order directing the Grand Trunk Railway Company of Canada to afford proper facilities for interchange of traffic between the said two companies over the branch line authorized to be con- structed under the order of the board, dated July 6, 1904. 198. Application of the Canadian Pacific Railway Company, bearing date May 17, 1905, under the Railway Act, 1903, to the board for an order fixing the amount to be charged for the interchange of traffic and interswitching of cars over the branch line of the Grand Trunk Railway Company of Canada, to be constructed under order of the board dated July 6, 1904. 199. Application of the Corporation of the Town of Lindsay, Ontario, under the Railway Act, 1903, to the board for an order requiring the Grand Trunk Railway Company of Canada to maintain gates and provide watchmen at their crossings on Kent street and Lindsay street, in the Town of Lindsay, as shown on plan on file wi'th the board. 200. Application of the Corporation of the Town of Lindsay, under the Railway Act, 1903, to the board for an order requiring the Lindsay, Bobcaygeon & Pontypool Railway Company, or the Canadian Pacific Railway Company as lessee thereof, and the Grand Trunk Railway Company of Canada, to erect and maintain gates and pro- RAILWAY COMMISSIONERS FOR CANADA 51 SESSIONAL PAPER No 20c vide and keep watchmen where their railways cross King street, Caroline street, and Queen streets, in the Town of Lindsay, as shown on plan filed with the board. 201. Application of the Canadian Pacific Railway Company, as lessee of the Lindsay, Bobcaygeon & Pontypool Railway Company, under Section 177 of the Rail- way Act, 1903, to the board for authority to connect the tracks of the said Lindsay, Bobcaygeon & Pontypool Railway with the tracks of the Grand Trunk Railway in the Town of Lindsay; also for authority to construct the said track along Lindsay street and on part of Colbourne street in the said town. 202. Application of the Corporation of the Town of Lindsay, under section 25:3 and other sections of the Railway Act, 1903, to the board for an order directing the Grand Trunk Railway Company of Canada, and the Lindsay, Bobcaygeon & Ponty- pool Railway Company, and the Canadian Pacific Railway Company as lessee thereof, to make all necessary arrangements and to afford all persons and companies reason- able and proper facilities for the receiving, forwarding and delivering of traffic upon and from their several railways for the interchange of traffic between their respective railways in the Town of Lindsay, and for the return of rolling stock, and to fix reasonable tariff therefor. 203. Application of the Grand Trunk Railway Company of Canada, under Sec- tion 178 of the Railway Act, 1903, for an order directing the adoption and use at the present crossing of the line of the Grand Trunk Railway Company by the line of the Canadian Pacific Railway Company at lot No. 8, in the 9th Concession, Township of Yarmouth, County t»f Elgin, of an interlocking and derailing plant, in accordance with the terms of an agreement dated September 3, 1881. 204. Application of the Grand Trunk Railway Company of Canada, under Sec- tions 130 and 184 of the Railway Act, 1903, (a) to lower the main line of the north division of the Grand Trunk Railway where it crosses the public highway between lots 10 and 11, 14th Con., Tp. of Innisfil, County of Simcoe; (b) to construct three tracks across the said highway; (c) to grade the said highway from the place where the proposed tracks will cross the same north and south thereof to enable the proper approaches to be made to the railway crossing. 205. Complaint of J. Li. Duthie against the Grand Trunk Railway Company of Canada re demurrage. 206. Complaint of the American Cereal Company against the Grand Trunk Rail- way Company of Canada, in re rates on grain products for export from Peterbero and Lindsay, Ont., to Portland, Me., and St. John and West St. John, N.B. 207. 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 com- pared with the rate from Suspension Bridge, Ont., to the same point. 208 (o). Application of the James Bay Railway under section 123 of the Rail- way Act, 1903, to the board for sanction of a portion of the location of its line, being mileage 37:55 as shown on plan filed with the board; (b) Application of the James Bay Railway, under section 186 of the Railway Act, 1903, to the board for leave to construct its railway along and across certain streets and esplanades in the city of Toronto. 209. Application of the Grand Trunk Railway Company of Canada under section 177 of the Railway Act, 1903, for an order authorizing the Company to cross the Canadian Pacific Railway Company's branch (Queen's Wharf), in the City of Toronto, with a new passing track west of Bathurst street Junction. 210. Application of the Guelph & Goderich Railway Company, under section 137 of the Railway Act, 1903, to the board for its approval of the applicant company obtaining a right of way over or through the lands owned and occupied by the Grand Trunk Railway Company of Canada, in the City of Guelph, and to take possession and use and occupy said lands for the purpose of constructing and operating a railway thereon. 20c— 4 J 52 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 211. Application of the Grand Trunk Railway Company of Canada to the board for an order varying the order of the board dated the 11th of May, A.D. 1904, by substituting an electric bell for the subway ordered. 212. Application of the Toronto & Hamilton Railway Company, under section 137 of the Railway Act, 1903, for an order authorizing the Company to take posses- sion of, use and occupy the lands of the Grand Trunk Company on Burlington Beach, in the Township of Nelson, County of Halton. 213. Application of the Toronto & Hamilton Railway Company under section 177 of the Railway Act, 1903, for an order authorizing the company to cross the tracks the Grand Trunk Railway Company, Allanburg Branch, to Suspension Bridge, on Welland Division, in lot 144, Township of Thorold, County of Welland, Ontario. 214. Application of the Toronto & Hamilton Railway Company, under section 137 of the Railway Act, 1903, to use certain lands of the Grand Trunk Railway Com- pany of Canada, in the Township of Etobicooke, County of York. 215. Application of the Vancouver, Victoria & Eastern Railway & Navigation Company, under section 123 of the Railway Act, 1903, for approval of plans, profiles, and books of reference covering the section of the location of the applicant company's between Keremeos and Princeton on the south side of the Similkameen river, in the Province of British Columbia. 216. Application of the Canadian Pacific Railway Company, as lessee of the Guelph & Goderich Railway, under section 177 of the Railway Act, 1903, for leave to cross the tracks of the Guelph Street Railway, as shown on plan and profile. 217. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross the Grand Trunk Railway at Tottenham, Ontario, with its Toronto-Sudbury Branch by means of an overhead bridge. 218. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its tracks, at rail level, the line of Midland Branch of the Grand Trunk Railway, near Coldwater, Ontario. 219. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its tracks, at rail level, the line of the Grand Trunk Railway Company near Utopia Station, Collingwood Branch. 220. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its tracks at rail level the line of the Grand Trunk Railway at Alliston. 221. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its tracks, at rail level, the Penetang Branch of the Grand Trunk Railway at mileage 38. 222. Application of the Canadian Pacific Railway Company, as lessee of the Guelph & Goderich Railway, under section 177 of the Railway Act, 1903, for leave to construct a level crossing on the spur track of the Grand Trunk Railway, leading to Goldie's mill at Guelph. 223. Application of the James Bay Railway Company, under section 177 of the Railway Act, 1903, for authority to cross the track of the Grand Trunk Railway at a point just north of the Trent Canal on Lot 13, Concession 3, Township of Mara. 224. Application of the James Bay Railway Company, under section 186 of the Railway Act, 1903, authorizing the company to construct its railway on the Don River Road on Lot 7, Concession 2, East Yonge street, in the Township of York and County of York, at mileage 9:88, Toronto North. 225. Application of the James Bay Railway Company, under section 186 of the Railway Act, 1903, for leave to construct its railway across certain streets in the Town of Parry Sound, namely, — William, Gibson, Cascade and Church streets. 226. Application of the James Bay Railway Company, under section 177 of the Railway Act, 1903, for leave to place its lines or tracks across the lines or tracks of the Midland Division of the Grand Trunk Railway at a point near Beaverton. 227. Application of the Gravid Trunk Railway Company, under section 186 of the Railway Act, 1903, for leave to construct two additional tracks across Dufferin street, in the City of Toronto. RAILWAY COMMISSIONERS FOR CANADA 53 SESSIONAL PAPER No. 20c 228. Application of the Grand Trunk Eailway Company of Canada, under sec- tion 175 of the Eailway Act, 1903, to the board for an order authorizing that company to construct a branch line or siding from a point on its line of railway west of Logan avenue, in the city of Toronto, across Logan avenue, to the premises of the American Chicle Company, on Esplanade street, south of the property of the Grand Trunk Eailway and west of Thackeray street. 229. Application of the Grand Trunk Eailway Company under section 175 of the Eailway Act, 1903, for an order authorizing the said Grand Trunk Eailway Company to construct, operate, and maintain a branch line or siding, extending from a point on its line of railway on the Esplanade east of Church street, in the city of Toronto, upon, along and across part of Esplanade street to a point thereon opposite the western boundary of the lots occupied by Messrs. Murray & Laidlaw, east of Scott street. 230. Application of the Grand Trunk Eailway Company of Canada for leave to appeal to the Supreme Court of Canada from an order of the board dated the 25th day of July, 1905, directing that the Grand Trunk shall, in consideration of the receipt of the amounts mentioned in the said order, afford all reasonable and proper facilities for receiving, forwarding, and delivering of traffic offered to it in cars, wholly or partially loaded, for passage over the branch line referred to in the order, and the lines of the Grand Trunk connected therewith, and of the interchange, by means of the said branch, of traffic between its lines and those of the Canadian Eacific upon the following, among other grounds, namely, — That the basis upon which the amounts to be charged and received by the Grand Trunk are computed, and the method of estimating the same, are erroneous and illegal. 231. Application of the Grand Trunk Eailway Company of Canada, for an order varying the order of the board dated the 25th of July, 1905, directing the Grand Trunk Eailway Company to afford proper facilities for the interchange of traffic between the Canadian Eacific and the Grand Trunk over the branch line authorized to be con- structed under the order fixing the amount to be charged for the interchange of traffic and inter-switching of cars on the said branch line. 232. Application of the Corporation of the City of Toronto, under section 186 and 187 of the Eailway Act, 1903, for an order directing the Grand Trunk Eailway Company of Canada to construct and maintain gates with an automatic alarm bell, and to maintain a watchman for the same at the crossing of Greenwood avenue, in the city of Toronto, by the tracks of the Grand Trunk Eailway. 233. Application of the Canada Atlantic Eailway Company, under section 175 of the Eailway Act, 1903, to construct a branch line along Argyle Avenue to the National Museum, in the City of Ottawa. 234. Application of the Ereston & Berlin Street Eailway Company, under the Eailway Act, 1903, for permission to lease from and directing the Grand Trunk Eail- way Company, to lease to, so much of the Grand Trunk Company's right of way at the crossing of Caroline and Erb streets, in the town of Waterloo, as is necessary for the applicant company to lay part of its tracks as shown on plan filed. 235. Application of the Montreal Eark & Island Company, under section 194 of the Eailway Act, 1903, to carry its wires across the tracks of the Grand Trunk Eail- way Company at Cote St. Eaul. 236. Application of the Toronto & Niagara Fower Company, under section 194 of the Eailway Act, 1903, for leave to cross the line of the Welland Eailway (Grand Trunk Eailway Company) near the Welland Canal, in the Township of Thorold, with electric transmission 'cables. 237. Application of the South-western Traction Company, under section 177 of the Eailway Act, 1903, to cross the tracks of the Grand Trunk Eailway near St. Thomas. 238. Application of the Municipality of the Earish of St. Canut. (1) Under sections 204 and 214 of the Eailway Act, 1903, to the board for an order directing the Great Northern Eailway Company of Canada to operate and main- tain a station at St. Canut, in the Erovince of Quebec, with good and sufficient accom- 54 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 modatiou and facilities for traffic, and to furnish adequate and suitable accommodation for the receiving and loading of all traffic orderel for carriage on the railway. Under section 211 of the Railway Act, 1903, directing the Great Northern Railway Company of Canada to provide, in connection with the operation of its trains, immediate communication between the conductors and engine drivers. (3) Under section 212 of the Railway Act, 1903, for an order requiring the Great Northern Railway Company of Canada to adopt uniform rules for the operation and running of its train-. '4i Under section 215 of the Railway Act, 1903. directing the Great Northern Railway Company of Canada to start and run its trains as near as practicable at regular hours fixed by public notices. 239. Application on behalf of the Canadian Pacific Railway Company and the Grand Trunk Railway Company hat the order of the board, in the matter of the com- plaint of the Dominion Millers' Association, issued on the 25th of July last, be held in abeyance pending an opportunity of the railways to present to the board the position in which they will be placed by the adoption of the rate basis offered. 210. Application of the James Bay Railway Company, under section 137 of the Railway Act, 1903, for leave to cross the Grand Trunk Railway Company's disused spur near Beaverton. I'll. Application of the Salmon River k Northern Railway Company, under section 177 of the Railway Act, for permission to ^construct and operate a diamond or rail level crossing over the railway track of the Canadian Pacific Railway at a point approximately four miles east of Monte Bello, in the parish of Notre Dame de Bonsecours, in the county of Ottawa, by the track of the aplicant company, and to connect a switch or siding to be constructed by the applicant company with a switch or siding to be constructed by the respondent company.' 212. Application of the Ottawa Electric Railway Company for leave to appeal to the Supreme Court of Canada from the judgment of the board, dated the 13th day of July, A.D., 1905, in re the application of the corporation of the city of Ottawa for the construction by the Canada Atlantic Railway Company of a subway at Bank street, in the city of Ottawa. 213. Application of the Grand Trunk Pacific Railway Company, under section 123 of the Railway Act, 1903, for an order approving of the location of a section of the main line of its railway from the east line of section 1, Township 12 N., Range 13, W. 1st Meridian, easterly to the east line of section 1, Township 12 N., Range 7, W. 1st Meridian, in the district of Portage la Prairie, Manitoba. 244. Complaint of William Jos. Pendsay, of the city of Vancouver, B.C., in re- gard to freight rate- of the Canadian Pacific Railwaj-. 245. Complaint of the Kaslo Board of Trade in re rates to Slacan Lake points. 21*;. Application of E. Williams & Company, of Winnipeg, in regard to rates from Rocksbury and Stonewall quarries, on stone, to Winnipeg, Manitoba. /.' car service rules. 217. Application of the town of St. Boniface for an order directing the Canadian Northern Railway Company to construct a subway at the crossing of Tache street in St. Bonifa, 7. 23. 25, 17»! and 184 of the Railway Act, 1903, for an order direct- 60 RAILWAY COMMISSIONERS F03 CANADA 6-7 EDWARD VII., A. 1907 ing the Hamilton, Dundas Railway Company and the Toronto, Hamilton & Buffalo Railway Company, or one of them, to construct and maintain a brancvhm line from the railway of the Hamilton & Dundas Street Railway Company on Hatt street, in the town of Dundas, to the lands and premises of the applicants. 318. Application of the Ontario Bee Keepers' Association, under the Railway Act, 1903, to the board for the reduction in rates on bee products and materials used in con- nection with the bee-keeping industry. 319. Complaint of John Wright & Sons, of Owen Sound, regarding the rates charged by the Canadian Pacific Railway Company on wheat from the company's elevator at Owen Sound to the complainant's mill. 320. Complaint of the Petrie Manufacturing Company, of Hamilton, in re the rating of the complainants' cream separators in the Canadian freight classification. 321. application of the Grand Trunk Railway, under the Railway Act, 1903, for an order approving of the location of overhead bridges at Wellington and Ferry streets, in the city of Hamilton. , 322. Application of the Balanced Ration Manufacturing Company of Montreal, under the Railway Act, 1903, for a lower classification of balanced rations. 323. Complaint of the R. W. Oliver Milling Company of Montreal, as set out in letter of August 30, 1905, against the Grand Trunk Railway Company of Canada in regard to the rates on grain products from Montreal to points west of Montreal, in the province of Ontario, to points in the maritime provinces. 324. Application of James Armstrong and John J. Cook, under section 196 of the Railway Act, 1903, for an order directing the Grand Trunk Railway Company of Canada to provide and construct suitable culvert where the company's railway adjoins their farm on lot 753, in the town of Lachine, in the province of Quebec. 325. Application of the James Bay Railway Company to set aside order of the board dated January 5, A.D., 1905, granting permission to the Grand Trunk Rail- Way Company to make certain changes and extensions of the siding connecting their railway with the brick works of Robert Davies on the east side of Bay View avenue, in the Township of York. 326. Application of the Canadian Pacific Railway Company, under subsection 4 of section 25, and under section 32, of the Railway Act, 1903, to rescind, so far as it may affect the applicant company, an order of the board granted on the 5th day of January, 1905, authorizing the Grand Trunk Railway Company to construct or ex- tend a spur line across lot 13 in the 2nd concession from the Bay, in the township of York. 327. Application of the Canadian Pacific Railway Company for an order approv- ing of the plan of proposed changes in the interlocking plant, where the Canadian Northern Railway CompSny's track crosses the tracks of the applicants' railway at West Fort William. 328. Application of the James Bay Railway Company, under section 177 of the Railway Act, 1903, to place its lines or tracks across the lines or tracks of the Cana- dian Pacific Railway Company, Toronto- Sudbury branch, on lot 12, concession 2, of the township of Cleland, district of Nipissing. 329. Application of the James Bay Railway Company, under section 177 of the Railway Act, 1903, for leave to place its lines or tracks under the lines or tracks of the Canadian Pacific Railway Company at Little Key river, in the township of Mowat, in the district of Parry Sound. 330. Application of the Northern Extension Railway Company, under section 177 of the Railway Act, 1903, for authority to place its lines or tracks across the lines or tracks of the main line of the Canadian Pacific Railway Company between Keewatin street and Rosser road, in the township of St. John, immediately west of the city limits of the city of Winnipeg, Manitoba. 331. Application of the Ontario Power Company, Limited, under the Railway Act, 1903, for permission to cross the tracks of the Grand Trunk Railway, the Wa- bash Railroad, the Michigan Central Railroad, the Niagara, St. Catherines and RAILWAY COMMISSIONERS FOR CANADA 61 SESSIONAL PAPER No. 20c Toronto Eailway Company, and the Niagara Ealla Park and Kiver Eailway at lots 57 and 59 in the township of Stamford, with the transmission lines of the applicant company. 832. Application of the Toronto and Niagara Power Company, under section 184 of the Eailway Act, 1903, for permission to cross with its wires the tracks of the Welland Eailway (the Grand Trunk Eailway Company) near the Welland canal, as shown on plans on file with the board. 333. Application of the Toronto and Niagara Power Company, under section 194 of the Eailway Act, 1903, for leave to cross with its power wires the tracks of the Michigan Central Eailroad at Montrose Junction, Ontario, as shown on plan filed with the board. 334. Application of the Canadian Pacific Eailway Company, under section 186 of the Eailway Act, 1903, for leave to construct a spur line from its main line at St. John, N.B., across Portland street, in the city of St. John. 335. Application of the Canada Southern Eailway Company, under section 139 of the Eailway Act, 1903, for authority to take additional land adjoining their rail- way in the township of Sandwich West, in the county of Essex, as shown on plan and book of reference filed with the board. 336. Application of the Canada Southern Eailway Company, under sections 186 and 187 of the Eailway Act, 1903, for authority to divert certain highways adjoin- ing the said railway in the township of Sandwich West, as shown on plan on file with the board. 337. Application of the Northern Extension Eailway Company, under section 177 of the Eailway Act, 1903, for authority to place its lines or tracks across the lines or tracks of the Southwestern branch of the Canadian Pacific Eailway in the township of St. James), immediately west of St. James street, west limit of the city of Winnipeg. 338. Application of the Northern Extension Eailway Company, under section 177 of the Eailway Act, 1903, for authority to place its tracks across the tracks of the main line of the Canadian Pacific Eailway Company, between Keewatin street and Eosser road, in the parish of St. John, immediately west of the city limits of the city of Winnipeg, Manitoba. 339. Application of the Niagara, St. Catharines and Toronto Eailway Company, under section 203 of the Eailway Act, 1903, for approval of a plan of the proposed steel and concrete structure to replace present wooden bridge over the Grand Trunk Eailway at Thorold, Ontario. 340. Complaint of the Boards of Trade of the British Columbia Pacific coast cities against the Canadian Pacific Eailway Company regarding alleged discrimina- tion in rates between Vancouver, British Columbia, and interior points as far east as Calgary, on the main line of the company, MacLeod, on the Crow's Nest branch, and the Kootenay district, and the rates granted from Winnipeg to Calgary, MacLeod, and points farther west, including the Kootenay district. 341. Joint complaints of the New Westminster Board of Trade, the Canadian Manufacturers' Association, the Vancouver Board of Trade, and others, respecting the rates charged by Canadian railways on transcontinental traffic originating in eastern Canada and carried to British Columbia Pacific coast points, as compared with traffic originating in eastern United States points and carried thence via the American railways, or by American and Canadian railways jointly, to the United States or British Columbia Pacific coast points. 342. Application of the Grand Trunk Eailway Company, under sections 175, 177 and 186 of the Eailway Act, 1903, for authority to construct and operate branch lines in the town of Toronto Junction, in the township of York, county of York, and pro- vince of Ontario, as shown on plan, profile, and book of reference on file with the board. 343. Application of the James Bay Eailway Company, under section 177 of the 62 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 Railway Act, 1903, for leave to lay its track across the spur line of the Grand Trunk Railway Company at lot 13, concession 2, from the Bay. in the township of York. 344. Application of the Canadian Pacific Railway Company, under section 177 cf the Railway Act, 1903, for leave to cross with its track the track of the Grand Trunk Railway Company, at Tottenham, Ontario, with its Toronto-Sudbury branch, by means of an overhead bridge. The application is 'for extension of time for the temporary use of said crossing. 345. Application of the Canadian Pacific Railway, under section 177 of the Rail- way Act, 1903, for leave to cross with its track, at rail level, the track of the Grand Trunk Railway Company, Midland branch, near Coldwater, Ontario. 346. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its track the track of the Grand Trunk Railway Company, Collingwood branch, near Utopia station. 347. Application of the Canadian Pacific Railway Company, under section 177 of the Railway Act, 1903, for leave to cross with its track the track of the Grand Trunk Railway Company, at rail level, at Alliston, Ontario. 348. Application of the Canadian Pacific Railway Company, under section 177 of •the Railway Act, 1903, for leave to cross with its track, at rail level, the track of the Grand Trunk Railway Company, Penetang branch. The applications are for extension of time for the temporary use of said crossings. 349. Application of the Canada Atlantic Railway Company (Grand Trunk Rail- way Company of Canada), under section 139 of the Railway Act, 1903, for authority to take certain lands in the city of Ottawa, in the county of Carleton, for the pur- poses of the said railway, being the property owned by James Cavanagh, as shown on plan filed, 350. Application of the Canada Atlantic Railway Company, under section 137 of the Railway Act, 1903, for authority to take and use certain land of the Grand Trunk Railway Company of Canada, at Nipissing Junction, Ontario. 351. Application of the Grand Trunk Railway Company of Canada, under sections 175 and 186 of the Railway Act, 1903, for leave to construct a branch line from a point on lot 3, concession 1, district of Muskoka, crossing Yonge street. Shaw street and Muskoka road, to the premises of the Anglo-Canadian Leather Company, Limited, and J. D. Shier Lumber Company, as shown on plan filed. 352. Application of the Grand Trunk Railway Company of Canada, under section 139 of the Railway Act 1903, for authority to take certain additional lands at Cote St. Paul, in the parish of Montreal, the property of J. Beaudoin, as shown on plan filed withe the board. 353. Application of the municipal corporation of the town of Almonte, under the Railway Act, 1903, for the better protection of Main street, Little Bridge street, and Bridge street, in the town of Almonte, where the said streets are crossed by the tracks of the Canadian Pacific Railway Company. 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX D. SUMMARY OF THE PRINCIPAL JUDGMENTS DELIVERED BY THE BOARD FROM FEBRUARY 1, 1904, TO MARCH 31, 1906 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX D. SUMMAKY OF THE PRINCIPAL JUDGMENTS DELIVERED BY THE BOARD EROM FEBRUARY 1, 1904, TO MARCH 31, 1906. 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 enactment 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 agreement, establish telephone exchanges. Hearings 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 o* voidable as being in restraint of trade or against public policy, and *hat an order made under section 193 should provide for payment of compensation upon just terms for all lawful rights and interests injuriously affected thereby. Per Bernier, deputy chief commissioner : While the agreement is valid and com- pensation should therefore be allowed, the question of compensation should be re- served for future consideration and determined after hearing any case that might be presented 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 premises occupied by the municipalities' telephones, and the expense 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 commissioner' (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 the 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 deter- mined by the law of the province of Quebec where the contract was made. 20c— 5 66 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 The installation of such a municipal system would not of itself rescind the ex- clusive contract between the telephone company and the railway company. At most its only effect would be to give the injured party a right to have the contract res- cinded. Quebec Civil Code, Art. 1065, Dupuis v. Dupuis, R. 72 E. 19 S.C. 500. The evidence does not furnish a satisfactory basis for determining the compen- sation to be paid by the municipalities, and suggestions are made as to its ascertain- ment 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. Leave 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 rescision of its contract with the railway company. 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 deci- sion and order a protest was made on behalf of the New Brunswick Southern Rail- way 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 operation 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 apply to the company 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 defaulted in the payment of its bonds. Proceed- ings 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., an 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 Can- ada, is subject to the exclusive control of the Parliament of Canada and the Railway Act applies. No provincial legislature can resore 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 cars 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 proceeds in payment of the freight and storage charges. Hearing at Ottawa, June 27, 1905. Judgment. August 24, 1905. Killam, chief commissioner ^4 Can. Ry. Cas., 305): RAILWAY COMMISSIONERS FOR CANADA 67 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 jurisdiction. 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 courts. By the tariff of tolls approved by the Governor in Council under the Railway Act 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 the Governor in Council (of the nature of a standard tariff) must be understood as having 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 railway company. lie 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 and has been followed in the tariffs authorized by the Railway Act, 1903. It appeared to the board to be reasonable that railway companies which de- livered cars to, or placed them at the disposal of, shippers or consignees, for loading or unloading, should have some means of limiting the time to be occupied in such loading and 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 con- tinued occupation of their tracks, beyond such time as would be reasonably required for loading, or unloading. 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 discouraged. With this object in view, and after giving every opportunity which was reason- ably 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 and 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. 20c— 5£ 68 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 Wallaceburg, Ontario, on the 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. By. 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 Eailway Act coming into force on February 1, 1904, these special rate3 were increased. It appeared that at the present rates the Glass Company cannot maintain its posi- tion in the home market against foreign competition : — 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, 23J cents. No. 21. — Scobell v. the Kingston and Pembroke Railway Company. Complaint alleged (1) that discriminating 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 unreasonbale 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 (3 Can. Ry. Cas., p. 412). It appeared that an increase had been made in the rates on cedar products with- out any 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 must subordinate their own interests 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 (3 Can. Ry. Cas., p. 421.) 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. From points in western Ontario to Montreal, the maximum rate for local \ RAILWAY COMMISSIONERS FOR CANADA 69 SESSIONAL PAPER No. 20c delivery was fixed upon the evidence at 16J cents, and for export, including ' terminal,' at 18 cents per hundred pounds. No. 48. — Tower Oiled Clothing Company's case. 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 fishermen'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. By. Cas., p. 417) : Held, that although the discrimination involved in the difference between C. L. and L. C. L. rating 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 Bailway Com- pany. Complaint alleged that a rate of 3 cents per 100 lbs. on logs from Benetangui- shene to New Market, 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 Ottawa, April 28, and May 6, 1904. Judgment of board, October 10, 1904. Ber Blair, chief commissioner (3 Can. By. Cas., p. 424). Held, that since the increased rate is neither unjust, unreasonable nor contrary to some provision of the Bailway 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 Bailway 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. By. Cas., p. 427) : That although the board is prepared to give due effect 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 Bacific Bailway Com- pany et al. Complaint alleged (1) unreasonable 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 in less than carloads, from 2nd to 3rd class. 70 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 ( 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 On- tario, Quebec, and the maritime provinces, fresh fruit shall be carried at 4th class rates in 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, 1901. Blair, Chief Commissioner (3 Can. By. 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 Bailway 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 in Canada. Hearing at Ottawa. Judgment of board, October 10, 1904. Per Blair, Chief Commissioner (3 Can. By. Cas., p. 433) : That the former basis of rates must be restored. No. 124. — In re application of the Grand Trunk Bailway Company for permis- sion to make reduced rates on coal used for manufacturing purposes. This was an application by the Grand Trunk Bailway Company, under subsec- tion 4, section 275, of the Bailway 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 has 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 purposes. The company justified the difference in the rate on the ground that certain manufacturers in Cobourg would be unable to pay the higher rate and carry on busi- ness successfully. Judgment, October 10, 1904. Blair, Chief Commissioner (3 Can. By. 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 RAILWAY COMMISSIONERS FOR CANADA 71 SESSIONAL PAPER No. 20c 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. K.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. 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 Carleton 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. Ry. 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 at a less distance from the junction point; but such rates must not be unreasonable or disproportionately higher 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. — Re metallic shingles. This was a complaint by the Canadian Manufacturers' Association objecting to the approval by the Board of the Canadian Freight Classification No. 12, which, among other changes and additions, advanced 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 had never been approved by order in council, but was provisionally sanctioned by order of the board of July 16, 1904, pending 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 latter 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, L.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, L. 7. In March, 1901, the rating was placed at L.C.L. 4, G.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 this" 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 72 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 class were carried when these particular commodities were in the 7th class, and that they should not be obliged to lower the:r rates on these goods'. Hearings at Toronto, June 23, 24„ and 28, 1904. Judgment, June 29, 1905. 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. — lie St. Pierre & Company and Temiscouata Railway Company. This was a complaint by George St. Pierre & Co., of Fraserville, Que., alleging that the Temiscouata Railway Company was unjustly discriminating against the complainants 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 Railway Company were not unreasonable in view of the nature of the country which the rail- way traversed and of its traffice. The standard freight tariff of the company was identical with the standard tariffs of the Grand 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, and the 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 Com- pany on various commodities such as are authorized by section 260, subsection 2, of the Railway Act, compared favourably with the joint tariffs on the same com- modities issued by the Grand Trunk Railway Company and the Canadian Pacific Railway Company, in the province of Quebec, except such rates as were rendered necessary by competitive conditions and which did not prevail on the Temiscouata Railway. The Temiscouata Railway Company had no special commodity tariff for grain and grain products in carloads. Held, that in accordance with the common practice of other railway companies and in the interest of lumber camps upon or near its line, the Temiscouata Railway Company should prepare such a tariff on an equitable basis. It appeared that the Temiscouata Railway 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 Edmunston, on through shipments from points beyond, and it now charges on this through business its full standard rates as on strictly local busines, except on some traffic to Edmunston. 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 Grand 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 to 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. Hearing at Brantford, April 26, 1904. Judgment, July 13, 1905. Killam, chief commissioner (4 Can. Ry. Cas., 259). RAILWAY COMMISSIONERS FOR CANADA 73 SESSIONAL PAPER No. 20c 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 circum- stances or conditions specially provided for in such tariffs or by special tariffs of general application and not discriminating between different localities. Sees. 261, 262. Held, that the application either for a continuance of the allowance previously made, or for a change in the authorized tariffs of tolls, in favour of the applicant alone, must fail. Manufacturers' Coal Rates Case, 3 Can. Ry. Cas. 438 referred to; Stone v. Detroit, etc., 3 I. C. Rep. 613 ; Hezel Milling Company v. St. Louis, etc., 5 I. C. Rep. 57; re division of joint rates, 10 I. C. Rep. 681, followed. No. 222.— Coai 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 Company, by increasing the rate on rubble and crushed stone from the complain- ants' 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 quarrymen, 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 (6) fixing some otber 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 that the 2| cent rate from Rockspur to Winnipeg would be protected, the board was of opinion that that rate was a reasonable one. Tbat opinion was strengthened by 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 Forks, 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. 74 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 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 Company — under which the Grand Trunk Railway granted the Wabash Com- pany, 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 conditions contained in the memorandum of agreement. Hearing at Ottawa, March 8, 1901. Judgment, April 5, 1901. 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 traffic 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 the board 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 Merriton, to the paper and cotton mills in that village, of the main tracks 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, 1901. 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, and 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. Tbe order of the Railway Committee directed that an interlocking signal system and all the necessary works and appliances for properly operating the same be pro- vided at such crossing. RAILWAY COMMISSIONERS FOR CANADA 75 SESSIONAL PAPER No. 20c Held, that derails do not form part of the appliances required by such order, and a permanent watchman is not necssarily 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 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 construction and maintenance of the overhead bridge adjoining York street, in the city of Toronto, and 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 respective 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 be- tween 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 Merriton Crossing Case 3 an. R. 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 Beaverton, 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 crossing, and up to the time of the hearing that company 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 ma- 76 RAILWAY COMMISSIONERS .'Cli CANADA 6-7 EDWARD VII., A. 1907 sonry work of the undercrossing should be sufficient to allow of the construction of an additional track by the Grand Trunk Railway Company. From this order the James Bay Company appealed to the Supreme Court of Canada on the question whether, under section 177 of the Tin il way Act, 1903, or otherwise, 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 an 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 ap- pealed to His Excellency the Governor General in Council, under subsection 2 of section 44 of the Railway Act, 1903, to vary the said order of August 29, 1905, by striking out the provisions requiring the James Bay Company to provide- for a sec- ond track of the Grand Trunk Railway 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 Railway 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 at 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. Hearing 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 rail- way 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 rail- way, might be worthy of some consideration, but does not arise on the present appli- cation. 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 proper 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 en- able the electric railway company to use property on which it desires to have its term- RAILWAY COIIKISSIONERS FOR CANADA 77 SESSIONAL PAPER No. 20c inal 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 chosen to so locate its terminal property, or that the council of the town of Waterloo is unwilling to allow the electric railway company to place its tracks on other streets does not seem sufficient to force the board, in the exercise of the discre- tion 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 Railway 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 compel' 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, lessees 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 construct 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 permit 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 Ottawa, made on October 8, 1905, to the Railway Committee of the Privy Council 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 advantagts of Canada, was authorized by order of the Railway Committee of the Privy Council, to cross the tracks of the 78 RAILWAY 0 MMISSIONERS FOR CAXADA 6-7 EDWARD VII.. A. 1907 Canada Atlantic Bailway Company on Bank street, and by agreement the expense of protecting the crossing was borne equally between the two companies. By an agreement dated June 20, 1893, between the city of Ottawa and the Ottawa Electric Bailway 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. Cas., 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 Bailway Company should likewise contribute to the 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-eighths by the steam railway company, one-quarter by the Electric Street Bailway Company. Leave was granted by the board on the application of the Ottawa Electric Bail- 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 Bailway Company of the city of Ottawa, dated June 28, 1893, the Ottawa Electric Bailway shoujd have been ordered to contribute to the cost of the work thereby ordered to be constructed. 2. Whether the Ottawa Electric Bailway Company was entitled under said agree- ment, to have the city of Ottawa furnish to the Ottawa Electric Bailway Company, for the use of the said company in the exercise of its running powers, a street or highway known as Bank street, including that portion of the said street where it is crossed by the tracks of the Canada Atlantic Bailway Company (either with the existing grade or with a changed grade as proposed), upon terms as to payment or compensation as laid down in the said agreement, and whether if such was the effect of the said agreement, the Ottawa Electric Bailway 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 Bailway Act, 1903, and could properly be ordered to contribute to the cost thereof (37 S.C.B. 354.) No. 200. — Re Canadian Pacific Bailway Company's branch east of the Don, Toronto. This was an application by the Canadian Pacific Bailway Company, as lessees of the Ontario and Quebec Bailway Company, under section 175 of the Bailway 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 interpst, or for the purpose of giving RAILWAY COMMISSIONERS FOR, CANADA , 79 SESSIONAL PAPER No. 20c increased facilitiues to business,' as required by subsection 4 of section 175 of the Rail- way Act, 1903. 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 chosen 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. No. 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 map 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 Company 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 in- tent and purpose of parliament as indicated by the Act incorporating the applicant company, 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, Septetmber 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 accord- ing 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 little 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 Trunk Pacific Company has authority to build on the route that has been chosen, and that the minister has authority to sanction that route. 80 » RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 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 anything 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 tbat such location shall, as far as practicable (another exception), be constructed at 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 the 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 location, would indicate that the rest of the route is^left open, as it woidd be to any other railway company under the general Railway Act, and its Special Act, when the latter has no particular limitation as to route. Held, that there is not sufficient 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 place 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 properety 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 traffic 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 at the hearing were : — First, as to the jurisdiction of the board. It was claimed that sufficient 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 January 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. Held, that compensation should not be paid to the owners for business losses sustained since the fire and during proceedings taken before the board for leave to RAILWAY COMMISSIONERS FOR CANADA 81 SESSIONAL PAPER No. 20c 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 Ste. Henri and Ste. Cunegonde, in the province of Quebec. Hearing at Ottawa, February 14, and at 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 used by them for municipal pur- poses. 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 authority 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, lands 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 highway* 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 uo 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 Survoys 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. 4. A railway company may, with the leave of the board, lay out and dedicate por- tions of its right of way for use as highways which the municipality could accept without passing a by-law for that purpose. 20c— 6 82 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 5. The applicant is only entitled to an order from the board authorizing the rail- way company to lay out and construct such highways. The by-law 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 com- pany 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 Railway Company v. Grand Trunk Railway Com- pany. This was an application by the Guelph and Goderich Railway Company, under section 137 of the Railway Act, 1903, for authority to take possession of, use and occupy land of the Grand Trunk Railway 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 Trunk Railway 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 Railway 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 tracks upon the land in question. The applicant company desired to take and use not only the portion absolutely required for its tracks, but 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 Railway Company for the future and that the quantity he recommended that the Guleph & Goderich Railway 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: Railway 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 Railway 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. Parliament desires that the way should be kept clear for the construction of additional railways, and that existing railway companies shall 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, encroachment 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. It 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 or the neighbourhood, or that there is any immediate prospect of its being required. RAILWAY COMMISSIONERS FOR CANADA 83 SESSIONAL PAPER No. 20c ' 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 & Goderich Railway Company to take possession, use, and occupy the lands estimated by the engineer of the board to be required for its purposes, such compensation therefor to be paid by that com- pany as shall be fixed by agreement between the two companies, or, in case they can- not 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 137 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 Company's crossing at these points. The Preston and Berlin Company was incorporated by letters patent under the great of the province of Ontario. Hearing at Ottawa, August 29, 1905. Killam, Chief Commissioner: Section 137 gives to a company, if the board au- thorizes it, the power to take and use the land of a railway company. The words ' the company,' referred to in that section mean a railway company within the legis- lative authority of the Parliament of Canada. The board has no jurisdiction to authorize the taking of the lands applied for. No. 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 cros- sing 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 legisla- tive authority of the Parliament of Canada. Hearing at Toronto, December 11, 1905. Judgment, December 11, 1905. 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 physi- cal connection, the crossing of one by the other, and the through traffic between them. That does not include the making of sidings or the giving of facilities for traffic. 20c— 6J 84 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 Its purpose is to make those railways authorized by the provincial legislatures subject to the Dominion Railway 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 & Dundas Street Railway Company was not within the board's jurisdiction and that the board had no power to make an order directing it to give a siding. No. 26-4. The Canadian Pacific Railway Company v. the Township of North Dum- fries. Application by the Canadian Pacific Railway Company for authority to con- struct and operate railway tracks for a term of years over the present line of a high- way in the township of North Dumfries, Ontario, to close to public traffic a portion of such highway, 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 the 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 lead- ing 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 loco- motives 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 spur lines, are within the powers intended by parlia- ment 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. For 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 construc- tion 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. 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 law 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 RAILWAY COMMISSIONERS FOR CANADA 85 SESSIONAL PAPER No. 20c '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 Eailway Act, 1903, referred to. Held, that the diversion should be allowed upon proper terms for safeguarding the interests of the municipality and of the public. No. 263&. — T. D. Robinson & Son v. The Canadian Northern R.uiway Company. This was an application by T. P. 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 applicants' 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 on 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 land adjoins the railway yards 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. While the board does not hold that the railway company should bo made to fur- nish similar facilities to every applicant, in view of the previous supply of the same 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 tacts 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. 86 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 An order directing the railway company, in the general terms of section 253, to afford to the applicants all reasonable 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 jurisdiction to direct specifically the con- tinuance of previous facilities which have been unreasonably discontinued. Held, that an order should go directing the railway company to restore the spur track 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 com- pany 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 question 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 sec- tions 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 think 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 point 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 the 6th of July, 1904, to be constructed by the Grand Trunk Railway 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 amounts to be charged for such interchange of traffic and the inter-switching of cars over the said branch. The only connection at or near London, between the lines of the two railways, is " by this branch. RAILWAf COMMISSIONERS FOR CANADA 87 SESSIONAL PAPER No. 20c 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 busines 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 access 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 proposed 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 traffic 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 this 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 Ottawa, June 20, 1905. Judgment, July 16, 1905. Killam, Chief Commissioner : The provisions of the Railway Act which require railway companies thus to interchange traffic 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 the 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 at 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 this 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 consideration. 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 Trunk Railway Co. to afford all rea- sonable and proper facilities for receiving, forwarding and delivering all traffic offered to it in cars 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 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 Pacific Railway Company and those of other rail- way 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 chargd by the Grand Trunk Railway Company between the same points, and, in the absence of either the rates charged by the Cana- 88 RAILWAY COMMISSIONERS FOR OANADA 6-7 EDWARD VII., A. 1907 dian 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 (b) ; 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. (b) For the intermediate switching of through or joint freight and live stock traffic between the point of connection designated in clause (a) and the point of con- nection of the Grand Trunk Railway with the Pere Marquette Railroad, 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 companies be prohibited and 'that all preference, prejudice, and discrimination in such cartage system be prohibited. Order dated July 25, 1905, issued. Note. — An appeal ot the Supreme Court of Canada from board's order of July 25, 1905, now pending. , 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX E. REPORT OF THE CHIEF TRAFFIC OFFICER OF THE BOARD RAILWAY COMMISSIONERS FOR CANADA 91 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX E. REPORT OF THE CHIEF TRAFFIC OFFICER OF THE BOARD. Ottawa, October 24, 1906. Sir, — I submit herewith the report of the Traffic Department of the Board from February 1, 1904, to March 31, 1905, and from April 1, 1905, to March 31, 1906. Subjoined is a statement of the freight and passenger schedules filed with the board between November 1, 1904, when, by order of the board, the railway companies commenced filing their tariffs, and March 31, 1905, and from April 1, 1905, to March 31, 1906, inclusive : — TARIFFS AND SUPPLEMENTS RECEIVED TO AND INCLUDING MARCH 31, 1905. FREIGHT. Local tariffs 787 supplements 416 1,203 Joint tariffs 1,105 supplements 1,364 2,469 International tariffs 5,262 supplements 6,241 11,503 15,175 PASSENGER. Local tariffs 284 supplements 178 462 Joint tariffs 145 supplements 107 252 International tariffs 548 supplements 458 1,006 1,720 Combined totals, freight and passenger 16,895 TARIFFS AND SUPPLEMENTS RECEIVED FROM APRIL 1, 1905, TO AND INCLUDING MARCH 31, 1906. FREIGHT. Local tariffs 422 supplements 738 1,160 Joint tariffs 953 supplements 2,166 3,119 International tariffs 3,328 supplements 8,436 11,764 16,043 PASSENGER. Local tariffs 405 supplements 160 565 Joint tariffs 188 supplements 76 264 International tariffs 914 supplements 354 1,268 2,097 Combined totals, freight and passenger 18,140 92 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 GRAND TOTAL OF ALL SCHEDULES EECEIVED TO AND INCLUDING MARCH 31, 1906. FREIGHT. Local tariffs 1,209 supplements 1,154 2,363 Joint tariffs 2,058 supplements -. . . 3,530 5,588 International tariffs 8,590 supplements 14,677 23,267 31,218 PASSENGER. Local tariffs 689 supplements 338 1,027 Joint tariffs 333 supplements 183 516 International tariffs 1,462 supplements 812 2,274 3,817 Combined totals, freight and passenger 35,035 The following orders relating to traffic on lines subject to the Railway Act, 1903, have been issued by the board from February 1, 1904, to March 31, 1905, viz. : — March 9, 1904. — Order permitting railway companies to continue their reduced fares to clergymen and 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. — An order legalizing Canadian Freight Classification No. 12, with Supplement No. 1 and Ruling Circular No. 1, until such time as the board shall revise, alter, or amend the same. July 30, 19U4. — 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 in- cluding 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. — Order reducing rates on cooperage stock in carloads. July 30, 1904. — Railway companies directed to reduce their rates on glass bottles, in carloads, from Wallaceburg, Ont., to Toronto, Hamilton, Berlin, London and Montreal October 3, 1904. — Order regarding reduced rates on material and machinery for new industries. Companies directed to report applications to the board, which will deal with each on its merits. October 3, 1904. — Order declining application of Grand Trunk Railway Company, for permission to charge a less rate on coal to Cobourg, Ont., for manufacturing pur- poses than charged to ordinary consumers and dealers. October — , 1904. — Reduction ordered in the rates on coal from the Niagara and Detroit frontiers to Almonte, Ont. October 10, 1904. — Order refusing application of the United Factories for a special rate on logs, Penetanguishene to Newmarket, Ont. 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. RAILWAY COMMISSIONERS FOR CANADA 93 SESSIONAL PAPER No. 20c October 31, 1904. — Eailway 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, 1901. — Order disallowing certain advanced freight tariffs on grain products from Ontario to the Maritime Provinces, which had been issued without legal notice, and directing the companies to make restitution to the shippers. : February 9, 1905. — Order prescribing conditions under which railway companies may make and report to the board special rates in certain cases, under section 275 of the Eailway Act, 1903. February 9, 1905. — Order prescribing under what circumstances the board will receive telegraphic notices of proposed tariff changes in freight rates under emergency conditions. 1 February 9, 1905. — Order authorizing the Canadian Northern Eailway Company to carry material and machinery for new industrial works at iort Frances, Ont., at reduced rates. March 6, 1905. — Order prescribing lower rates on cattle from Ontario to Montreal, St. John, West St. John and Portland, for export, so as to bring them more into harmony with those paid by United States shippers. 1 From April 1, 1905, to March 31, 1906, the following orders relating to traffic on lines subject to the Eailway Act, 1903, have been issued by the board, viz : April 15, 1905. — Eailway 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 Eondeau, Ont., ordered discontinued. July 5, 1905. — Eestoration 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. — Eailways ordered to provide reasonable and proper facilities for the interchange of local traffic for loading and unloading at London, Ont., and tolls prescribed therefor. July 25, 1905. — Eeduction ordered in rates from Ontario on all traffic to Mont- real, Quebec, and the Atlantic seaboard, for export. September 5, 1905. — Eailway 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., tor switching grain to the distillery at Sapper'ton, and prescribing switching tolls within the New Westminster terminals. October 14, 1905. — Eeduction ordered in rates on stone from Manitoba quarries to Winnipeg. October 17, 1905. — Canadian Pacific and Canadian Northern Eailway Companies ordered to interchange carload freight in the original cars at Winnipeg and St. Boni- face, Man., for shipment from, or delivery at, those points. October 31, 1905. — Eeduced 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 Georgian Bay ports, for the movement of northwest grain during car shortage. November 28, 1905. — Interchange facilities ordered at Lindsay, Ont., between Grand Trunk and Canadian Pacific Eailways, and tolls prescribed for the interchange service. 94 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 January 6, 1906. — New car service, or ' demurrage,' rules more favourable to the •public than 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 Ked 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 Company'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 & Sons's coal and wood yard at Winnipeg, which had been removed. March 24, 1906. — Reductions ordered in the maximum carload weights for freight loaded in box cars longer than the standard length of 36 feet 6 inches. March 24, 1906. — Additions to the articles which may be shipped in mixed car- loads at carload rates. March 24, 1906. — Reduction in minimum chargeable weight for light and bulky articles requiring platform cars for carriage. In addition to the above mentioned, numerous changes to the advantage of the public, have been made from time to time in the Canadian Freight Classification ; a number of complaints have been adjusted informally by the board, and others have been amicably arranged between the parties at the suggestion of the board, or with its assistance. I have the honour to be, sir, Your obedient servant, J. HARDWELL, Chief Traffic Officer. A. D. Cartwright, Esq., Secretary, Board of Railway Commissioners for Canada, Ottawa. 6-7 EDWARD VII. cES^IONAL PAPER To. 20c A. 1907 APPENDIX F. LIST OF EXAMINATIONS AND INSPECTIONS MADE BY THK ENGINEERING DEPAKTM? NT OF THE BOARD, COVERING PERIOD FROM FEBRUARY 1, 1904, TO MARCH 31, 1906 95 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX F. LIST OF EXAMINATIONS AND INSPECTIONS MADE BY THE EN- GINEERING DEPARTMENT OF THE BOARD, COVERING PERIOD FROM FEBRUARY 1, 1904, TO MARCH 31, 1906. July 18, 1904. — Examination of the crossing of Avenue road, Toronto, Ontario, by Canadian Pacific Railway. July 18, 1904. — Examination of the highway in the village of Jarvis, Ontario, crossed by the Grand Trunk Railway. July 19, 1904. — Examination of the Hull Electric Railway crossing of the Cana- dian Pacific Railway, north of Central depot, Ottawa, Ontario. July 19, 1904. — Examination of proposed siding of Grand Trunk Railway, Strachan avenue, Toronto, Ontario. July 23, 1904. — Inspection of Lindsay, Bobcaygeon and Pontypool Railway. July 29, 1904. — Examination of highway crossing, Grand Trunk Railway, town- ship of Whitby, Ontario. July 30, 1904. — Examination of the Preston and Berlin Street Railway crossing by Grand Trunk Railway spur tracks on Wilmot street, Berlin, Ontario. August 2, 1904. — Examination of street crossings in the town of Renfrew, On- tario, by Canadian Pacific Railway. August 31, 1904. — Examination of crossing of Canadian Pacific Railway by Pe'ter borough Radial Railway, George street, Peterborough, Ontario. August 31, 1904. — Examination of crossing of the Grand Trunk Railway by the Peterborough Radial Railway in the town of Peterborough, Ontario, at Water, Locke and Charlotte streets. September 3, 1904. — Examination of crossing of the Bay of Quinte Railway over the tracks of the Canadian Pacific Railway at Tweed, Ontario. September 13, 1904. — Examination of crossing of Narcisse Campbell by Central Vermont Railway, Stanbridge, Quebec. September 13, 1904. — Examination of street crossing by the Grand Trunk Rail- way, at Actonvale, Quebec. September 21, 1904. — Examination of proposed street crossing by the Quebec and South Shore Railway, in the town of St. Michel D'Yamaska, Quebec. September 22, 1904. — Examination of the farm crossings, gates and right of way ditches on the Great Northern Railway at St. Paulin, Quebec. October 3, 1904. — Examination of subway under the Grand Trunk Railway track near Beloeil station, province of Quebec. October 4, 1904. — Examination of the crossing of the London and Port Stanley gravel road by the Lake Erie and Detroit River Railway, in the county of Elgin, Ontario. October 4, 1904. — Examination of crossing of First avenue by the Canada South- ern Railway and Michigan Central Railway at St. Thomas, Ont. October 4, 1904. — Examination of J. A. Smith's property in reference to damage by the Canada Southern Railway. October 4, 1904. — Examination of William and Elgin streets, crossed by the Can- ada Southern and Michigan Central Railways, St. Thomas, Ontario. October 5, 1904. — Examination of the opening of Balaklava street, crossed by the Grand Trunk Railway, city of St. Thomas, Ontario. October 6, 1904. — Examination of farm crossing of George Millar, Canada South- ern Railway, county of Lambton, Oritario. 20c— 7 97 98 RAILWAY COMAIISSIOXERS FOR C AX ADA 6-7 EDWARD VII., A; 1907 October 7, 1904. — Examination of crossing Main street, town of Parkhill, On- tario, by Grand Trunk Railway. October 12, 1904. — Inspection of proposed crossing of the Canadian Pacific Rail- way by a road leading to wharf in the town of Pembroke, Ontario. October 18, 1904. — Examination of crossing of the Grand Trunk Railway by the Peterborough Radial Railway, Locke street, Peterborough, Ontario. October 20, 1904. — Inspection of proposed crossing of the Dominion Atlantic Railway by the Middleton and Victoria Beach Railway, at Middleton, Nova Scotia. October 24, 1904. — Examination of crossings of the Fourth concession road by the proposed Quebec, New Brunswick and Nova Scotia Railway, in the parish of L'Ancienne Lorette, county of Quebec, P.Q. October 25, 1904. — Examination of farm crossing on the land of William Ander- son by the Toronto, Hamilton and Buffalo Railway, near Hamilton, Ontario. October 26, 1904. — Examination of the farms and ditches of Charles Gelinas, Aime Lemay, and others, in reference to damage by the Canadian Pacific Railway at Yamachiche, county of St. Maurice, Quebec. October 29, 1904. — Examination of the crossing of the Grand Trunk Railway by the Niagara-Welland Power Company, county of Welland, Ontario, in lot 9. October 29, 1904. — Examination of the crossing of St. Catharines and Niagara Central Railway Company by the Niagara-Welland Power Company, county of Wel- land, Ontario, lot 85. October 29, 1904. — Examination of Allanburg branch of the Grand Trunk Rail- way, Niagara-Welland Power Company, county of Welland, lot 138. October 29, 1904. — Examination of Dickson and Ellis streets, crossed by the Canada Southern Railway, in the 'town of Niagara Ealls, Ontario. November 2, 1904. — Examination of the crossing of the Stanley avenue by the Grand Trunk Railway at Richmond, Quebec. November 14, 1904. — Inspection of proposed crossing of the Grand Trunk Rail- way by the Guelph and Goderich Railway at Milverton, Ontario. November 19, 1904. — Inspection of the Grand Valley Railway for opening for traffic from Paris to Gait, Ontario, a distance of about 13 miles. November 23, 1904. — Inspection of steel bridges on Bay of Quinte Railway be- tween Tweed and Bannockburn, Ontario. November 25, 1904. — Examination of crossing of the Grand Trunk Railway by the Guelph and Goderich, near Guelph, Ontario. December 1, 1904. — Inspection of Orford Mountain Railway, Eastman Village, township of Potten, county of Brome, Quebec. December 2, 1904. — Examination of street crossing in the town of FarhEam, Quebec, by the Stanstead, Shefford and Chambly Railway of Central Vermont Rail- way. December 3, 1904. — Inspection of proposed farm crossing of the Pere Marquette Railway, near Bridgeburg, Ontario. December 10, 1904. — Inspection of crossing a spur line of the Grand Trunk Rail- way by the Montreal Street Railway at Cote St. Paul, in the city of Montreal, Quebec. December 10, 1904. — Inspection for the opening of traffic for the Levis County Electric Railway, through the town of S't. Romuald, county of Levis, "Que. December 17, 1904. — Examination of crossing of Montreal Street Railway over Pie-Neuf avenue, Montreal, Quebec. December 27, 1904. — Inspection of highway crossings in Fairville, N.B., with refer- ence to protection. December 29, 1904. — Examination of proposed subway at Elizabeth street, under the tracks of the Grand Trunk at St. Henri, Quebec. December 29, 1904. — Examination of interlocking plant at crossing of British Columbia Southern Railway by the Morrissey, Eernie and Michel Railway at Eernie, British Columbia. RAILWAY COMMISSIONERS FOR CANADA 99 SESSIONAL PAPER No. 20c January 17, 1905. — Examination of the Toronto Street Railway on Queen street, Toron'to, Ontario, crossed by the Grand Trunk Railway. Examination of the Toronto Street Railway on Queen street, Toronto, Ontario, crossed by the Canadian Pacific Railway. January 17, 1905. — Examination of proposed subway at Lansdowne avenue, city of Toronto, under the tracks of the Canadian Pacific Railway and the Grand Trunk Railway. January 20, 1905. — Examination of the St. Clair tunnel, Ontario, in connection with the opera'tion of the same. February 3, 1905. — Examination of the crossing of Main street by the Grand Trunk Railway in the town of Welland, Ontario. February 9, 1905. — Examination for opening of traffic of a portion of the Vancou- ver, Victoria and Eastern Railway and Navigation Company. February 16, 1905. — Examination of the Canadian Pacific Railway branch line along Liberty street and Fraser avenue, Toronto, Ontario. February 16, 1905. — Inspection of the Queenston street bridge in the city of St. Catharines, Ontario, December 21, 1905. — Examination in the town of Guelph, Ontario, in connec- tion with the expropriation of Jubilee park by the Grand Trunk Railway for station purposes. March 15, 1905. — Inspection of street crossings on the lines of the Grand Trunk and Canadian Pacific Railways, in the tow nof Lindsay, Ontario. March 20, 1905. — Examination of the ground of the Grand Trunk Railway asked for by the Guelph and Goderich, Ontario. March 30, 1905. — Examination of proposed subway under the Quebec Bridge Rail- way at Cote St. Frangois, county of Quebec, Quebec. April 1, 1905. — Examination of the application of the Canadian Pacific Railway Company with reference to crossing of several streets in the city of Toronto, Ontario. April 1, 1905. — Examination of proposed branch line on the east side of the River Don, Toronto, Ontario. April 1, 1905. — Examination of the Canadian Pacific Railway bridge over the Rideau river, Ottawa, Ontario, in reference to floods. April 3, 1905. — Examination of the crossing of several streets by the Canadian Pacific Railway along the Esplanade, Toronto, Ontario. April 4, 1905. — Examination for proposed subway, Bank street, under the tracks of the Canada Atlantic Railway, Ottawa, Ont. April 4, 1905. — Inspection of farm crossing on the line of 'the Guelph and Goderich on the farm of F. H. Hall. April 5, 1905. — Inspection of the proposed crossing of the Ayr line of the Grand Trunk Railway, by the South Western Traction Company, near St. Thomas, Ontario. April 6, 1905. — Inspection of crossing of the Grand Trunk Railway on the farm of Geo. Knill, three miles west of Paris, Ontario. April 6, 1905. — Examination of Clough's Crossing, Lenn ">xville, Quebec. April 7, 1905. — Examination of open culvert under the track of the Quebec South- ern Railway, about one mile west of St. Angele, county of Rouville, Quebec. April 19, 1905. — Examination of the New Brunswick Southern Railway. April 20, 1905.— Examination of the Salisbry and Harvey Railway, New Bruns- wick. April 22, 1905. — Examination of the Richelieu river bridge of the Quebec South- ern Railway at Sorel, Quebec. April 23, 1905. — Examination of proposed farm crossing of Arcene Boisvert by the Grand Trunk Railway, in the parish of Ste. Amelia, township of Bulstrode, Quebec. May 2, 1905. — Examination of the crossing of the Grand Trunk Railway by the Canadian Pacific at Lennoxville, Quebec. 20c— 74 100 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 May 3, 1905. — Examination of the lands of the Grand Trunk and Guelph and Goderich Railways at Goderich, Ontario. May 4, 1905. — Examination of the crossings of properties of Alexander and Adam Morrow, at Millbank, Ontario, by the Guelph and Goderich Railway. May 4, 1905. — Examination of Mr. Hall's crossing in the township of Wellesley, by Guelph and Goderich Railway. May 6, 1905. — Inspection of Prince Albert branch of the Canadian Northern Railway, mileage 278 to 285. May 7, 1905. — Inspection of main line of the Canadian Northern Railway from Humbolt to the 10th siding; mileage, 425 to 507. May 9, 1905. — Inspection of Rossburn extension of the Canadian Northern Rail- way, mileage 0 to 20-7. May 11, 1905. — Inspection of crossing of the Canadian Pacific Railway by the Canadian Northern Railway, at Hartney, Manitoba. May 12, 1905. — Inspection of the Greenway extension of the Canadian Northern Railway; mileage, 0 to 52. May 21, 1905. — Inspection of station grounds at Revelstoke, British Columbia. May 22, 1905. — Inspection of proposed logging crossing of the Canadian Pacific Railway, near Silverdale, British Columbia. May 29, 1905. — Examination of highway crossing in the Coteau Junction yard by the Grand Trunk Railway. June 2, 1905.— Examination of proposed crossing of the Sutton branch of the Grand Trunk by the James bay. June 2, 1905. — Examination of Queen street crossing, Canadian Pacific Rail- way, Toronto, Ontario. June 5, 1905. — Examination of the crossing of the de Lisle drain by the Canada Southern Railway in the county of Essex, Ontario. June 5, 1905. — Examination of the Little River drain under the tracks of the Canada Southern in the township of Sandwich south, county of Essex, Ontario. June G, 1905. — Examination respecting highway crossings in the village of Dutton, Ontario, by the Canada Southern and Pere Marquette Railways. June 8, 1905. — Examination of crossing of the Grand Trunk by Canadian Pacific Railway near St. Thomas, Ontario. June 8, 1905. — Examination of some streets crossed by the Grand Trunk in the city of Woodstock, Ontario. June 15, 1905. — Examination of proposed Staynerville branch of the Canadian Pacific Railway at Staynerville, county of Argenteuil, Quebec. June 15, 1905.— Inspection of station grounds on the line of the Canadian Pacific Railway at Franklin, Manitoba. June 17, ]905. — Examination of the Smith drain of the Canada Southern Rail- way. June 19, 1905. — Examination in reference to flooding of subway in the town of Trenton, Ontario, under the tracks of the Grand Trunk Railway. June 25, 1905. — Inspection of crossing of the Don road, county York, Ontario, by the James Bay Railway. June 26, 1905. — Inspection of crossings of the Grand Trunk Railway, on the farm of Donald MacKenzie, about two miles west of Hyde Park Junction, Ontario. June 26, 1905. — Inspection of proposed undercrossing of the Grand Trunk Rail- way at Tecumseh, Ontario. July 4. 1905. — Inspection of proposed undercrossing of the Grand Trunk Rail- way at Port Hope, Ontario. July 5, 1905. — Examination of trestle under the Quebec Southern Railway, near Vercheres, Quebec. July 6, 1905. — Examination of the trestle under the west approach of the Quebec Southern Railway bridge over the Richelieu river, at Sorel, Quebec. RAILWAY COMMISSIONERS FOR CANADA 101 SESSIONAL PAPER No. 20c July 8, 1905. — Examination of Charles Bennett's property in reference to his watercourse along and under the Quebec branch of the Grand Trunk Railway, in the township of Shipton, Quebec. July 10, 1905. — Inspection of location of Preston and Berlin Railway on Caro- line and Erb streets, in the town of Waterloo, Ontario. July 11, 1905. — Examination of 'the crossing of St. Clair avenue, Toronto, Ontario, by the Toronto Suburban Railway. July 13, 1905. — Examination of crossing of streets u Parry Sound, Ontario, by James Bay Railway. July 13, 1905. — Inspection of street crossings over the Canadian Pacific Railway, in the town of Almonte, Ontario. July 19, 1905. — Examination of the highway crossing at Coteau station by the Grand Trunk Railway. July 25, 1904. — Inspection of bridge interlocking where the Grand Trunk Rail- way crosses the Trent Valley canal at Nassau, Ontario. July 26, 1905. — Inspection of crossing of the Queen's Wharf branch, Toronto, of the Canadian Pacific Railway by an additional track of the Grand Trunk Rail- way, with reference to interlocking. July 28, 1905.— Examination of highway crossing in the township of Lynden, Ontario, by Grand Trunk Railway. August 5, 1905. — Re-examination of proposed Staynerville branch of the Cana- dian Pacific Railway at Staynerville, county of Argenteuil. Quebec. August 18, 1905. — Examination of box culvert under the Grand Trunk Railway, in the town of Lachine, Quebec. August 19, 1905. — Inspection of MacGregor-Varcoe branch of the Canadian Pacific Railway, Manitoba. August 19, 1905. — Inspection of Wetaskawin branch of the Calgary and Edmon- ton Railway, Alberta. August 22, 1905. — Examination of the proposed crossing of the Grand Trunk Railway by the Canadian Pacific Railway at Beeton, Ontario. ' 'August 22, 1905. — Examination of the proposed crossing of the Grand Trunk Railway by the Canadian Pacific Railway at Utopia, Ontario. August 25, 1905. — Examination of Greenwood avenue, crossed by the Grand Trunk Railway, Toronto, Ontario. August 26, 1905. — Examination of proposed crossing of the Grand Trunk Rail- way spur by the James Bay Railway at Beaverton, Ontario. August 28, 1905. — Examination of the proposed crossing of the Grand Trunk Railway by the Canadian Pacific Railway at Tottenham, Ontario. August 28, 1905. — Examination of proposed crossing of the Grand Trunk by the Canadian Pacific Railway at Caldwell Junction, Ontario. August 28, 1905. — Examination of proposed crossing of Grand Trunk Railway by Canadian Pacific, Midland division. September 4, 1905. — Inspection for traffic of Canadian Pacific Railway, main liner Calgary division. September 4, 1905. — Inspection for opening of traffic of Wetaskiwin branch of the Canadian Pacific Railway from Wetaskiwin to Camrose. September 14, 1905. — Inspection for opening of traffic of the Pheasant Hills branch of the Canadian Pacific Railway at Lipton, Alberta. September 18. 1905. — Inspection for traffic of the Lacombe branch of the Cana- dian Pacific Railway at Lacombe, N.W.T. October .°>. 1905. — Inspection of proposed highway crossing over the Grand Trunk Railway between lota 1 and 2, block ' B,' in the township of Sarnia, Ontario. October 8, 1905. — Inspection of Ayr ballast on line of the Canadian Pacific Rail- way at Ayr. Ontario. October 9, 1905.— Inspection of highway crossing of the Guelph and Goderich Railway, near Blytb, Ontario. 102 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 October 19, 1905. — Inspection of proposed crossings of the Grand Trunk and Canadian Pacific Railways at Chatham, Ontario, and the Pere Marquette Railway at Wallaceburg, Ontario, by the Chatham, Wallaceburg and Lake Erie Railway. October 19, 1905. — Inspection of Chatham, Wallaceburg and Lake Erie Railway from Chatham, Ontario, to Wallaceburg, Ontario, for opening for traffic. October 21, 1905. — Inspection of crossing of Grand Trunk Railway by an addi- tional track of the Canadian Pacific Railway, near Davenport station, on the North- ern and Northwest division. October 30, 1905. — Inspection of interlocking where Canadian Pacific Railway crosses the Trent Valley canal at Peterborough, Ontario. October 31, 1905. — Inspection of interswitching track connecting the Grand Trunk and Canadian Pacific Railways at Lindsay, Ontario. September 19, 1905. — Inspection of location of the Klondike Mines Railway from Dowson City to the town of Grand Forks, B.C. November 1, 1905. — Inspection of interlocking plant on the Toronto, Hamilton and Buffalo Railway at Garth street, Hamilton, Ontario. November 15, 1905. — Inspection of proposed street crossing the Grand Trunk Railway in the town of Waterloo, Ontario. November 23, 1905. — Inspection for the opening of traffic of the Orford Moun- tain Railway, from Kingsbury to Windsor, Ontario. December 1, 1905. — Inspection of the tracks of the Oshawa Railway in the town of Oshawa, Ontario. December 1, 1905. — Inspection of Corbett's crossing over the Grand Trunk Rail- way, one miles east of Whitby, Ontario. December 9, 1905. — Inspection of subway under the Grand Trunk Railway on Grand River street, in the town of Paris, Ontario. December 12, 1905. — Inspection of Lacombe branch of the Canadian Pacific Railway for opening of traffic. December 13, 1905. — Inspection of interlocking where the Guelph and Goderich Railway* crosses the Grand Trunk Railway, two miles west of Guelph, Ontario. December 13, 1905.— Inspection of street crossings over the Grand Trunk Rail- way, in the town of Strathroy, Ontario. January 8, 1906. — Inspection of proposed crossing of the Grand Trunk Railway by the James Bay Railway at Washago, Ontario. January 15, 1906. — Inspection of location of line of the Niagara- Welland Power Company, in the townships of Brantford and Ancaster, counties of Brant and Went- worth, Ontario. January 17, 1906. — Inspection of proposed drain across the line of the Grand Trunk Railway, in the township of Malahide, near Aylmer, Ontario. ^ January 18, 1906. — Inspection of proposed drain in the township of Blanford, Ontario, on the Buffalo and Goderich branch of the Grand Trunk Railway. January 18, 1905. — Inspection of proposed drain for the benefit of Winterhalt property on the line of the Grand Trunk Railway, in the town of Preston, Ontario. January 31, 1906. — Inspection of interlocking where the Hamilton Radial Rail- way crosses a spur of the Toronto, Hamilton and Buffalo Railway, in the city of Hamilton, Ontario. February 1, 1906. — Examination of street crossings by Canadian Pacific Rail- way in the city of Vancouver, B.C. February 1, 1906. — Inspection of proposed farm crossings on the farms of Lack- ner and Grasser, on the line of the Guelph and Goderich Railway, in the county of Waterloo, Ontario. February 2, 1906. — Inspection of proposed nndercrossing on the farm of J. Cockerline, at Blyth, Ontario. February 3, 1906. — Inspection of proposed farm crossing over the track of the Canada Southern Railway, on the farm of Alexander Parkes, near Cornell, Ontario. RAILWAY COMMISSIONERS FOR CANADA 103 SESSIONAL PAPER No. 20c February 20, 1906. — Inspection of proposed drain across the lands of Captain Malloy, on the line of the Grand Trunk Kailway, in the township of Brantford, county of Brant, Ontario. February 20, 1906. — Inspection of track of the Grand Valley Railway, in the town of Gait, Ontario. February 21, 1906. — Inspection of proposed terminal yards of the Canada South- ern Railway, near Windsor, Ontario. February 22, 1906. — Inspection of crossing of Grand Trunk Railway by the Pere Marquette Railway, in the city of Chatham, Ontario. February 23, 1906. — Inspection of proposed Whalen drain across the track of the Canada Southern Railway, near Southwick, Ontario. March 3, 1906. — Inspection of Ostrander drain, on the line of the Canadian Pacific Railway, near Ostrander station, Ontario. March 5, 1906. — Examination of the crossing at King strret, Sherbrooke, Quebec, Grand Trunk Railway. / March 9, 1906. — Inspection of foundations of the Queenston street bridge, in the city of St. Catharines, Ontario. March 29, 1906. — Examination of a box culvert, under the Grand Trunk Railway, in the town of Lachine, Quebec. March 31, 1906. — Examination of the property of James Kavanagh, Ottawa, Ontario, for Grand Trunk Railway purposes. 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX G. REPORT OP THE INSPECTOR OF ACCIDENTS OF THE BOARD 105 6-7 EDWARD VI!. SESSIONAL PAPER No. 20c A. 1907 APPENDIX G. REPORT OF THE INSPECTOR OF ACCIDENTS OF THE BOARD. Ottawa, November 10, 1906. A. D. Cartwright, Esq., Secretary, Board of Railway Commissioners for Canada, Ottawa. Dear Sir, — I respectfully beg to hand you herewith my report showing the number of persons killed and injured in train accidents during the periods commenc- ing from February 1, 1904, to March 31, 1905, and from April 1, 1905, to March 31, 1906, as per reports made by the railway companies to the Board of Railway Com- missioners for Canada, in accordance with the Railway Act, 1903, sections 235 and 236. The above statements have been prepared showing these accidents classified as follows : — First. — The number of passengers killed and injured. Second. — The number of employees killed and injured. Third. — The number of other persons killed and injured. Another classification has also been made, showing the accidents for each railway company separately. During the first period, 402 persons were killed and 144 injured; the second period, 382 persons killed and 222 injured, making a total for the two periods of 784 persons killed and 366 injured. During the first period, investigations have been held by the inspector of acci- dents on the following accidents: — March 15, 1904. — Collision at the diamond crossing at Lennoxville, between the Canadian Pacific Railway and the Boston and Maine. May 2, 1904. — Rear-end collision at South River, Grand Trunk Railway. June 11, 1904. — Derailment at Thistle, Canadian Pacific Railway. June 17, 1904. — Rear-end collision at Paris, Ontario, Grand Trunk Railway. June 23, 1904. — Derailment at Riverdale, Grand Trunk Railway. August 31, 1904. — Head-on collision at Richmond, province of Quebec, Grand Trunk Railway. September 1, 1904. — Head-on collision at Sintulata, Assiniboia East, Canadian Pacific Railway. September 13, 1904. — Rear-end collision at De Lotbiniere ne accident, November 26, 1903. September 28, 1904. — Rear-end collision at Eastwood, Grand Trunk Railway. November 30, 1904. — Derailment at the diamond crossing at Pel ton, Michigan Central Railroad and the Pere Marquette. January 20, 1905. — Rear-end collision at Chalk River, Canadian Pacific Railway. February 17, 1905. — Rear-end collision at Smithville, Toronto, Hamilton and Buffalo Railway. February , 1905. — Derailment at Low, Canadian Pacific Railway. February 30, 1905. — Level crossing at Sorel, South Shore Railway. March 2, 1905. — Rear-end collision at San Craire, Canadian Pacific Railway. March 22, 1905. — Rear-end collision at White River, Canadian Pacific Railway. March 23, 1905. — Rear-end collision at West St. John, New Brunswick, Cana- dian Pacific Railway. 107 108 BAIL WAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 March 25, 1905. — Head-on collision at Louisville, Canadian Pacific Railway. April 3, 1905. — Derailment at Iberville, province of Quebec, Quebec Southern Railway. June 5, 1905. — Shunting at Shawinigan Falls, Great Northern Railway. Investigation re traffic accommodation and facilities on railways, as follows: — December 21, 1904. — The Pere Marquette Railway: re Messrs. Drew & O'Keefe's complaints. April 30, 1904. — Great Northern Railway: re Azarie Lessard's complaint. February 20, 1905. — Quebec Southern Railway: General complaint re train ac- commodation and station facilities. September 26, 1905. — Canadian Pacific Railway: Station accommodation and facilities at St. Bazile, New Brunswick. During the second period investigations have been held on the following acci- dents : — September 11, 1905. — Rear-end collision at Hammond, Canadian Pacific Rail- way. October 31, 1905. — Rear-end collision at Dinorwic, Canadian Pacific Railway. October 11, 1905. — Derailment at Garcon's, Canadian Pacific Railway. November 3, 1905. — Level crossing at Lennoxville, Grand Trunk Railway. November 6, 1905. — Shunting at Winnipeg yard, Canadian Pacific Railway. November 26, 1905. — Shunting at Kenora yard, Canadian Pacific Railway. January 14, 1906. — Shunting at Iberville, province of Quebec, Central Vermont. January 25, 1906. — Collision on diamond at London, Grand Trunk and Street railways. February 15, 1906. — Rear-end collision at Osko, Canadian Pacific Railway. February 16, 1906. — Head-on collision at Merritton, Ontario, (electric railway) Niagara, St. Catharines and Toronto Railway. February 28, 1906. — Public crossing, Stratford, Ontario, Grand Trunk Railway. February 19, 1906. — Electric railway at Maplewood (Montreal), Montreal Park and Island Railway. INSPECTION OF RAILWAYS. June 5, 1905. — Central Vermont Railway system. June 15, 1905. — Maine Central Railway (lines in Canada). June 19, 1905. — Boston "and Maine Railway (lines in Canada). June 30, 1905. — Atlantic and Lake Superior Railway. August 11, 1905. — South Shore Railway at Montreal South, re L. J. E. Brais' complaint. August 17, 1905. — Montreal Terminal Railway (electric railway). September 26, 1905. — Canadian Pacific Railway re St. Bazile, New Brunswick, station accommodation and facilities. September 30, 1905. — De Lotbiniere and Lake Megantic Railway. September 30, 1905. — Quebec Central Railway re complaint of Mrs. Joseph Morin at Black Village. October 15, 1905. — Temiscouata Railway. October 30, 1905. — Inspection of the Montreal Park and Island Railway (elec- tric). February 15, 1906. — Report on the Grand Trunk Railway, by-law No. 24. March 24, 1906. — Report on Montreal Park and Island Railway, by-law clause 26. The whole respectfully submitted. ED. C. LALONDE, Inspector of Accidents. RAILWAY COMMISSIONERS FOR CANADA 109 SESSIONAL PAPER No. 20c BOAKD OF EAILWAY COMMISSIONERS FOR CANADA. Statement showing the number of persons killed and injured on various railways in Canada, from February 1, 1904, to March 31, 1905. Passengers. Employees. Other Persons. Total. Name of Railway. 13 5 3 M V u 3 'a TO M 0) a M -3 £ H 3 ~6 1 -a a> 3 "5" 1— ( 22 47 24 11 63 75 1 12 45 82 63 2 4 3 1 167 185 3 3 27 1 3 1 2 1 2 1 1 40 59 1 1 1 1 1 2 [ 2 5 j 1 2 21 23 24 1 1 1 1 1 1 1 1 ...... . 1 1 1 1 6 3 1 1 8 2 1 1 5 5 2 2 Totals 73 38 168 92 161 14 402 144 BOARD OF RAILWAY COMMISSIONERS FOR CANADA. Statement showing the character of accidents on various railways in Canada, from February 1 to March 31, 1905. Passengers. Employees. 1 Other Total. Persons. Character of Accident. . ■2 a u 3 'a T3 13 0) 3 Killed. Injured. Killed. "d V u 3 "5* 8 3 8 38 5 42 13 109 2 15 17 6 5 3 24 32 3 20 18 2 2 2 12 5 1 2 2 1 1 3 1 3 38 5 15 8 15 8 42 5 5 13 8 8 109 6 6 2 12 17 4 17 8 4 3 4 21 8 6 1 1 5 3 9 15 1 5 18 2 2 2 (i 5 2 1 3 16 2 1 15 17 2 15 25 5 28 16 5 3 10 3 Falling between cars while walking on top of train 1 1 1 6 2 3 ' 1 1 1 2 . 2 1 1 3 1 Totals 73 38 168 92 161 14 402 144 110 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 BOAED OF KAILWAY COMMISSIONEES FOR CANADA. Statement showing the number of persons killed and injured on various railways in Canada, from April 1, 1905, to March 31, 1906. Passengers. Employees. Other Persons. Total. Name of Railways. •6 ffl •d '3 T3 1 •6 p "3 13 ~6 u 3 "3 l-H -d a a "2 14 59 2 l 17 1 39 63 4 3 2 31 72 1 1 2 80 70 6 4 6 1 1 134 192 12 3 7 54 74 2 1 Can. G. and G 2 3 2 3 3 1 1 1 3 2 4 19 1 1 2 3 1 1 1 1 1 2 Vancouver, Westminster and Yukon Railway Canada Atlantic ••' 3 1 2 11 2 2 1 1 7 50 1 2 1 1 23 2 75 1 1 1 2 77 42 126 163 179 17 382 222 BOAED OF RAILWAY COMMISSIONEES FOE CANADA. Statement showing the character of accidents on various railways, from April 1, 1905, to March 31, 1906. Passengers. Employees. Other Persons. Total. Character of Accident. •6 3 T3 T3 s E 'a -a 2 ~6 V | 5* ■a IS 3 0) 17 1 17 14 2 42 6 113 1 14 2 18 18 42 9 9 6 5 5 Trespassing 113 6 6 4 19 9 4 43 17 3 19 46 19 6 8 4 9 7 1 21 17 36 9 6 2 2 8 4 6 4 2 2 3 3 1 17 4 16 4 4 20 3 4 17 4 7 2 9 2 8 1 5 1 8 1 9 1 6 2 2 2 9 4 4 4 4 4 6 2 2 2 1 1 1 1 1 1 76 1 1 Unclassified 17 1 1 18 77 77 42 126 163 179 17 382 222 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX H. ORDER OF THE BOARD DATED JANUARY 25, 1906 RE CAR SERVICE RULES in 6-7 EDWARD VII. SESSIONAL PAPER No. 20c A. 1907 APPENDIX H. ORDER OF THE BOARD DATED JANUARY 25, 1906, RE CAR SERVICE RULES. Whereas numerous complaints have been made to the Board of Railway Commis- sioners for Canada with respect to the charges made by railway companies for delay in the loading and unloading of cars, and the rules regulating the same; And whereas it appears to the board that all such charges and rules should be disallowed, and that, in cases in which railway cars are, or are to be, loaded or un- loaded by shippers or consignees, railway companies should be authorized, subject to the rules hereinafter contained, and by way of compensation for unduly prolonged detention and use of cars and use of tracks, to increase, as hereinafter specified, their tolls upon traffic carried or to be carried in carloads, or at carload rates; And whereas it appears to the board to be important, in the public interest, to secure the fullest possible use of railway cars, tracks, and equipment, and for that object to discourage the delay aforesaid; Now, therefore, in pursuance of sections 23, 25, 257 and 275 of the Railway Act, 1903, and of all powers possessed by the board under the said Act — It is ordered that, 1. Except as mentioned in the proviso to paragraph numbered 4 of this order, all tolls or charges heretofore charged or imposed by any railway company 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 regulating the same be and the same are hereby abolished and disallowed ; and all railway companies subject to the jurisdiction of the board shall henceforth cease to impose and use the same. 2. Except as mentioned in the proviso to paragraph numbered 4 of this order, every portion of any freight tariff, or bill of lading, of any railway company provid- ing for a charge for delay in the loading or unloading of cars, or for demurrage, car rental, or car service, be and the same are hereby disallowed, and that the following tolls and rules be and the same are hereby substituted for such charges, and for the rules regulating such charges. 3. The railway companies be and they are hereby authorized to cancel the afore- said portions of their existing freight tariffs, and to substitute the tolls and rules hereinafter specified, by the publication and filing of general notices in lieu of indi- vidual supplements to the various tariffs. 4. This order, and the rules hereinafter set forth, shall come into force and take effect on and from the first day of March, A.D. 1906; provided that nothing in this order, or in the rules hereinafter set forth, shall be deemed to apply to or affect the loading of cars delivered, or placed, for loading prior to the coming into force of this order, or to the freight delivered to a railway company for carriage before the coming into force of this order. 5. All freight traffic, in carloads or less, which is, or is to be, loaded or unloaded by the shippers or consignees thereof, shall be subject to the following rules, to be known as ' The Canadian Car Service Rules ' : — Rule 1. — When cars are held under load, or awaiting loads, beyond the free time allowed by rule 2, for any reason for which the consignee or shipper is responsible, a toll of one dollar per ear, per day of twenty-four hours, or any part thereof, shall be charged to, and paid by, the shipper, consignee, or other party responsible there- 20c— 8 113 114 RAILWAY COMMISSIONERS FOR CANADA 6-7 EDWARD VII., A. 1907 for, in addition to all other tolls paid, or payable, in respect of the goods carried, or to be carried, in or on such car. Rule 2. — Twenty-four hours shall be allowed the consignee, after notice of ar- rival, in which to pay the tolls or charges (if any), and give orders for special placing or delivery; (subject to rules 11 and 15). Forty-eight hours' free time shall be allowed for loading or unloading (except as hereinafter provided). On cars placed for loading, or unloading, before or at 11 o'clock a.m., the free time shall begin at 1 p.m. following; if placed after 11 o'clock a.m., the free time shall begin at 7 o'clock a.m. following. Exceptions. — (a) Twenty-four hours additional free time shall be allowed for unloading coal, coke, and lime, in bulk, and for loading or unloading the following descriptions of lumber only, namely: boards, deals, and scantlings. (&) Five days' free time shall be allowed at Montreal, and at tide-water ports, for unloading lumber and hay for export. (c) In the portion of Canada to which the Manitoba Grain Act, 190t), and its amendments, apply, only twenty-four hours' free time shall be allowed for loading grain. (d) Twenty-four hours' additional free time shall be allowed for clearance of customs, where the destination is a port of entry, making the allowance for clearance of customs, and for giving, placing or delivery orders, forty-eight hours in all. - Where the destination is not a port of entry, forty-eight hours shall be allowed for clearence of Customs at the outside port of entry. Rule 3. — Xo car service toll shall be charged for Sundays or legal holidays. Rule 4. — Car service tolls slnl not ne collected from the consignee for any delays for which the customs officials may be responsible. Rule 5. — Cars shall be so placed so as to be easily accessible at all times during the ye riod allowed for unloading and uri.oading. At stations where the placing is at the time reasonably practicable, cars shall be so placed so as to be easily accessible on both iddes. Time lost to the shipper . v consignee through interuption, either by movement of trains, or shunting of cars, or any other cause for which the railway is, or may be -held to be, responsible, shall be added to the free time allowance. Rule 6.- — If wet or inclement weather, according to local conditions, renders loading or unloading impractible during busines hours, or expose the goods to damage, the time allowance shall be extended so as to give the full free time of suit- able weather. But if the parties neglect to avail themselves of the first forty-eight hours, or seventy-two hours, as the case may be, of suitable weather, they shall not be allowed additional free time by reason of such neglect. Rule 7. — When, owing to conditions for which the railway company, or connect- ing railway companies, is or are responsible, or to any neglect or default of its or their agents or employees, or to storms or floods, or to accidents on a railway, or accident to the equipment of the railway company or companies, cars are tendered to the consignee in numbers beyond Kis ascertained reasonable ability to unload within the authorized free time, such additional time shall be allowed as may be necessary, with the exercise of due and reasonable diligence on the consignee, to unload the cars so in excess. Rule 8. — The consignee shall be promptly notified of the arrival of his freight and shall be held to have been notified when notice of arrival has been delivered at his address or place of business; provided that if such notice be given later than 6 o'clock, p.m., it shall be considered not to have been received until 7 o'clock the follow- ing morning. If notice be mailed, the consignee shall be held to have been notified at 7 o'clock a.m. of the day following. Rule 9. — If the consignee fail to give placing or delivery orders within the twenty-four hours allowed by Rule 2, the car shall be considered to be intended for public team track delivery and shall be placed accordingly; and, if not unloaded within the free time, such car shall be subject to the car service toll. RAILWAY COMMISSIONERS FOR CANADA 115 SESSIONAL PAPER No. 20c Rule 10. — The railway agent shall notify the consignee or his carter, on applica- tion, where his car has been placed for unloading. Any time within the free time allowance lost to the consignee in so doing, for which the railway company is res- ponsible, shall be added to the free time allowance. If a car has been placed before 7 o'clock a.m., and at that hour the agent or his representative is unable or fails to inform the consignee or his representative, on ap- plication, as to the placing of the car and where it has been placed, then the free time shall not commence until 12 o'clock noon following, unless the consignee com- mences to unload before noon, in which case the time so lost to the consignee shall be added to the free time allowance as aforesaid. Rule 11. — Freight for which the railway company holds previous or standing orders from consignee for placing on designated tracks or private sidings, shall not be entitled to the extra twenty-four hours allowed by Rule 2 for paying freight charges and giving or placing delivery orders, but when in bond shall be entitled to the twenty-four hours allowed by Rule 2 (d) for clearance of customs. Rule 12. — When both cars and tracks are owned by the same private party, no car service tolls shall be charged. Rule 13. — The delivery of cars to private tracks shall be considered to have been made when such cars have been properly placed on the tracks designated, or when they would have been so placed but for some condition for which the shipper or con- signee is responsible. If cars cannot be so placed, the railway company holding them shall notify the consignee, in order that he may have the opportunity of designating some other siding on which he is willing to load or unload, if he so desires. Rule 14. — If, after placing, cars are ordered to another siding on the same road at the same station, to complete loading or unloading by the same shipper or con- signee, the free time shall be computed from the orignal placing, less the time occu- pied in replacing the car. Rule 15. — If, after the arrival at destination, a car is reconsigned under switch- ing arrangements, the orignal consignee alone shall have twenty-four hours in which to give orders for special placing or delivery; and shall pay one dollar per day, or any part thereof, for all time in excess of the twenty-four hours, so that the final free time of forty-eight hours, or seventy-two hours, as the case may be (authorized by Rule 2), shall still remain 'to the party who accepts delivery. Rule 16. — If an authorized employee upon a railway which performs switching services gives notice that such railway is unable to receive cars for private sidings, owing to conditions for which the shippers or consignees are responsible, then any other railway company having cars for sach consignees shall so advise them, and the car service toll shall be charged until the cars on such private sidings have been unloaded or loaded, as the case may be, or until such sidings have been otherwise cleared. Rule 17. — Cars held in transit for inspection, grading, cleaning, bagging, com- pletion or change of load, or change of destination, under a through rate from the original shipping point to the final destination, with or without a stop-over charge, and detained over the time allowed for such purpose in the published tariffs, shall be subject to the car service toll. If such shipments are transferred to other cars, the car service tolls shall follow on the cars to which transfer is made. Rule 18. — Manufacturers, lumbermen, miners, contractors and others, who have their own tracks and motive power, and handle cars for themselves or other parties, shall be charged car service tolls on all cars delivered to them from time placed upon the interchange tracks until returned thereto, after allowance has been made for the time necessary for them 4o do the switching (not to exceed twenty-four hours), and for the free time authorized by Rule 2. Rule 19. — Cars shall not be held back for the purpose of evading these rules. Loaded cars held back for cause must be reported. 116 RAILWAY COMMISSIONERS FCR CANADA 6-7 EDWARD VII., A. 1907 Rule 20. — When cars are delayed or refused by consignees because of alleged incorrectness in the railway weights or charges, car service tolls shall not be charged if the railway weights or charges are proved to be incorrect. Rule 21. — If payment of car service tolls properly due be refused, delivery of only the car or cars on which such car service tolls are due shall be withheld, by means of sealing or locking, or by placing where such cars shall not be accessible. If the owners or users of private sidings, or the owners of railways referred to in Rule 18, refuse to pay any car service tolls which may already be due, delivery of cars to such sidings or railways shall be suspended, and deliveries shall be made on the public team tracks until such unsettled car service tolls have been paid. Rule 22. — In this order, and the rules therein contained : — (a) The singular includes the plural, and the plural the singular, and the mas- culine the feminine, as the case may be ; (&) Any reference to a rule by number is to be considered as a reference to that one of the foregoing rules which is so numbered ; (c) The expression ' car service toll ' means the additional or increased toll au- thorized by Rule 1. A. C. KILLAM, Chief Commissioner, Board of Railway Commissioners for Canada. University of Toronto Library Acme Library Card Pocket Under Pat. "Ref. Index Ftl»" Made by LIBRARY BUREAU /