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->1fly. ■'^J^ 

Canadian Railway and Marine 




FOR 1920 



Items marked with an asterisk are accompanied by maps, 
portraits or other illustrations. 


Aerial Transportation Notes 

10, 125. 240. 378, 427, 487, 658 

Alaska Ry, — 

Development 135. 235, 382. 489 

Timber bridge problems •233 

Alberta & Great Waterways Ry 550. 606 

Alberta-Hudson Bay Ry 135, 235 

AlKoma Central & Hudson Bay Ry. Finance. 

Meetings. Etc 188, 242, 294. 640 

AlKOma Eastern Ry. — 

Appointments 600 

Finance, Meetings. Etc 640 

Rolling stock 496, 553 

Altimas, J. D.. Car records and their rela- 
tion to transportation and car account- 



American Railroad Association — 

Officers Sec. 3. Mechanical 364 

Telegraph and telephone division 555 

(See also Mechanical Conventions at Atlantic City.) 
American Railway Engineering Association.... 599 

American Railway Express Co 

19.1. 252. 307, 442. 500 

American Railway Master Mechanics Asso- 
(See Mechanical Conventions at Atlantic City.) 

Appointments. Transportation 22. 72. 

131. 185, 248. 299. 390. 433. 488. 543. 600. 657 

Atlantic. Quebec & Western Ky 194. 546. 550 

Automatic Train Control Committee 668 


Baggage loss, limited liability 

Bagotville Ry _ 18, 

Ballast spreader attachment 

Basford. G. M., The locomotive as an invest- 

Beatty. E. W., Canada's national 


Belgian Railways — 

Rehabilitation of 

Rolling stock ordered in Canada 

Birthdays of transportation men 6, 58, 

J13. 170. 230. 288. 364. 440. 475. 549. 607. 
Black. R. H.. How to heat railway buildings 


Board of Railway Commissioners — 


Baggage loss, limited liability 

Brakemen"s seats on locomotives 244. 

Car lighting regulations 

Chairman's speech at London 

Coal seizures authorized 

Coal situation, power to deal with 

Demurrage not chargeable when delays 

caused by customs officials 

Express companies, jurisdiction over 

fxpress franks 

Fire protection for wooden bridsres and 


Free and reduced passenger transportation 
Freight and passenger rate increases. ...491. 
Locomotive regulations for Great Northern 

Ry. in British Columbia 

Locomotives and tenders, inspection of 

Maintenance of way and flagging rules for 

impassable track 

Motor car operating niles 

Orders by. summaries of 8. 62. 

137. 183. 250. 304. 385. 441, 476. 544, 608. 

Rehearing applications 

Sittings of 

Smoke from railway stationary plants 

Telegraph and telephone franks 

Traffic orders 20. 70. 

139. 187. 247. 305. 389. 43.i, 498. 549, 593, 648 

Venereal diseases notices on railways 602 

Wire crossing conditions and specifica- 
tions 227, 251 

Wires along and across railways 72 

Booster engines for locomotives 599, 'eel 

Borden. Sir Robt. Address to a railway bro- 
therhood 7 

Boston & Maine Rd .550 

Brakemen's seats on locomotives 244 

Brandon. Saskatchewan & Hudson Bay Ry. 481 

British America Express Co 195 

British Railways — 

Electrification of 383 

Government control, results o£ 133, 439 

Grouping plans 378 

Oil fuel experiments 594 

Burrard Inlet Tunnel & Bridge Co 18, 297, 550 

Burt. A. M.. Improving maintenance of way 
methods 643 

Cable communication with Great Britain 610 

Cable communication with West Indies 500 

Cable extensions. British 500 

Canada & Gulf Terminal Ry 389 

Canada Eastern Ry 73 

Canadian Car Demurrage Bureau 600 

Canadian Collieries ( Dunsmuir) Ltd 20, 61 

Canadian Express Co 

54. 110. 140. 195. 307. 390. 425, 442, 611 

Canadian Express Co.'s history 538 

Canadian Marconi Co., control of 546 

Canadian National Express Co 54. 110. 140, 

195. 252. 284. 307. 390. 425. 442. 555. 611, 669 
Canadian National Rys. — 

Annual statement by Minister of Railways 223 

Appointments 22, 72, 131, 185, 

248. 299. 300. 390, 433, 488, 543, 554, 600, 657 

British Columbia terminals 195 

Caprcol Y.M.C.A 176 

Construction, Betterments. Etc 21. 

73. 123, 186, 236. 387, 486. 484. 5.52, 610, 647 

D. B. Hanna on 65 

Earnings 17_ 63, 

121. 182, 244. 302. 378. 423. 483. 637, 602. 668 

Electric railways 302 

End of the year one by D. B. Hanna 14 

Farmers" policy 17 

Finance. Eu _ 23, 294. 499 

Inspection trips 477, 547, 603 

Location betterments •589 

Locomotives, numbering of 668 

I.x3comotives. 6-wheel switching 'lO 

Merging of Grand Trunk Pacific Ry 668 

Merging of Grand Trunk Ry 376. 424, 486 

Organization . 176 

President's messai-e to employes 23 

Receipts and expenditures 303 

Revaluation proposal 138 

Rolling stock orders and deliveries '19, 69, 
126. 181. 241. '293. 388. 427. 442, •496, 553, 604 

Staff concert, etc 22 

Canadian National Rolling Stock Co 133 

Canadian Niagara Bridge Co 

18. 135, 175. 297. 386. 560. 606 

Canadian North Eastern Ry 131 

Canadian Northern Pacific Ry. Construction 

suit 188 

Canadian Northern Ry. — 


121. 244, 302, 378. 423, 488, 537, 602, 658 

Finance 75, 6.59 

Report 116. 365 

Canadian Pacific Ry. — 

Appointments 22 72 

131. 18.1. 248, 299. 390. 433. 489. 545. 6O1! 6.57 

Birch Lake construction refused 301 

Boys' club, Montreal 388 

Construction, betterments, etc 16. 75, 122 

180, 246, •291, 389, 428, 483. 551, 594, 651 

Dining Car Department's war memorial •497 

Earnings, expenses. . etc 17 63 

121. 183. 244. 302. 378. 423, 483, 537, 602,' 658 

Employes' annual passes 174, 434 

Employes' entertainment. Montreal 77 

Equipment trust certificates 261 

fina>i<^e 294, 499. 646 

Honor roll 60 

Information bureaus 432J 554 

Mechanical Department machinery 284 

Northern Alberta, entrance into 602 

Officials' annual dinner 191 

Pension Fund 249 

President's Winnipeg speech m 

Quebec subsidies X22 

Sur\-eys. recollection of early 244 

Report and annual meeting _ 228. 283 

Rolling stock orders and deliveries 19, •26, 
126, ISl, 241.293. 388. 427. •496. 563. 604, 646 

Scholarships at McGill University 140 

Steel hopper bottom grain car ^26 •ees 

Telegraphs 390, 452, 500 

Track section prize competition 307 

Tree windbreaks on Western Lines 374 

War and employment figures 61, 113 

War veterans 437 

Canadian Railway Board of Adjustment No. 1 649 

Canadian Railway Club 301 

Canadian Ticket Agents' Association. ...4'7'7. 546 

Canadian Traffic League 132. 666 

Canadian Transfer Co 133 236 

Cape Breton Coal. Iron & Ry. Co 606 

Caraquet & Gulf Shore Ry 77, 115, 384 

Car construction '•353 

Car. Freight. Equipment, the upkeep of ...... 641 

Car. Freight, Roofs 231 

Car lighting systems, regulations for 139 

Car operating rules, motor, hand, etc 60 

Car records and their relation to car account- 
ing 535 

Car shortage situation 546 

Car wheels .34g 

Central Canada Ry 533 

Central Ry. of Canada ".",' 290 

Central Vermont Ry '. 390 

Chicago & Northwestern Ry 489. 601 

Chicago. Burlington & Ouincy Rd 185 

Chicago. Milwaukee & St. Paul Ry 185 

Commercial Cable Co no, 308 

Core hole plujs in a locomotive shop !^426 

Cornwall Terminal Co 61 

Cotter pin extractor ^234 

Couplers and draft gear ] 362 

Crows Nest Southern Ry. _ 431 


Dauphin Industrial Ry 175 

Delaware & Hudson Co. — 

Appointments 299 

Canadian properties , ', 381 

Demurrage not chareeable for customs de- 
lays 368 

Dolly Varden Mines Ry 135, 245, 297 

Dominion Atlantic Ry. — 

Appointments 545 

Development 135, 'ij'i\ 606 

Dominion Express Co. — 

General 54. 140. 252. 442. 500, 555. 669 

London to Paris air service 442 

Dominion Telegraph Co 452. 500 

Duluth. South Shore & Atlantic Ry 545. 631 

Dwyer. W. E. L.. Railway track design and 

manufacture •2'4 


March, 1921. j 

Kronomt- f>r*>«l«-fn^ C^n^4« 

Ksndall. ('apt. A. U, ttUi Hnwl Gaiw* 
Oprniiini Co.'a omalMUofi and work 

■■•- ■ -.n- 

■ Paaltala Hr. Hraiil 

toUtair of Can* t 

l>ulp».«l * Ti>' 

I. -I.,- in ..iirn.n.- 


l^B.I , " 
[wrt Trrnmtal Kyi 

140. I'A. ::i 

ILxnl ..r H* \ 



-.1 1.1 

(r.nW. r 


ir«. appUration for incr 

Trmfllc Aaaociation 

dwatT hrat^rt for locomotivra S-ll 

olrrllon for woodrn brtdim and tm- 



linfU.n • Mandy Min« RaHway i76r2»f"«0«. 646 
Krriirht and pajitu>nKi*r ratr tncrca^r* 491. r>29. 691 
Kmirht and paiuirnirrr traffic notcw 27. 129. 

I HO. 240. 302. SK'J, «27. 4H2. 652. 806 

KrriKht train., rfllrirnt handlinx of 642 

Kurl rconoiny and mnokr prevention •415 


Gaipe peninnila. railway lituation 118. 442 

Grain eirvaton. Government, at Fort Willtam 

and Port Arthur 884 

Grain in»p«te<l at omtem point* 

2J, 61. 1S9. 194. 298. S68. 558. 694.669 

Grain in ptorr at rle\-atorR 9. 61. 

ISS. 1«S. 2.12. 30«. »8«. 440. 49.1. 655. 610. 669 
Grain rrmavai bv rail from Kort William 

and Port Arthur 189 

Grand Trunk Pacific Ry.— 


. 22. l:i2. I8«. 299. »90. 43S, 488. 548. 601 
Co-ordination with Canadian National Ry». 

426. 486. 668 

Development. 18. 176. 297. 428, 489. 645 

Finance - 74. 659 

Ijind srant by Ontario 284 

Rollinic stock orden and deliverica 

69. 126, 241, 888. 427. 

TeleBraph» 646 

Grand Trunk Wmtem Lines 72 

Grand Trunk Ry. 

Acquisition by Dominion Government 

21. 74. 121. 171, 262, 289. SOS. 653 

Apl>otntment!« 72. 

Ul. 1«.'.. 24H. 299. 390. 43.1. 488. 545. 601. 658 

Arbitration of stock values 558. 651 

ConJtruclion. betterments, etc IS. 124. 

182. 2.19. 292. 3K8. 436. 490. 548, 5.-.O. 607, 650 

Kaminirs. expenses, etc 17, 63. 

121. 182. 302. 378. 423, 483, 537, 602, 6.58 

Kleclrical operation sunested 195 

Finance 669 

Management committee "289 

Menrinit with Canadian National Rys 

876, 424, 486 

RollinE stock orders and deliveries 

69. 126. 181, 241, 293. 388. 604, 646 

Graphic production control •66, 173 

Great North Western Telegraph Co 

54. no. 140. 195. 261. 308. 890. 666. 611. 669 
Great Northern Ry. — 

Appointments 249, 800, 890 

Canadian lines' report 431 

Development 28S, 297, 886, 606 

I,ocomotive reirulations in British Columbia 482 
Greater Winnip<ir WaUr District Ry. 496. 553. 659 
Guelph Junction Ry.— 

Appointments „ 182 

Finance _ „ 28. 646 

Hamilton Fjist Knd Incline Ry 306 

Hanna. P. 1< JEnd of Year One. Canadian 

National R>s 14 

Slander action against F. S. Cahill 303 

Hradlivhts and cIsssiAcation lampa 344 

Ifoushton. F.. Kecollection of early surveys 

on C.P.R 244 

Heatjnc railway buildines economically 637 

Hudson Ray Railway 176, 285, 297, 886. 606 

Hulatl. H.. Romance of telesraph. telephone 

and wirrlewi . . 127 


Industrial, loffffinir and minine railway* in 

firitlsh Columbia 877 

Intercolonial Ry. Provident Fund „ 180 

Int.Tnational Ry. of New Brunswick 18R 

Invcrnr.s Ry. * Coal Co 184. 482. 601 

ISoc also Inverness Ry. A Collieries Ltd.) 

Invernrs. Ry. * Collieries Ltd 646. 6.-.S 

I See also Inverness Ry. A Coal Co.) 

Kettle Valley Ry. — 

App«>lntmrnts . . „...,^..,.. ,, 300 

Develftpment . . «-.„. « „.„. , 

IS. 1*6. 176. tU, Un. U*. 4S«, 4m. »60. Ui 

Finance _ M*. 481 

Ijtcomli.- « NorthwesUrn Ry.— 

Development . ,- |H 

Finance, meetinirs. fftr „ 242 

l,ehl(h Valley Rd 186 

l.ievrr Valle) Power, Traction A Manufae- 

lurinir Co 18.185 

I.litht Hallways Construction Co 76. 194 

l.iitht railways pmjerted in Nortlwm On- 

lar 76. 194 

l.ocomoti\e as an investment 871 

■.^eomniive boilers. Desiiin and malntcnanc* 

of •860 

Locomotive flrlnR. mechanical »....« „ < 

I,«K-omotive house orKanisailon 666 

locomotive terminal dcwiffn and operation.... 869 
l,omomoti\e repairs. Schedulin: and routine 

systems in shops "337 

IrfM-omotlve Terminal E<iuipment Association 27 

l.ocomoti\es for Roumania 651 

lx>ci>motlves, seats on 244. 474 

I>«KlnK. minlns and indnatrial railway* in 

British Columbia _ _. 877 

I,ondon. EnK.. to Calcutta by rail 227 

Umdon railway terminal, tracks, etc 588 

Lotbinierc A Mevantic Ky..acquisition by Do- 
minion Government 10, 78, 245 

Lumber conservation in railway croasinff*.... 11 


McDonnell. T. E.. The Express Service 432 

Maxrath. P. T.. The railway situation in New- 
foundland . . 667 

Mail, railway rates for carriase of 281 

Mainly About Railway People 16, 67, 

119, 177, 237. 295, 379, 429. 492. 640. 696, 662 

Maintenance of way methods 643 

Maintenance of way and flaKlfinfr rules for 

impassable track 113 

Manitoba Great Northern Ry 431 

Marconi Wireless Teleeraph Co 64, 665 

Marxaree Coal A Ry. Co 660 

Master Car Builders' Association. 

iSee .Mechanical Conventions at Atlantic City.) 

Mechanical Conventions at Atlantic Citiy — 

Car construction .'. •3.53 

Committees SOS 

Couplers and draft gear 362 

Feedwater heaters for locomotives 341 

General 303. •337 to 364, ^469, •525. '.581 

Headliithtji and classification lamps 344 

Interchange rules 364 

Locomotive Boilers. desi>rn and maintenance.^353 
Locomotive fuel economy and smoke pre- 
vention ^415 

Locomotive terminal design and operation.. 359 

Mechanical stokers 360 

Packlnir journal boxes, standard method. .^347 

Repair shop layouts •842 

Report.-*, sundry 862 

Sche<lulini; and routinit systems for locomo- 
tive repair shops •887 

Snow flKhtinK equipment ...362. •469, •625, ^581 
Standard blockinR for cradles of car dump- 

Inir machines 346 

Superheater e<iuipment for locomotives •351 

Wcldinu. autoKenous and electric 846 

Mechanical stokers 360 

MichiKan Central Rd 186. 239. 300. 601. 607 

MininK. industrial and loftirinff railways in 

British Columbia 377 

Minneapolis. St. Paul & Sault Ste. Marie Ry.— 

Appointments 249. 668 

RollInK stock 126. 181 

Money. Canadian, on U.S. trains 69 

Montreal Central Terminal Co 297 

Montreal Harbor terminal railway, electrifi- 
cation of 473 

Montreal Incline Ry 436 

Montreal. Joliette A Transcontinental Jet. 

Ry 122, 175. 297 

Montreal Teleirraph Co 110 

Morrissey. Fernie A Michel By 235. 242 

Mount McKay A Kakabeka Falls Ry 176, 886 


Nakusp A Slocan Ry -...».. 242 

Naplerv'ille Jet. Ry 881 

Naylor. H. R.. Frel«ht car roofs „ 231 

Nelson A Fort Sheppard Ry 431 

New Brunswick Ry 294. 389 

New Brunswick railway lenislation disallowed 12 
New Brunswick and transportation inUresU 134 

New Westminster bridne 136 

New York Central Rd.— 

App<iinlments _„ „ 249. 658 

Finance, meetinics. etc 188, 2»4. 646 

Newfoundland railway situation 667 

Newfoundland transportation paralysed by 

snow and cold 140 

Niairara railway arch bridge, proposed en- 

larvement «... 690 

Normanilln Farmers Ry „.„....18, 136 

Nortli Ry „„ „__.. 136 

North A South American Railway Salt ..« 883 
Northern l.iijht Rys. Co 

74. 1»4. 284. tn. Ut. «». 4W 

NorUieni PaelA* Ry.. Impmlas car mnit» M* 
Northwest RduU Ud. IM, «t* 

Nova HcotU HImI A C«al 0«l — __ IM 

Ottawa Terminals Ry. 

•56, 171 
84. 236. 2*7 

14*. 261 


Prince of Wales railway Uwr 
Prolurllon. ronlrt.l. (raphlr 
I'abfM. Anwjul A Mmundston Ry 
Pacldc Cable Board 
Paclrtc Great Eastern Ry. - 

Appolnlmentj 1(4. 24*. 

Development „ 

in. lie. 236. 2U, X*7. 884. 6i*, Mr7. 446 

Finance 74. 444 

Rollinv stock 124. inl. 241. 494. 663.*404 

Packinii journal boxes, sUndard method _*847 

Parrel post rates on mall order busineM 847 

Paris. Lyons A Medlurranian Ry 7 

Passeniter transportation, free and reduced S 
Peace River Valley and the Rhondda inUrtsU 116 
Pere Maniurtte Rd. 

Appointntents „,. 144 

Development _ _6&4. 446 

Porcupine Rand Belt Electric Ry. _. S61 

PosUI railway tunnel in London, Ens 485 

PosUI Telesraph Cable Co 195, 600 

Price. Alfred. Railway operation and main- 
tenance under divisional oriraniiations ..•369 
Prince Mward Island Ry.— 

Development .„ ti$ 

Provident fund IM 

Pullen, John. Canadian Expraaa Ca.'a hiatory US 

Qu'Appelle. Lone Lake A Saskatchewan Rd. 

land suit J78 

Quebec railway aid „ 60. 122 

Quebec railway and industrial development 6M 

Quebec A Chiboummau Ry 136. 428, 645. 656 

Qu»Ih>c a Sairuenay Ry. — 

Development 2*4, IM 

FrelKht rates IM 

Quebec Bridge eonstruetian cost of - - Z42 

Quebec Central Ry. — 

Development 18. 187, 171. 2M. «t7 

Finance . . ..„.„„,.«.««. „_ „„.. 71 

Report _.. _...„ , ,, , M6 

Subsidies 121 

Quebec Colonixalion By It. 117 

Quebec Eastern Ry Ig 

Quebec. Montreal & Southern Ry. — 

Report _ sn 

Subsidies m 

Quebec OrienUl Ry _ _ Ml 

Quebec Public Service Commission lccisla> 

tion _ _ 418 

Quebec Rapid Transit Ry _ IM 

Queens County Ry „ Ml 


Railway Association of Canada — 

Appointments 182 

Car shortaKc situation 646 

Equipment, furnishing of for switchins 

service . . 4»7 

Freight rate increase applieatioa _____ 4M 

Impounding of live stock I 

Information „„. .._. 194 

Motor car operating rules ___.._„. 10 

Officers, committees. eU MZ 

Organization, etc II 

Suggestions to shippers by rail 4U 

Ties, disposal of worn 27 

Railway bonds guaranteed by Alberta 227 

liailway bridges, standard specification 699 

Railway Broad Gauge Operating Company 
iCanaiiianl, organixation and work over- 

Railway Car Manufacturers Association 662 

Railway congestion, suggestions for relief of 641 

Railway development IS. 

135. 175. 235. 297. 386. 428. 489. 650. 606. 645 

Railway earnings, expenses, etc 17, 63. 

121. 182. 244. 302. 378. 423. 488, 687. 602. 668 
Railway engineers' classiflcation, qualifica- 
tions and salaries 116 

Railway equipment, intensive use of 411 

Railway finance, meetings, etc _ 

23. 76. 133. 188. 242. 294. 889. 4>l. 146 

Railway lands patented „ 

7. 14. 66. 139. 182, 474, 661, 699 

Railway legislation in New Brunswick dis- 

allowe<l _ 12 

Railway officials, training of 489 

Railway operation and maintenanec under 

divisional organization _ •369 

Railway rails. cr<-eplng of 694 

Railway rolling stock. Cuban purchasers of ^644 
Railway rollin:; stock orders and deliveries .. 

•!*. 69. 126. 

181. 241. •293. 888. 427. •496. 663. •604. •646 

Railway subsidies in Quebec 122 

Railway supply exhibiU at Atlantic City con- 
ventions 343 

Railway ties, disposal of worn 27 

Railway ties, scarcity of. in United Sutes.... 655 

Railway track design and manufacture ^24 

Railway track laid in 1919 M, 74 

Railways acouirrtl b>' Dominion Go\-emment 22 
Railways and Canals Department- 
Appointments 483 

Estimates . . 249, 480 

March, 1921. 


Railways, limht. for Northern OnUrio....76. 194 
Rat«s, commutation, for Winnipecr beaches 

district 548 

Rates. freiKht. increase application 434 

Rates, freicht. non-prepayment to U.S 123 

Rates, freight, prepayment from U.S, to 

Canada 298, 497. 598 

Rates. freiKht. on lumber 184 

Rates, freight and passensrer. increases au- 
thorized in U.S 478 

Rates for carriacce of mails on railways 281 

Rates. sleepinK and parlor car. increased,,.. 249 

Red Mountain Ry 431 

Reid Newfoundland Ry 

236, 434. 547, S53. 604. 607. 64S, 646 

Repair shop layouts *342 

Robenal-SaKUenay Ry 19, 137 

Rutland Rd 300 


St. George's Coal Fields Ltd 176 

St. John & Quebec Ry.— 

Development ,19, 176. 298 

Operation of 184 

St, I„awrence Bridse. additional, for Mont- 
real 666 

Salman River & Northern Ry 19. 137 

Sender. J. W., The upkeep of freiffht car 

equipment 641 

Smoke from railway stationary plants 23 

Snow fiKhting equipment •469, '&2B. 'Ml 

Spidy, E, T.. Graphic production control '55 

Spokane & British Columbia Ry 428 

Spokane International Ry 490 

SprinKfield Ry 386 

Standard blocking for cradles of car dumping 

machines 346 

SUnstead. ShefTord £ Chambly Ry 646 

Stationery, railway, cost of 482 

Statistics, transportation, compilation of 23 

Steel rail orders 170 

Steel rail order suit against Dominion Gov- 
ernment 603, 645 

Steel rail production in Canada 194, 599 

Steel rails for Roumanion railways '246 

Suggestions to shippers by rail 485 

Superheater equipment on locomotives *351 

Sydney & Louisburg Ry 137, 651 

Sydney, N,S„ railway and steamship termi- 
nals 282, 302 

Telegraph and telephone franks discussed by 

Board of Railway Commissioners 130 

Telegraph, telephone and cable matters 54, 110, 

140, 195, 251, 308, 390, 452, 500, 556, 611, 669 

Telegraph, telephone and wireless, romance 

of 127 

Telegraph and telephone line estimates...,251, 462 

Telegraph cable to West Indies 368 

Telegraph, wireless system proposed for Bri- 
tish Empire 808 

Temiscouata Ry. — 


Future of 

Thousand Islands Ry 

Timiskaming & Northern Ontario Ry. — 

Appointments 182, 658 

Development 176, 236, 298, 387, 490, 661, 645 

Earnings 23, 76, 242 

Estimates 301 

Future of 21 

Rolling stock orders and deliveries 

241, 293, 388, 427. 553, 646 

Toronto, Hamilton & Buffalo Ry, — 

Development 19, 176, 286, 298, 607 

Finance, meetings, etc 389 

Report 439 

Toronto Union Station 19, 133, 381, 490, 546 

Train service, curtailment of 21 

TransporUtion Club of Toronto 61 

Transportation companies, sales tax applied 

to . . 432 

Transportation companies, Toronto assessment 

of 116 

Transportation interests and McGill Univer- 
sity 648 

Transportation interests and New Brunswick 134 
Travelling Engineers' Association 602 

Union Pacific Ry 186. 249, 390 

United SUtes Railway Notes 

74, 123, 176, 249, 302, 651 

United States railways returned to companies 132 

Valve motion 

Vancouver Terminal Belt Ry. 
Victoria & Sidney Ry 


Wabash Rd., Development 176 

Webb, E. R., Locomotive house organization 656 

Welding, autogenous and electric 346 

Western Union Telei'raph Co 390, 452 

Wheels, cast iron, improvements in 666 

White & Yukon Ry 76 

Wicksteed, H. K.. Location betterments on 

Canadian National Rys •589 

Williams, F.. Valve motion ^167 

Windbreaks, railway, for snow and sand 438 

Windsor-Detroit bridge project 14, 61, 434 

Winegar. B. M., Railway windbreaks for 

snow and sand 488 

Winnipeg Railway Clerks' Association 296 

Winterrowd, W, H„ Snow fighting equip- 
ment ^469, ^526, 'SSI 

Wire crossing conditions and specifications 

227, 251 


Accidents, Automobile drivers' responsibility 

for collisions with street cars 73 

Answers to questions on electric railway 

topics 560, 672 

Blair. D. E., Engineering features of tram- 
way operation ' 

Brandon Municipal Ry., rate increases 

393, 449, 

Brantford & Hamilton Ry., rate increases,, 
Brantford Municipal Ry. — 

Development 202, 257, 

Earnings 617, 

Rate increases 393, 

Wages, working conditions. etc....318, 399, 
British Columbia Electric Ry.— 

Company spirit 

Development 34, 81, 14.5, 202, 257, 561, 

Earnings 35, 

84. 147, 200, 257, 317, 396. 452, 507, 562, 

Fares and expenditures 

Jurisdiction over 316, 394. 

Rate increase 35, 83, 141, 253, 449, 502, 614, 


Wages, working conditions, etc. 31, 256, 
British Columbia Public Utilities Commission 


British tramways and light railways com- 
panies' affairs 

Calgary Municipal Ry. — 


34, 81, 145, 202, 316, 392, 393, 603. 561. 
Earnings....3o. 86, 200, 260, 396, 452, 507. 


Rate increases 141, 449, 

Rolling stock 

Wages, working conditions, etc 

Canadian Electric Railway Association, an- 
nual meeting 32 

Cape Breton Electric Co. — 

Development 2i>7, 316, 

Eamings....84, 257, 317, 396, 452. 507, 617, 

Rate increases 253, 315. 502. 

Rolling stock 

Wages, working conditions, etc 

Chatham. Wallaceburg & Lake Erie Ry.— 

Development 84, 263, 

Proposed purchase 

Cornwall St. Ry.. Light & Power Co., Finance 

Detroit, Mich., Street railway situation 256 

Dominion Power & Transmission Co. — 

Finance 676 

Purchase proposals 29 

Rate increases 449 

Report and meeting 197 

Wages, working conditions, etc 256 

Edmonton Radial Ry. — 

Development 84, 202, 2.59 

Earnings 35, 84, 562 

Rate increases 253 

Wages, working conditions, etc 81, 256 

Electric railway industry, U.S. Commission 

report on oan 

Engineering features of tramway operation. ...•309 


Fares on Canadian street cars 671 

(See also Rate Increases, Freight and Passenger.) 

Finance, meetinss, etc 35, 84, 

117, 200, 257, 317. 396, 452, 507, 562. 617, 674 
Fire damage by electric wires, responsibility 

for 255 

Fort William Municipal Ry.— 

Development 202, 316 

Fare increases 502, 556 

Purchase proposals 29 

Rolling stock 86, 84, 148 

Glasgow tramways buy rails in U.S 501 

Grand River Ry.— 

Development 34, 145, 197, 259, 503, 561, 616 

Fare increases 85, 83, 675 

Rolling stock 259 

Grand Valley Ry. finances 143 

Guelph Radial Ry, — 

Earnings 84 

Matters 673 

Purchase proposals ..^ 29, 82, 392 

Wages, working contfitions, etc 318 

Gaboury, A., Montreal Tramways Co.'s snow 

fighting work 30 


Halifax Elecric Tramways Co. 

(See Nova Scotia Tramways & Power Co.) 

Hamilton, Grimsby & Beamsville Electric Ry. 

Development 81, 503 

Fare increases 449 

iSee also Dominion Power & Transmission Co.) 

Hamilton Radial Ry.— 

Development 257, 672 

(See also Dominion Power & Transmission Co.) 

Hamilton St. Ry.— 

Accident suit 896 

Development 145, 460. 508, 561, 672 

Fare increases 253 

Wages, working conditions, etc 

143, 199, 318, 399 

(See also Dominion Power & Transmission Co,) 

Hull Electric Co. — 

Development 145, 202, 460 

Fare increases 399, 614 

Wages, working conditions, etc 451, 557 

Hydro Electric Power Commission of Ontario 
Proposals for buyinj Ontario railways.. ..29, 81 

Radial railway enquiry 501. 670 

Radial railway projects 

29. 79, 143, 201, 254, 319, 394, 616, 673 

Radial railway situation 443 

Report, Auditor's, on radial railway pro- 
jects 254 

Rolling stock 36, 259. 646 

Sandwich, Windsor & Amherstburg Ry,, 
Purchase of 31 

Hydro Electric Rys. Essex Division — 

Development 392, 503, 561, 616 

Wages, working conditions, etc 399, 461 


Kingston, Portsmouth & Cataraqui Electric 
St. By.— 

Development 81 

Fare increases 602 

Kitchener & Waterloo St Ry. — 

Development 145 

Earnings 147 

Lake Erie & Northern Ry. — 

Development 197, 259, 561 

Rate increases 449 

Rolling stock 259 

Levis County Ry. — - 

Development 503 

Gear drive snow sweeper •198 

Fare increases 315, 393, 449 

Rolling stock 148, 'lOg 

London & Lake Erie Ry. and Transportation 

Co., Liquidation of 36. 121. 450 

London & Port SUnley Ry. — 


34, 81, 145. 202, 257, 316, 561, 616, 672 

Finance 84, 562 

Rate increases 141, 393, 556 

Wages, working conditions, etc. 199, 256, 318, 399 

London St. Ry.— 

Development 145, 202 

Earnings 507 

Fares and wages 815. 896, 452 

Purchase proposals 29 

Fare increases 36. 83. 203, 253, 449 

Situation 147, 562, 614. 673 

Wages, working conditions, etc 

78, 199, 266, 504 

Mail pay on U.S. electric railways 569 

Mainly About Electric Railway People 32, 82, 

147, 201. 258, 317, 400, 452, 50.5, 562, 615, 672 

Manitoba Public Utilities Act validity ques- 
tioned 144 

Moncton Tramways, Electricity & Gas Co. — 

Development 81, 145, 257 

Finance, meetings, etc 200 

Proposed sale 315. 396, 450 

Rolling stock 84, 148 

Montreal & Southern Counties Ry. — 

Bridge at Granby, Que 83 

Development 81, 316 

Finance, meetings, etc 674 

Rate increase 141. 203. 253, 815 

Wages, working conditions, etc 81 

Montreal Tramways Co. — 

City sewers cost 80 

Damage suit 86 

Development 81, 202, 257, 460, 608, 672 

Finance, meetings, etc. 86. 84. 200. 393. 452. 507 

Fare increases 502 

Report 618 

Snow fightins work 30 

Wages, working conditions, etc 

199, 256. 318, 399, 504 


New Brunswick electric railway taxation 317 

New Brunswick Power Co. — 

Development 145, 816, 392, 450, 503, 616 

One man cars 393, •448 


ilarch, 1921. 

' in» rondttlon*. ric . 

Slrorl Kallwajr Club . 

WtaWy Park A Clifton Trmm- 


ondlttoB*. tU. 7K. 141. I»». 





Noo Sroiia Trmmwajr* * >'< 

Drvrlopmrnt . . 

Finanrr, mrrtinr*. rtc 
lUt* lnrr«i>« 

lUpart . . 

Rollln* Sinrk 

Wa«««. workinB e^'n' ■ 

. 8»9 

..SI, 14t, 257 

Ontario Railwar Art amrndmrnU S9.1 

Oahawa R)r. 


Orvrlopmcnt « 

•.ocomotivr. rlcelrlc ..„_»._ 

Kollinc nux-k _ 148, 'SSI 

Otiawa'a trartlon problem ....„ 616 

OtUwa KIrrlric Ry.-- 

[>rvrl.<rmrnt 84, 145. 2&7, 50S. 672 

Kinancr. mn-tinri. eU »_ 817 

Inturanrr plan „._....„- _.„._ 60M 

Propo>r<l purchase _ 204, 612 

Karr infrra«T. 88. 141. 203. 2.^8 

Serv'icr at CMt propoacd 78, 142 

Waco, workins conditiont, etc 

.._ 78. 199. 266. 81H. 899 

PeterfaornuKh Radial Ry. — 

Devrlnpmrnt „ 257. 508 

Fare inrrvaaea » » » 258 

Rollinn mock _ 259 

Pictou County Electric Co. ..„ 147, 676 

Porcupine Rand Belt Electric Rr 892 

Port Arthur Ci%ic Ry. — 

Development _«_ „...81, 202 

Fare increaaca . — .«».„..».„„,...,. »»««. 556 

Future of 816 

HUtoo' 260 

Purchai^ propoaals 29 

Projectn. ConKlruction. BettermenU. Etc. 34, 81. 

14.S 202. 257, 316. 392. 450. 503, 561, 616. 672 

Public utilities should l>e self suppcrtinK 616 

Quebec Ry., l.lfht * Power Co, — 
Fare inrrvase* 
Report ... 
Holhna stock . 
Wanes, worklns c,>i.'-.^ 

Rate Increase*, frrlyhi and passenser . 

%&, M. 141. I9«, 208, 
253. 815, 893. 44l<. 502. 566. 614. 678. 675 

Rale increase* In the U.S 196 

Reiilna Municipal Ry 
Development . . 


creases . 
RnllinK stock . 
Rule of the road In 

84 816, 450 

.85. 507, 617 

.:53, 315, 502 

451, 50K 

bia 2(1, 257, 448 

St. John Ry. (See New Branswick Power Co.) 

.St. Thomas Municipal Ry. - 

Development „...208, 450 

Eaminiis _... 817. 507 

Fare increases _.. 204. 258 

One-man cars „ SS7. 618 

Waire*. working conditions, etc 199, 256 

Sanilwirh. Windsor A AmhentburK Ry.— 

I>evelopment 316 

Sale of 81, 82. 258 

Waffci*. workinir conditions, etc 819 

I See also Hydro Radial Rri. Essex Division.) 

Ssrnia St. Ry.— 

Development - 616 

Fare increases .'. 315, 893 

Purchase proposals „ «... 29, 82 

Wbrcs. workins conditions, etc 819, 451 

SnKkatoon Municipal Ry. — 

Development 503 

Fare inrrenne 566, 614. 616 

Service at cost proposed at Ottawa 79 

SherbnHike Ry. t Power Co. 

Development 84, 672 

Rollinir stock SIR 

Snow fiKhtins work at Montreal 80 

Southern Canada Power Co. report 80 

Sudbury-Copper Cliff Suburban Electric Ry.— 

Fare increases 614 

Finance 396 

Proposed sale _ 450 

RollinK »tock _„..._„...„,„ 86 

Sunday operation in Ontario 394 

Taxation of substructures and superstructures 

in OnUrio 28 

Three Rivers Traction Co. — 

Development 562 

One-man cars _ „ '448. 507 

RollinK stock 86. •448 

Toronto, street railway questions 33 

Toronto, transportation problems and motor 

busses 606 

ToronUi Islnncl. tiectric railway connection 

* York Radial Ky.— 

-■■• ' ..« Ry.-- 

liekclupment 84, 81. 145. 2M. tl«. «M. 

Kamlnss M, 147, 257, tM, 4i2. 

One-man ears , , — 

Rolllnc stock -M, 145, Ul. 

Wajres, workinv eondltlona, ate. . — 

Toronto EasUm Ry 

Toronto Ry.— 

AddiUonal cars 

Car sbortace penalty st . 



. 200, 2r,7. J17. 396, 4..-. ..v.. i,<,i. 

Future manatfement „ 

PerrrnUae paymenU 447. 

Preparations for lakinr ovar by city 78 


Snow removal a pp e a l ».. 

Strike _ 

Waces, worklac eondltioaa. etc. -— 
Toronto Soburban Ry. — 

Fare increaaca .— ■ 141, 

Purchase propoaala 

Rollins stock 

WsKcs, workins conditions, etc. _. 
Toronto Transportation Commission „ 

Toronln transportation matters 

Track laid in 1919 



Wafres, working conditions, etc J1. 

79. 143, 199. 256, 318, 899. 450, 504, 657, 615 

Waterloo-WcllinKton Ry 83. 81. 208, 816 

Windsor. Essex A Lake Shore Rapid Ry.— 

Development _ 20^ 

Propoi«ed purchase „ 819 

Kollinn stock 148. 198. 26». 451 

WinnipefT motor busses vs. trolley ears . CI 8 

Winnipeg Electric Ry, — 

Appraisal of property — „ 85 

Development 34, 257. 816, 892. 450. 508, 616 

Eaminus 85, 84, 

147, 200. 257, 817. 896, 452, 507. 562. C17. 674 

Expenditures „ 615 

Fare increase* 83. 263, 393. 449. 502. 556, 614, t'h 

Finance, meetinirs. etc 258, 817. 670 

Instructions to conductors and motormen.. 676 

Omnibus ser\-ice — «- *b6Z 

OperatinR organization . . — .... *659 

Property improvements . , ....»..-__.....»., ,557 

RollinK stock S7S 

Situation .......«„«.....-. 671 

Street car problem „.„« •200 

WaKcs payments .,»—..».,.„. 612 

WaRes. workins condltiona. etc. _ 

199, 266, 819, 451, 504 

Workmen's tickets 615 

Woodstock. Thames Valley A Inxersoll Elec- 
tric Ry _ „ 815 


Aids to navigation. radioteleKraph and other 

electric 635 

Alberta marine notes 

109. 162. 216, 275, 331, 522, 689 

American Association of Port Authorities.... 516 

Atlantic and Paciflc Ocean notes 51, lOK, 

161, 215. 273. 330, 40», 462, 520, 569, 631. G87 
Australian Navisation Act and merchant ma.^ 

rine 209, 692 

Awards to seamen by Canadian Government 630 


Belle Isle Strait, proposal to close 47 

British Columbia and PaciAc Coast notes... 
52, 109. 

162, 216. 275. 331, 409, 463, 522, 570. 632, 689 

British Columbia piloUge 272 

Britinh Government merchant marine opera- 
tion rriticiled 158 

British Miniatry of Shippinc and Canadian 

buiinrsn 212 

BunkerinE resulations on Atlantic coast 53. 514 
Buoy and liRhthouse service estimates for 

1920-21 413 

Canada Shlppini Act amendmenta 218 

Canada Steamship Line* Ltd.- - 

Agreement with British Empire Steel Cor- 
poration 466 

Appointments 181, 185, 299 

D. B. Hanna's connection with 245 

Finance, meetinira. etc 88, 221 

.Vew steamship for Niacara River Line.... 

622, •564 

Operating resulU 678 

Iteport „ 155 

Winter overhaul of steamships 104 

Canaiia-Wrst Africa Steamship service 410 

Canada-West Indies Trade asreement 616 

Canadian Government Merchant Marine Ltd.- 
AppointmenU .131, 185, 390, 488, 488, 543, 600 

Apprrntice* for 468 

Report 320 

ShiptiuildinK. operation, etc 37, 87. 'H9. 

205, •261. •323, •401, *4.->3, 'SU, 566, ^625, ^679 

Steamship services . . t 519 

10,500 ton steel carRO steamship specifica- 
tion 101 

Canadian Lake Protective Association 92. 684 

Canadian Merchant Service Guild 89 

Canadian Pacific Ocean Services Ltd. — 

AppointmenUa .22. 72, 131, 248, 299, 438, 6,57 
S.B. Empress of Britain reconditioned 459. 623 
S.B. Empress of Canada. LaunchinR 456. 511, '630 

S.s. Montcalm. I.aunchinK 454, 565 

Pacific Coast steamships to be converted to 

bum coal 691 

Paciflc Ocean services r, 821, 410 

Services and shipbuildinff 459 

Canal estimates 1920-21 280 

Canal trafttc sUtistics 614. 572, 683 

ChamplBin. s.s 220. 272, 888, 409 

Coal exportation prohibited 514 

Cunard, Anchor and Anchoi^Donaldson Lines — 

Appointments 489 

Atlantic services 110, 635 

Customs re<)uirement« re coastwise entrances 

and clearance 63 

Demountable wooden ships ^93 

Detroit River naviRiition regulations 271 

Direction flndinz stations, radioteletrraph 

413, 517, 576 

Dominion Marine AsatKiation — 

Customs re<iuirem<'nts re coastwise ent- 

42. 166, 211, 410. .its. 456, 623, 

Victoria, B.C _ 

Do'docks, estimates .« — „. 


Dues on Quebec ships at IT.S. ports 

Freeboani retfulations on Great Lakes 

Grain handlinK charves apainst ships 

MeetinKs 92. 

St, Ijiwrence River piloUire 

Overhead wires across Welland eanal 

Dominion Shipbuildinc A Repair Co.'s affairs 

FJiquimalt, B.C 269, 

Louisbunr, N.S 51, 

Toronto . . 

sit dr>dock _ 269, 576 

Fisheries control transferred to Marine and 
Fishcrti.* Department 

Fisheries protection tujs on Lake Erie 

Fort William, Ont., Rrain shipments from.... 
- 48. 107, 

Freeboard reirulations on Great Lake* ~ 

Furness Withy A Co.'s report 

German ships interned in South America. 

repair of - 42 

Grain elevators. Government, for Atlantic 

ports „ 164 

Grain handling chanrc* asainst ships 6^ 

Grain shipped from Fort William and Port 

Arthur, Ont _ „_..48. 107. 577 

Grain shipments, U.S. embarEo ex Canadian 

ports 618 

Grand Trunk Paciflc Coast Staamship Co. — 

Appointments 601 

Wreck of s.s. Prince Rupert - 630, •682 

Great Lakes A St. Lawrence navicatJOn 628 

Great I.akes ice conditions » 211 

Great Ijikes leveU 684. 682 

Gulf of St. Ijiwrence Shippinc A Tradlns 

Co.'s ser\'ices _ - 107 

Halifax Gravinn Dock expropriation 

214. 272, 410, 

Hamilton harbor development . 

Harbors and rivers estimate* ..- 

Harbors, rivers and dr>'doek estimata* 

Hudson Bay navigation _ .. — ■ 

Huitson's Uav Co.'s steamships 

HydroKraphic surveys in 1920 

March, 1921. 


Imperial Shipping: Committee 456 

Inland navisation j-ules 220 

International Seamen's Conference. Canada's 

position 468 


J. A. McKee, s.s 221 


Kingston harbor improvements 94. 136, 206, 456 

Lady Evelyn, s.s 409 

L'Esperance, Hon. D. 0„ St. Lawrence River 

winter navigation posaibilities 40 

LiKhthouse service and buoy estimates 1920-21 413 

LiRhthouse Board of Canada 209 

LonKshoremen's waees at Prince Rupert. 622 

Louisbui'S drydpck, proposed 271 


Magdalen Islands steamship communication.. 

327, G63 

Mail subsidies and steamship subventions 

280, 331, 467 

Mainly About Marine People 52, 91, 

159, 213, 271, 334, 412. 458. 618, 567. 634. 686 
Manitoba. Saskatchewan and Alberta notes.. 

109. 162. 216. 275, 331, 622, 689 

Marine casualties durine 1919 54 

Marine Department's annual report 102 

Marine oil engine 578 

Marine public works contracts 

106. 1.58. 211. 280, 331. 409. 454, 461, 672, 635 
Mariners certificates of service requirements 276 
Mariners. Notices to 

46. 107. 158. 209, 335, 409. 460. 523, 564, 690 
Maritime Provinces and Newfoundland 51. 108. 

161, 215, 273. 330, 408. 462. 520. 569. 631, 687 

Montreal-Quebec pilotage district 220, 410 

Montreal shipping statistics 93 

Montreal Transportation Co.'s sale 413 


National Association of Marine Engineers 

of Canada 157 

Naval policy. Dominion Government's 263 

Navigation on Great Lakes & St. Lawrence 

River 628 

Navigation regulations on Detroit River 271 

Navy League of Canada 163 

Newfoundland Marine Notes 51, 108, 

161. 215. 273. 330, 408. 462. 620. 569. 631. 687 

Newfoundland steamship services 683 

Nipawin. s.s.. Ross Navigation Co •109 

North Land. s.s.. Cuttins in two of •332 

Northern Alberta navigation 414 

Northumberland, s.s.. transferred from At- 
lantic coast to Lake Ontario 407 



vers service estimates 1920-21.. 

„„ 280. 468 

Officers, steamship, for ocean. lake and river 

steamships 208. 270 

Ontario and Great Lakes 52. 108. 

162. 215. 274, 330. 408, 462, 521, 569. 631. 687 

Panama Canal traffic 524, 563 

Payne. J B.. The U.S. Shipping Board's work 

and future policy 164 

Pictou harbor control transfer .....< 327 

Piles in intertidal spaces, durability of 222 

Pilotage in British Columbia 48. 99, 272, 328 

Pilotage. Canada Shippins Act amendments 822 

Pilotage, Montreal-Quebec district 220, 410 

Pilotage. St. John. N.B 571 

Pilotage. St. Lawrence River 52 

Port Arthur, Ont., Grain shipments from.... 

48, 107. 577 

Port Arthur Shipbuilding Co.'s report 628 

Prince Edward Island car ferry service 626 

Prince Rupert Drydock & Engineering Co. 

suspends operations 685 

Prince Rupert, s.s.. wreck of 680, '682 


Quebec canals suff 152 

Quebec Province, marine notes 162, 

....215, 273, 330. 408, 462. 621, 669, 631, 687 

Quebec ships at U.S. ports, dues on 691 

. Quebec Steamship Co.'s sale 328 


Rates increased on Atlantic Coast. Gulf of 

Mexico and Great Lakes 677 

Roumanian goods shipped through U.S. ports 222 

St. John. N.B.. harbor development, and dry- 
duck and shipbuilding repair plant con- 
struction •265. 412 

St. John, N.B., pilotage regulations 571 

St. John Drydock & Shipbuilding Co.'s bonds 572 
St. Lawrence River, icebreakers for... .220. 410, 510 

St. Lawrence River ice conditions 219 

St. Lawrence River improvements 635 

St. Lawrence River, proposed navigation and 

and power dovglopment 210 

St. Lawrence River, winter navigation. ...40. 104 

Sailors, lake, advice to 689 

Saskatchewan marine notes 

109. 162, 216. 276, 331. 522. 689 

Sault Ste. Marie canals traffic 

47, 327, 406, 462. 521. 569. 628, 688 

Shipbuilding — 

Australian 412 

British 220, 321, 412, 626 

Canadian Government Merchant Marine 37, 

87, •149, 205, 

•261. •323, •401, •413. 'SIS, 566. "624. •679 

Dominion Government programme 96, 277 

Dominion Government, buildinsr of 18 knot 

passenger steamships opposed 163 

Estimates for 1920-21 272 

General, throughout Canada....»43. •OS. •160. 
212, 270, •329, ^405, •41)7, ^509, •563. •628. •677 

Dominion Government aid to 464 

Industry, cost of operation of steamships, 

etc 673 

Japanese depression 519 

United Kingdom's position 163. 517 

Wooden, in British Columbia, Dominion 

Government aid 100, 276. 407 

In Canada for British Government 152 

In Canada for overseas in 1919 158 

In Canada, Suggested bonussins: of 95 

In Scotland in 1919 and 1920 153 

Statistics 461 

Ship channel estimates for 1920-21 272 

Shipping- - 

I Canadian. losses during the war 49. 110, 157 

Canadian, position of 519 

Federation of Canada 169, 217 

Offices removed from U.S. to Canada 633 

Restrictions favoring U.S. ships on the 

Pacific 157 

Shipping, shipbuilding, steel and coal merger 

projected 411 

Ship owners' rights in partially built ships 

under liquidation proceedings 684 

Ships — 
Added to and deducted from Canadian reg- 

46. 100. 206. 273. 408, 464, 520, 572, 626, 689 

Built in Canada for other countries 94 

Registered in Canada 

....41, 106, 214, 275, 407, 463. 512, 571, 633 

Trading with Canada, proposed Dominion 
Government control 271. 321, 333 

Sorel Government shipyard superintend- 
ency 101, 412 

Stanley, s.s 220 

Steamship inspectors — 

Canada Shipping Act amendments 276, 406 

Fees 678 

Steamships inspected — 

Collingwood 834 

Quebec and Vancouver 60 

Steel plate disposal by Marine Department.. 685 

Sydney, N.S.. steamship terminal 461 


Toronto floating drydock 514 

Toronto Harbor Commission 622 

Toronto harbor contract 53 

Toronto harbor improvements 333 

Trent Canal — 

Construction 410 

Marine railway operator 100 


United States Merchant Marine Act, prob- 
able efTect of 411 

United States navigation wages on the Great 

Lakes 272 

United States- 
Shipping Board's work and future policy 154 

Shipping and shipbuilding notes 

49, 94, 158, 209, 269, 413, 519. 567. 690 

Ships to the sea via St. Lawrence River.... 885 

Vancouver — 

Drydock.... 42, 156, 211, 410, 418, 456, 623, 680 
Harbor improvements 45 

Victoria — 

Dock case 206 

Harbor improvements 328 

Harbor tunnel 222 

Port of *el» 


Welland Canal — 

Lock gate accidents 334, 465, 576 

Navigation 686 

Welland Ship Canal construction 411, 465 

West Indies steamship services 516. 633. 683 

Winter moorings of Canadian steamships. 60, 101 
Wireless telegraphy — 

Compulsory on ships 206 

Requirements on British ships 47 

Workmen's Compensation Act and seamen.. 64 
Wreck Commissioners' Enquiries and judg- 
ments — 

Bohemian, loss of 219 

Canadian Volunteer, grounding 105 

Canadian Voyageur-Howard D. Troop, col- 
lision 333 

Chama, stranding 690 

Chelston. loss of 623 

Clare Hugo Stinnes I. stranding 690 

Kdward Pyke, stranding 685 

Georgie. strandine 690 

Germanicus. stranding: 42 

Hamonic, stranding 465 

J. A. McKee, stranding 570 

Lnkeport-Howard W.. collision 105 

Manchester Division, stranding 465 

Manchestx-T Division-Tunisian, collision 1570 

Margaret Hackett-Brookdale collision 523 

Metagama, strandinsr 570 

Montreal-Henry B. Hall, collision 690 

Pictou-Laurier Pier, collision 465 

Quebec, stranding 466 

Prince Albert-Prince John, collision 409 

Rio Negro, stranding 42 

I'uscarora, strandine 570 


Adams, C. W 

Adams, F. G 540 

Adams, J. H 

Adams, J. O '.A33, 

Ades. A. C 

Aitchison. J. F 
Alfred, F. h! 

Allen, J. S !.'.!'.'.".'.!!!! 

Anderson, G 

Anderson. J 

Appleton, W. U. ......" 

. 540, 543," 

Armstrong, J. T 

Arthur, H. R lis, 

Ashdown, J. H. 

Audrain, J. A 237" 

Ayer. L. E 488. 

Bsiliie, G. M 433. 492 

Baird, W 22 

Palfour. G. A. ..!.."!."!!!"" 132 

Pamford. W. B 

379. 390. 429 

Hannerman. J. M 543 

Barber, J. H 237, 248 

Barker, A. C 657 

Barnett. G. C 22 

Barnsley. John 412 

Barnwell. E. A 299 

Beardshaw, A 185 

Beaumont. H. B 72, 1.59 

Becker. W. A 186 

Bell. R. H 544 

Bennett. A. E 601 

Bennett. B. H 489 

Benson, M. R 602, 652 

Bertie, D 185 

Best. T. H 600, 662 

Bibby, W 438 

Bigelow. F. C 668 

Bird. A. M 185 

Black. J. R 600 

Black. R. N 181 

Blackwell. K. W 379 

Blake, H. P 643 

Blake, W. C 543 

Boer, G. L 601 

Borbridge. W 652 

Boucher. W. R 248 

Bourlier. H. C 600 

Bovard. C 433 

Bower. E 544 

Bowie. E. G 295, 299 

Brady, F. P 652. 657 

Bradshaw. G 177, 185 

Brewer, H. H 488 

Broderick, E 131 

Brookes, C. E 652 

Brophy. G. D 299 

Brostedt. A 644, •595 

..72. 119. 489, 492 

T. J. 
T. W. 



Brown. W. L 544 

Buchanan. H. G 890 

Buckworth. A. B. 489. 492 

Bulgin. E. J 545 

Buller. F. J 72, 600 

Bunting, G. E 890, 412 

Burgis, J. H 181. 488 

Burke. W. H 488 

Bumap. R. L -119, 131 

Bums. T. J 287 

Burns, W 543 

Burpee, F. D •817 

Burpee, G. B 181 

Burr, W. J 248, 483 

Burrows. Acton •32. 85 

Butler, F. L ^505 


Callahan. J.. D 72 

Callaway. W. R 545. 601 

Campbell, D. R 600 

Cambie. H. J 177, 185 

Cameron. J 131, 489 

Cameron, J. D 644 

Cameron, J. R 488, •652 

Canfield. L. J 249 

Carey, A. D 390. 439, 644 

Carey, F 600 

Carey, F. F 6.57 

Carleton, R. V 390 

Carlson. 132 

Carroll, T 22, 72 

Carson. H. A 433 

Caswell, J. R. 248. 295. 299 

Cawley, W. F 185 

Chappell. B. T 644 

Chipman, J. R. H 545 

Chisholm. R 544. 652 

Chown. A. B 429, 433 

Clark. F 299 

Coates. S. C 433 

Coleman. D. C 300 

Coleman, Jas 295, 299 

Collins, G 


Connell, J. W 



Connolly. W. G 



Cooper, D. D'E. .. 



Copeland, J. M 


Corbett J W 


Corcoran. J. H. ., 



Couzens. H. H 


Cowan. H. W 


Cowie, C. D 


Cox. A. E 


Crabbe, S. W 



Cramer, J. L 


Crawford. D. M. .. 




Crawford, D. T. , 


Crawford. E 


Creelman. R 



Creighton. F. J. .. 


Crombie. D 



Cunningham. J. H. 


Cunningham. W. A 



Daem, J 


Oalrymple, J. E. .. 


Davidson. A 



March, 1921. 

U*M<iM>n. W It 

A. H 


UoMon. J. t 
Dvan. A. R. 
DMrlna. r. 
Dmntoh. W i 
tVrliM. A. 
Orr. V. A. <• 
DIrkxin. M. i 
Dbnrr. C. P 
Dlinn. H. A 
Dohertr. J. H. 

Dohrrtjr. W. M 

DoniilflMon. G. 
DownvT, K. J. 
DojrW. R. 
Drt»roll. J. P. 
DnKw. U V. 
Dnimmonil, D. 
Duff. J. H. 
naAt-r H. H. 
Dulty. M. I. 
Dulmwr. S. D. 
Dunn. K. O. 



Dunn. M. C. MO. 601. t.-..l 
Duntmuir, Jas ,1T>.| 

Dupfrow, W. E. , it^ti. :.iO 

Duv«l. J. E. 2»7. 'SSS 

Ojw. E. A 249 


K«»«T, A. H Mi 

K«rlr. C. K ,%44 

Eutinan. A 'SS 

Eutxun. W. R.- 4SS 

Eaton. -Sir John C 16. 22 

KdaWr. G. R .S43 

Edmonion. W. H IM 

Edward. J. D ISI 

Edward. J. H 24S 

Edwardi. A. K, 29» 

Edwarrb. J A 299 

Edward.. J. H 1.11 

Ehrkr. J «58 

Elliott, E. C 11». ISI 

Elliott. F. S 390 

Elliott. R. H _. mi 

Bvaiu. W. K 438 


Pairfaaim. R. L 

B9S. 600, '601 

Fallon. T. H 300 

Farley. P. J 600 

Fair. B. J 177, 18.i 

Faushnan. B 64.1 

Fenrunon. J 18.1. 287 

F»nni»on. W. A 600 

Finnlau. W. B 433 

FUh. R. H 131. 177 

Filch, W. A _ 438 

Fitanaurice, W. R. 237, 248 

Flinn, E. F. ISI. 488 

Flinn. F. 18.1 

FhMcge, C. F. A Is.l 

FonKcr. L. A .140, 544 

FonUinr. J. E. 248 

Forpman. H. G .143. COO 

Foreman. R. J 488. 492 

Fo««, C. 493 

F<>«. W. C 185 

Foater. F. 72. 181 

Fooae, F 299 

Fowler, G. F. 22 

Fox, C. H 185. 237 

For, F. C 249, 658, 658 

Francia, E 483 

Fraaer, E. B 185 

Freeman, E. .;88 

Friend. C. E 14s 

Fryem. J. M 248 

Gaboury. A •33 

Gale. G. Gordon 'S* 

Gantt. I. W 433 

Gaudrn. Mm. E. H 546 

Gayt. H. K 541 

Gilketvon. W. J 488 

Gilmour. A. G 543 

Ginnelly. T 600. 658 

Olalebrook, J 657 

Goad, G. N 543. 595 

Goodeve, A. S "658 

Goodfrllow, F. M 186 

Gorbell. A. P 657 

Gormaly. C. A 131. 488 

Gorman. E. F 546 

Gould. F 249. 489 

Gow. A. H 433, 498. 600 

Cracey. T. J 131. 177. 185 

Grant. Gordon 295 

Grant. W. H «00 

Greene. S. M 544. 595 

Greer. John 546 

Grieve. J. M 

...248, 879, •380, 540, 543 

Oriffln, F 548 

Groat, J. H 22 

Ormit, H. C. 238. 248, •295 

Gunn. n. R 600 

Guteliua. F. P 299. 658 

GuUliu.. N. E 248 

Guthrie, W. C 288. 248 

Gay. W. M 72. 186 

Gtowiki, C. S 595. 600 

Ilalah. r 
Hair. G. 
Hall. Gra 
Hall. W 
Hatnill. I 

Hannah. A. T. . 
ilanunl. H. H. 
Harlow. H. A. 
HatArld. I.. M. . 

Hatrly. W 

Hawkrn. H. B, 

Hawkinn. J 

Hay. R 

Hayden. F. G. . 

Hayea. C. A 

Haien. H. T. 
Hattanl. S. 

Head. H. S 

Heaman. J. A. ... 

Helwn. 1,. 

Hrm»worth. G. M 

Hrrtilwnr. A. L 

Hi-rt«ber». C. 8. L 

Hrywn<><l. H. P 

Hlam. T. A. 119, 181, 

Hihlwrd. G. W 


H M 
8. R. 








HillianI, E. J. 
Hinton. W. P. 
Huaic. G. A. . 
Holman. J. G. 
Hookway, A. E 
Hopper, F. W. 

Horn. J. M 

Howard. C. K. 

F. v.. 



«rd. W. H. 


Hulatt. H 

Huneerford. S. J 

•289, 488, 541. • 

Hunter. W. C 120, 

Hutrhraon, J. E 

Hutehinton, F. L 

Hyman. T. M. 299. '379. 

Irvine, J. A. 
Irving. T. T. 


Jackaon, J. B 299 

Jackson. J. W 299 

JamicAon, J. L 433 

Jeffrey, W. R 890 

Jenkinn. F. J 248 

Jenney. C. E 544 

Johnson. C. Gardner .... 221 

Johnston, G. F 544 

Johnston. J. W 6.17 

Johnston. R. E 544 

Johnstone. J. W. N. 696, 600 


Jonen. D. L. 




.185, 483 
•289, 290 


..299, 380 



Kane. H. E. 
Kearney. T. . 
Keeley. B. C. 
Kelley. H. G. 
Kelly. W. R. 
Kelman, J. A. 
Kempsville, H 
Kendall, A. > 

Kennedy. D. R 601. 657 

Krrr, J. .M 299 

Kilby. W. H 544 

Kilpatrick. A 544 

Klnu. Francis ^91 

KinK. R 299 

Klnu. T 541, 546 

Kinir, W. J 181 

Kinssland. W. A 657 

KirkpatHck. J 390 

Kirkpatrick, J. P. 488, 544 

Kirkpatrick, W. A 

72. 120. 248, 544, 596 

Labrecque, A 428 

I.abrie, C. C 600 

l.ackey. T. J 185 

Ijimbkin. H. J 248.296 

Ijinraster, M 548 

Ijindry. A. T 299 

Ijinsham. E 488, «67 


A. A. 

I.«»h. Z. A. 

Lvney, J. M. . 
Lenon, A. F. .. 

Lrtch, A. J 

I.«tt, R. C. W. 






•5«.' 648 






r. . 

'. "w.'.' 

1 ".'.. 






Uyfleld, F 
l.lllle. J. 8. 
I.IIMett. A ( 
l.ltlle. W J 
Uirle. K K. 

Umilen. T. 
l.owe. T. 8. 
Ix.wle. V. F. 

MrAdam. R 
MrAulry, J. 
Mrllrlde. G 


MrCauley. T. H " 

MrCa»ley. J 

Mcnellan.l. J. 

McCormick. J. H 

McCowan. A 

Mc-Cuaiir. D. J 

MoCulrheon, I 

McDonnlri. E 

MacDonald. G. E. 186. 
McDonald. J. D 

120. 132. •nS. 489. ' 

Macdonald. J. K 

MrDonouith. T. W 

McFadycn. J 

McGettiKan, V 

McGhee. C. P 

MacKillivray, J 

MacirreKor. J. A 

488, '540, 541, 

McGuire, G. A 

McGuire, J. F 299, 

Mcllroy. W 299, 

McKay. G. G 654, 

McKean, A. T. 
McKean, H. L. 
McKie. S. E. 
McKillnp. R. . 
McLcod. K. E. 
MacLeod. M. H. 
Macleod. R. F. 
MacMillan. R. S 

MacNab. J. V 

McNauKhU>n, A. B 

178. 185. 

McNauKhton, R. F 

McNicholl. G. A 

McNutt, J. D 

Macrae, J. M 

McWood. J 

Macabe, T. J 

Madill. J _ 




H. J. 
Mallison. H. 
Manders. W. 
Maney. J. . 
Manning. C. 
Marpole. R. 
Marsales, B. 
Martin. C. F 
Martin. R. 1 
Martin. W. 
Martin. W. 


S 489, 493 

H 601 

G 488, .141 

Merriam. S. L. 
Merritt. R. H. . 
Messeroll. D. C. 
Mclbume. H. M. 

Miller, F. R 

Miller, R. A 

Miller. S. H 

Milliken. R. M. .. 
Mitchell, A. J. .. 
Mitchell. R. M. . 
Mitchen.r. A. J. 

Moffatt. T 

Mole. H 

Montvomery. G. A * 

Mooney, P 489. 

Moore, C. R. 296, 299. 




R. S. 


Mnore, T. J 

Morgan. H. M 

Morrison. H. K 178, 

Mome. C. S 380. 

Mount Stephen, Lord.... 

Mullins. A. Z 

120. 132, 489, 

Muncey, L. F 545, > 

Munro. A. S 

Munro. W. I 

Mutchter. C. B 182, 



Needham. C. y. ."♦'.', 4^1 
Nelllsan, J. J. . CM 

NeUon. F. P 481 

Nelson, G. L 112 

Nelson. J. e. 541 

NIrhol. R. R. Ml 

Nicholson. C. H. .. 542. 5U 

Nicholson. R. F 219. «* 

Norman. F. I. U:, 597 

North. G. A 541 

Norton. J. H. .'41 

Nowell. C. H 120. 131 


O'Brien. W. P. ...181. IM 

O'Donnell, J. C •5* 

ONeal. J. W : Ml 

Urttenlierser. C G 

182. 178. 4M 

Oshorn<. H. S 178 

Owens. W. C 185 


Parent. S. N 512 

Pakenham. J. H. .. .51.1. 596 

Parkinson, J. H 601 

Pa;riarch.-. A 491 

Paul. John 545 

Peck. J. S 545 

Pendleton. B 657 

Pepall, G 189. 494 

Percy. T. B 91 

Perley. G. H 7.! 

Perry. G. D .MC 

Peterson. J. C 248 

Phillips. Wm 

181. 178. •179. 545 

Philp. J. F 546 

Pierce, C. J 488 

Pierce, J. F 131. 218 

PiKKolt. W. J 186 

Pitt. W. A 299 

Ploss. H. W 

132. 179. 489. 494 

Porter. F. R 489. 494 

Pratt. W 548 

Prinnle. T. E. P 545. 596 

Ptolemy. W. J 542 

Pulford. W 182 

Purvis. Allan 288 

Quantic. C. J. 
Quilty, B. J. . 
Quinlan. Jos. . 
Quinlan. W. J. 

Reid, J. 
Riddell, I 
Ridell, J 





..Ul. 248 


Rippey. W. N 657 

Rivers. W. E .143 

Pobb. W. D •290 

Rol>erl!<on. D 545 

Rogers. W. K 249 

Roome. G. W 248. 412 

Rooney, P. A 545 

Rosevear. A. E 488. 542 

Ross. W. LeB 543. 657 

Rossetcr. K. S 433 

Rouleau. L. J 430. 433 

Kuel. Geranl ...239. 248. 488 

Ruhl. H. T 120 

Russell. G. M 601 

Russell. W. A. B 545, 596 

Rutley. B. G 545 

Ruttan. H. N 6.14 


SatTord. H. R 179. 185 

Sample. F. 1 546. .197 

Sample, W. H 132 

Savage. J. K 248, 299 

Sawyer. W. F 488 

Schofleld. J 545 

Scott, Frank •290 

Scott. .1. R 545, 697 

Scott. S. 488 

Seconl. W. K 22. 72 

Srmmrns, E. J 657 

Sewell. R. A 601 

Sharpe. A. E 249 

Shaw. P. A 543. 597 

Sheppard, A. A 617 

■Sims. C. S 299 

Skog, C. A 545 

Smart. G. E 543. 601 

Smiley, E. S 299 

Smith. r>. M 131 

Smith. E. F 890 

Smith. E. M .146 

Smith. H. B ^667 

Smith. V. G 489 

Snell. A. W 299 

Snyder. A. A 433 

Solly. L. H 488 

SpaHing. J. M 489. 494 

Snence. H. M 601 

Spicer, W. H 

132. 179. 489. 494 

Springett. J 601 

SUpleton. W 545 

■Marii. I A. 
HtabtHnc. E T. 
Hleeper. D W. 
Htephen, G 
Sterling. F. W. SHI. 

.Stevenson, I) 

Stewart, A. F 

Sllbbard, C. C 

Stitt. W. L. 

StoekbridBe. U C. . 

Stovel. R. W. 

Sirachan. W. O. - 

StubU. R. M. 

Stuart. H. A. 

Sludd. H. O. _ 

Sturge*. W. J. 

Sunderland. J. J. ... 
Sutherland. P. D. ._. 
Swalwell. J. G. ..... 

Swan. W. G ' 

SwarU. H. C. 

Sykea. 8. H. 





Tansley. W. 381. »90 

Taylor. H. C. ^90. 4.10 

Tedford. E. E W> 

Temple. R. H. M. 601 

Thomas. G. M 430. 43.3 

Thompson. M. D 545. 597 

Thompson. W. H 600 

Thomson. L. C. _ 

642, 548, '111 

Thorpe. E. R. ..- H** 

Thurber. C. H. — 600 

Tiflln. E. 597 

Tilley. H. F - •• 545 

Tiadale, A. A. _ 

„. 488. 644, 697, 601 

Tisdale, F. W. Ml 

Tobin. J. A. Ml 

Tomkins. W. C. 1»2 

Toier. T. S. **» 

Trudel. J. A. 648. 598 

Tnisler. S. U _ «&8 

Tulley. H. G. «2 

Turnbull. T 545 

Tumbull. W. H. i2 

Tomer. F. C. - 489. 518 


Uren. W. J. —-•- 

289. 248. •»9«. 299 

UUer, T. D. M. «8 

Vanalstine, W. A .US 

Van Home, Sir William '17 

Va»». John _..120. 132 

Vaughan. B. C. 

488. 654. •657 

Vaux. G. W - 186 

Veroneau. L. A. 489 

Virtu?, O. 1 390 

Wagner. C. E. 

Wagstaff, S. G 

_.. 72. 488. 

Wainwright. C. S 

Walkden. W 542. 

Walkem. H. B 

Walker, E. B 

Walker. L. D 

Walton. N. B 545, 

Wanlrop. John 

Warren. A. E. 488, •492, 


J. J. 
H. E. 



Wat.son. T. 

Watt. A 

Wau7h. Jas. 

Way. W. B _ 

Weatherston, R. J. S... 

__ 480. 

Webber. W 

Wheeler. C. A 

Wheelwright. B. 

179. 18*. 

White. T. P _. 

Whittenberger. H. E. .... 

120. 182. 

Wickerson. E. G. „ 

Wilcox. A 

A 239, 248. 

H. 299, 881. 



Wilson. R 

Wilson. T. A. ...- 

V'ilson. R 

Wilson. T. A 

Wint-nwn. F. A 

Wollin, H. B 

Wolvin. R. M 

Wood. P. O. •488, 489. 

Woi>d. E. H 

Wood. F. G 4SS. 488. 

Wood. G. W 

Wooftman. J. M 239. 

Worby. C. H -248. 

Wright. J. A 

249. 296, 489, 

Yates, F 646. 598. 601 

Yaten. G. W. ._ „ 48S 

Voung. H. A. 72 

Young. W. R, 601 

Canadian Railway and Marine World 

January, 1920 

The 58th Broad Gauge Operating Company (Canadians), Organization and 

Work Overseas. 

By Captain A. H. Ki'iidall, M.C., Ollicer Comniandinj; the Company. 

In July, 1916, a request was receivetl 
by the Dominion Government from the 
British Colonial Secretary to recruit for 
service in France, a detachment of skill- 
ed railway operating troops. On Oct. 
20, 1916, the Minister of Militia recom- 
mended that a section of these troops, to 
be known as No. 1 Section Skilled Rail- 
way Employes, be orpranized, consisting' 
of three officers, and 266 other ranks. 
The recommendation was approved by 
the Privy Council on Oct. 31, 1916. In 
December, 1916, the Canadian Pacific 
management was asked by the Militia 
Department to recommend a command- 
ing officer, and on Dec. 28, 1916, A. H. 
Kendall, Master Mechanic, Ontario Dis- 
trict, C.P.R., Toronto, was appointed 
with the rank of captain. On Jan. :?, 
1917, recruiting offices were opened at 
various places between Winnipeg and 
Halifax. The unit was mobilized at Guy 
St. Barracks, Montreal, and was over 
strength early in February. 

On Feb. 27, 1917, the order was re- 
ceived to prepare to leave for overseas, 
and the unit left Bonaventure station, 
Montreal, Mar. 1, 1917, but on account of 
the severe winter weather prevailing at 
the time, did not arrive at Halifax until 
Mar. 4. The unit embarked the same day 
on the s.s. Ausonia, and after one of the 
roughest trips on record, arrived at 
Liverpool on Mar. 15. After disembark- 
ing the unit entrained immediately for 
Bordon Camp in Hampshire, the princi- 
pal British Railway Troops' depot, and 
arrived there about midnight. The fol- 
lowing day. Mar. 16, the unit entrained 
for Aldershot, Hampshire, where it was 
attached to the Royal Engineers, and 
quartered in Talavera barracks. During 
its stay at Aldershot the unit received 
a short military training. Shortly after 
arrival, notice was received that the unit 
had been renamed, and would thenceforth 
be known as No. 12 Canadian Light 
Railway Operating Company, but when 
the authorities were further informed as 
to the class of men composing the unit 
it was again changed to the BSth Broad 
Gauge Operating Company (Canadians). 

On Apr. 16, 1917, the company was 
reviewed by the G.O.C. Aldershot Com- 
mand, and the Officer Commanding Royal 
Engineers. The next day the company 
entrained for Southampton, and embark- 
ed on the s.s. Archimedes which left at 
dusk for Le Havre, France. On account 
of loose mines in the channel, and enemy 
submarine activities, the Archimides was 
ordered back, and dropped anchor oppo- 
site Netley Hospital until the following 
evening. The company arrived at Le 
Havre on the morning of April 19, where 
it remained at No. 5 Rest Camp until 
April 22, and then entrained for 
Audruicq, the base depot of the Railway 
Operating Division, R.E» 

While at Audruicq some of the n.c.o.'s 
and men were employed in the shops on 
locomotive repairs. Others were sent to 
Le Havre to assemble, and bring up, lo- 

comotives. The running men made trips 
over the line, and were instructed in the 
rules for operating over the Nord Ry. of 
France, and British military lines. About 
the end of May, 1917, a 12 in gun on 
railway mountings, weighing 185 tons, 
was derailed at Audruicq, and after it 
had been off the rails for 50 hours, caus- 
ing much inconvenience and delay to traf- 
fic, the 58th B.G.O.C. was ordered to re- 
rail it which was accomplished success- 
fully in 4',4 hours. Headquarters then 
decided that the company would remain 
intact, and work as a unit. Early in 
June, 1917, the unit, with R.E. reinforce- 
ments, proceeded to Merris, a newly con- 
sti'ucted British railway depot, about 300 
yards west of Strazeele (Nord) station. 

H. Kendall. M.C. 

with 15 locomotives, 3 Merryweather 
pumps, an emergency stores, a tool van, 
and a small supply of coal. As the pre- 
parations for the Messines offensive were 
under way at the time, the unit was well 
initiated into railway operation under ac- 
tive service conditions from the first day. 
In the Merris area the unit gradually 
assumed control of and operated the 
double track lines from Hazebrouck to 
Armentieres, and from Hazebrouck to 
Berguette and the single track lines from 
Berguette to Estaires, Laventie and 
Armentieres; Hazebrouck to Merville; 
Berguette to Aire; Aire to Estres, 
Blanche, Bailleul to Wulverghem, Mes- 
sines and Ploegstraat Road; Clapham 
Junction to Brulooze (Kemmel); Steen- 
werck to Neuve Eglise, and Steenwerck 

to Petit Pont and Romarin. 

The main locomotive depot was estab- 
lished at Merris with subdepots at Bail- 
leul, Steenwerck and Berguette. At 
Merris the number of locomotives in 
charge increased from 15 to 40 of vari- 
ous types and makes, ranging from the 
type 25 (0-6-0) Belgian, with no brakes 
on the locomotive, and hand brakes and 
wooden brake shoes on the tender, to 
the 2-8-0 Baldwins. Amongst them were 
locomotives from the different railways 
in Great Britain, a few Belgians, Bald- 
wins and Canadians. On account of hav- 
ing so many different makes, it was 
found difficult at times to secure the re- 
quired spare parts, which were ordered 
from the transportation stores depot. 

When Merris depot was opened, there 
were, of course, no facilities whatever for 
maintaining locomotives. There were no 
cinder or washout pits and no shelter 
for locomotives, which had to be repair- 
ed in the open in all kinds of weather. 
Until proper water facilities could be 
provided, a supply was maintained by 
means of Merryweather pumps, and a 
length or two of suction hose to the near- 
est ditch. Coal was ordered from head- 
quarters, and received in train load lots 
from Dunkirk and Dieppe. On account 
of the urgent demand for equipment, coal 
trains were unloaded as soon as possible 
after arrival, on to the ground. In coal- 
ing a locomotive the coal had to be man 
handled on to a ramp, and again to the 
locomotive tender. Coal trains were un- 
loaded mostly by Chinese coolies or Ger- 
man prisoners. Locomotives were also 
cleaned and coaled by this class of labor 
when available Locomotives were wash- 
ed out every 10 days, on account of the 
bad water. When not undergoing boiler 
repairs or being washed out, they were 
kept constantly under steam, and ready 
for use on short notice When possible 
locomotives were double crewed, but 
when traffic was very heavy and men 
were scarce, it was necessary to pool 
them all. 

When Merris depot was finally develop- 
ed, it consisted of a two track locomo- 
tive shed, about 150 x 50 ft. with repair 
pits the full length. The sand dryer was 
combined with the incinerator. A con- 
crete washout pit was built, also a loco- 
motive store and locomotive dispatching 
office. A corrugated iron machine shop 
about 100 X 50 ft was put up and we 
were able to get the following machin- 
. ery, — a 50 h.p. steam engine and boiler, 
20 k.w.t. electric generator, 3 engine 
lathes, planer, milling machine, 2 drill- 
ing machines, tool grinder, and a 500 
cu. ft. capacity air compressor. We also 
accumulated a reserve coal dump of 3,000 

Merris exchange yard consisted of 16 
tracks about 1,400 ft. long. The main 
control (dispatching) office, connected by 
telephone with all stations, was also lo- 
cated here. As the traffic to the Merris 
area was for Second Army, and traf- 


January, 1920. 

.. All* for Ihc 

l<i krep in 

; [iinrtiTS of 

Aa the laihvuy lint's in 

•■ ronimunirntion ort-n wito 

!•>■ tho Nord Ky. Co. of 

1- r.u.ii . ;'. wji.H nlso nece!»njir>' to keep 

in ilo.Hc touch with that company. As 

the \nriouB railwayv line» were ready 

fur taking over hy the unit from the 

Norii Ky., or the Army Railway 

C'oiistnirtion Kn>rineor, the necessary 

station nci omnuHlntion wns provided as 

far B."i jk'.smIiI,.. The ".itntion" was a 6 x 

10 ft., curruKuted iron or wooden hut, 

an old ruined building, or on forward 

line.s a dugout. Telephones were in- 

st.!ill<'il, station and yard staffs placed, 

anil the lines officially handed over at an 

oi:r<-c<l time. 

Whin n train left the dispatchinp sta- 
tion ( llMulojrne for example), Merris 
exrhnmr<- ^tjition wn.s advised the num- 
ber. :incl ronsist. I'as.>^in^: reports were 
al.^n r<Tiivi-.| from reporting; stations on 
Noril luus. On .arrival of train at Mor- 
ris, the (ii.spatching station locomotive 
was tnkin otT, sent to the shop and made 
ready for the return trip; the crew was 
jriven, a hot meal and 24 hours ra- 
tions In the meantime the train was 
marshalled in the exchantre yard, our 
own locomotive and crew put on and 
taken to destined railhead. To overcome 
the absence of air brakes, trains had to 
be made up with a brake van on each 
end, and sufficient cars with hand brake.'; 
properly placed to provide the necessary 
brakinp power. A small white light was 
placed on the front of the locomotive, 
and one red lipht on the rear of the 
train. The train crew consisted of a con- 
ductor and a brakeman The conductor 
rode in the head end brake van, and the 
brakeman in the rear van. At times it 
was only possible to provide one man 
who acted as conductor, but rode in the 
rear van. The locomotive man, not tht 
conductor, received all train orders from 
the station agent, and was primarily re- 
sponsible for the train. 

On Nord Ry. lines trains were han- 
dled on the automatic block system, and 
on Railway Operating Division lines 
on the station block system. The R.O.D. 
lines were divided into sections, and at 
each station hand, or at night, when pos- 
sible, lamp signals were given to loco- 
motive men in accordance with the pre- 
scribed rules, but no locomotive man was 
permitted to proceed into a section until 
he was furnished with a train order, 
printed in French and English, indicat- 
ing either that the section was clear, or 
that the preceding train had left not less 
than 10 minutes previou.sly. In the event 
of a .section being occupied, it was ne- 
cessary for the locomotive man to pro- 
ceed at "caution," and also sign the train 
order, and give his copy up at the end 
of the section to which it referred It 
was permissible to run all trains at 
"caution," with the exception of am- 
bulance trains, which were handled on 
the absolute station block. 

When railhead areas were being bomb-' 
ed or shelled by the enemy, especially 
at night, it was necessary for locomo- 
tive and train crews to be particularly 
on the alert, as the track and telephone 
lines were fretjuently blown up. Night 
operation was more difficult also on ac- 
count of the almost total absence of 
lights in yards, etc. Locomotive men 
were often required to take a train over 
a new and unfamilar line, without a pilot, 
at night, on which they would discover 
very heavy grades, and on descending 

would whi.Hlle for brakeR, and trust to 
luck to find their train iitlll on the rails 
nt the bottom. As it was not always 
pon.Mible to obtain pilot*, men had often 
to learn the road themselves on their 
first trip. 

The unit soon discovered that railway 
lines and yards were at least one of the 
main objects of attack by hostile air- 
craft and batt»'ries. On one occasion 
bombs were dropped on some ammuni- 
tion sidings near Bailleul, where two 
trains of 88 cars, including the ammuni- 
tion contained therein, were completely 

In addition to operating and controlling 
the lines before mentioned the unit also 
operated supply and ambulance trains 
for the area to and from the base ports, 
Calais and Boulogne. Troop trains were 
also often handled to and from rein- 
forcement camps to railheads, and vice 
versa. Other traffic was brought to Mor- 
ris and Berguetto exchange yards by 
R.O.D. locomotives of other detachments, 
or Nord Ry. locomotives, which would 
be turned back with loads or empties. 
Foreign locomotives or crews were only 
allowed forward of exchange stations in 
cases of absolute necessity. In addition 
to handling regular traffic the unit wa? 

to 1h' seriously interfered with. At about 
7 a.m. the track was cut as far back ii^ 
St. Venant, and telephone lines forward 
of that station were put out of com- 
mission. These lines were destroyed re- 
peatedly, and rejiaired as often as pos- 
sible. Communication was Anally main- 
tained by means of gasoline track motor 
cars. At noon the two locomoti^'cs sup- 
plied the ."JOCth Battery at La Gorgue, 
hauled the guns to Lestrum, after five 
shell breaks had been repaired on the 
way and the guns went into action im- 
mediately. In the meantime numerous 
trains of material and French refugees 
were evacuated, and trains of troops, 
ammunition, and ordnance brought up. 
.At 2 p.m. our patrols reported that thi- 
enemy had crossed the line at Lavcntie. 
and was advancing rapidly on I.a 
Gorgue. The continuous shell and ma- 
chine gun fire soon rendered this sec- 
tion of the line of little use for traffic 
working. Rolling stock and personnel 
were ordered withdrawn to Lestrum. 
Shortly after this move the infantry took 
up positions on the line of the Lawe 
River at Lestrum station, and the roll- 
ing stock and personnel were further 
withdrawn to Mer\-ille. .41 this time the 
number of casualties along the line was 

lucatiHl. un brpl. ^ii, lvl», n 

required to supply locomotives for con- 
struction companies working in the area, 
also for gun movements. On the lines 
mentioned there were as many as 8 guns 
on railway mountings, ranging in calibre 
from S).2 to 12 in. Ammunition was 
hauled up to them at night, and when 
they went into action a locomotive was 
required to stand by ready for use at a 
moment's notice. During the week end- 
ed April 4, 1918, the following loaded cars 
were handled by the unit. Troops and 
remounts, "2,318; supplies, ordnance, am- 
munition and general traffic, .'),072; con- 
struction material, 29; ambulance, 254; 
French and Belgian civil traffic, 613; a 
toUl of 8,286 loaded cars About .50';'r 
of those returned to base were hauled 
back empty. 

Commencing about April 9, 1918, 
about 4 a.m., the orea in which the unit 
was operoting was subjected to enemy 
fhelling and bombing to an unusual de- 
gree. The railway and telephone lines 
were blown up continually, and some of 
the stations, as well as the control of- 
fice at Mcn'ille, met a similar fate. The 
handling of traflic on the Bcrguette- 
Esfaires-Armentieres line was the first 

rn iia IfAiiu wcr« handled in .« n»ui,. 

continually increasing, and as it was not 
advisable to run heavy ambulance trains 
past St. Venant, a train of flat cars was 
made up and sent forward as far as pos- 
sible, and picked up wounded on the way 
l)ack to Berguette depot, where a field 
dressing station was hurriedly estab- 

In the Bailluel area, Armentieres had 
by this time been captured by the enemy, 
and he was rapidly advancing towards 
Steenwerck, and pouring shells into that 
area. Trent ammunition depot was 
heavily shelled, and several hangars de- 
stroyed. While getting a train out of 
this dump, locomotive 721 was derailed 
three times, and bad to pas-s over a dam- 
aged switch. The detachment living 
train at Bailleul was hit. resulting in 
several casualties. All rolling stock and 
guns were successfully evacuated from 
this area. The work of bringing up 
troops, supplies, ammunition, etc., and 
evacuating refugees, casualty clearing 
stations, R. E. parks, etc., continued with 
increasing vigor in the whole area until 
April 12, 1918, at noon, when 2nd Army 
Headquarters ordered the unit to evacu- 
ate at once all lines operated in that 

January, 1920. 



army area. At this time the Merris 
depot was being subjected to a bom- 
bardment of shrapnel, high explosive and 
gas shells, and the track had been de- 
stroyed up to that point. The last train 
to leave was loaded with personnel of 
the unit. It was followed up immediately 
by an R.E. demolition party which de- 
stroyed the track and bridges west to 
Carlyle Junction. In less than an hour 
after the unit left, the enemy had passed 
through Morris depot, but was driven 
back later and the east leg of the Y 
formed a section of the British front 
line for the next few weeks. 

By this time the units' living quarters 
at Berguette had been turned over to 
the Array Medical Corps for use as a 
field dressing station, and the railway 
lines and bridges and been destroyed up 
as far as St. Venant On April 13, 1918, 
1st Army Headquarters ordered tho 
Berguette detachment to evacuate, and 
it moved only a couple of miles away 
to Isbergues. From this point locomo- 
tives were supplied to three siege bat- 
teries, and the steel plant at Berguette, 
light railway depot at La Laque, inland 
water transport depot at Aire, and the 
ammunition dump at Robeque were 
evacuated. Robeque dump was only 1,09'! 
yards from the front line, and the unit 
was asked by Army Headquarters if we 
could evacuate it. A reply was given 
immediately in the affirmative, but there 
was some hesitation on the part of the 
army in ordering the work to be done, 
as there was some doubt on their part 
as to the advisability of having a loco- 
motive handling traffic so near the line. 
The order was given, however, and the 
work was successfully accomplished. 
Over 200 cars of ammuntion were taken 
out at night. 

Ammunition, troop, supply trains, etc., 
were being worked continuously from 
base ports to Berguette, and forwarded 
to Bethune, Lillers, and other points 
along the main line, which was now con- 
tinuously under shell fire. The Berguette 
detachment remained in the vicinity of 
Isburgues until June 5 1918, when the 
work being done by them was turned 
over to the Ballastiere detachment. After 
the evacuation of Merris, the personnel 
from that area was employed at 
Audruicq. The running men were used 

handling ballast trains construction 
troops, etc., and when the line was near 
completion a small number of leave, am- 
bulance, ammunition trains etc., were 
handled. We also had fifteen 2-8-0 type 
Baldwin locomotives handling main traf- 
fic out of Abbeville. 

On Aug. 8, 1918 His Majesty King 
George, desiring to see Canadian con- 
struction and operating troops at work, 
honored the lino with a visit, and the 
unit made up and handled a special train 
for his accommodation from Conchil to 
Legiscourt. On Aug. 27 the unit turned 
over the operation of those lines to the 
•'i9th Broad Gauge Operating Company 
(.•Vustralians), and on the following day 
the unit proceeded to Chemin Vert Bri- 
tish railway depot (Wiencourt Nord sta- 

Two 20,000 call, capacity water tanks nt Omie- 
court, used by 5Sth Broad Gauge Operating 
Co. (Canadians). The water was pumped from 
5 artesian wells bored to a depth of about 
850 ft. 

tion) on the .Amiens-St. Quentin main 
line, and was there attached to the 
Fourth Army. 

The lines taken over in this area, as 
fast as they were built, extended to Bray- 
Wormwood Scrubs - Peronne; Plateau- 
Trones Wood-Epehy; Peronne-Quinconce- 
Etricourt. These lines were single track, 
and notwithstanding the fact that they 
wei'e constructed rapidly with the quick- 
est available material, they were requir- 
ed to stand up under a tremendous 
volume of traffic. Numerous derailments 

the usual gun movements, and locomo- 
tives supplied construction companies, 
the unit handled the following loaded 
cars, — Troops and remounts, 1,127; sup- 
plies, tanks ordnance, and general traf- 
fic, 3,894; construction material, 56; am- 
bulance, 613; a total of 5,690 loaded cars. 

As the armies advanced, and new lines 
wex-e rapidly taken over, it was neces- 
sary to anticipate requirements in the 
way of additional personnel, locomotives, 
locomotive supplies, coal, etc. Arrange- 
ments were made in conjunction with the 
R.C.E., and the R.T.C. for water sup- 
plies, yard facilities and telephone lines. 
The traffic department at G.H.Q. was 
wired the furthest points to which traf- 
fic was worked daily, and the routing 
of traffic for the armies was arranged 

Early in September, 1918, a detach- 
ment was sent to Chaulnes, to commence 
operating the double track line to Per- 
onne. On Sept. 18, a control office was 
established at Peronne. Trains were 
run up this line to Marchelpot, Sept. 3; 
Peronne, Sept. 12; Tincourt, Sept. 14, and 
Roisel, Sept. 16. On the night of Sept. 
20, a heavy tank movement of 36 trains 
for Tincourt commenced. Although the 
enemy shelled the track, and broke the 
main line at Tincourt, the movement was 
completed successfully. On Sept. 21 a 
locomotive depot was established at Per- 
onne. On Sept. 24, Peronne yard was 
in working order, but there was no 
switching lead. At that time 60 trains 
were being handled daily on that line, 
and traffic was steadily increasing. On 
Sept 26, one 14 in. and one 12 in. gun, 
on railway mountings, were handled to 
Roisel, where they went into action im- 
mediately. Two locomotives stood by to 
make the necessary moves On this date 
men were placed on the Etricourt lines 
to handle traffic from the Bapaume- 
Achiet le Grand direction. On Sept. 28, 
the double track was complete, and in 
operation as far as Roisel, and ambul- 
ance trains commenced to load at Tin- 
court. On Sept. 30, Peronne locomotive 
depot and yard were in full working 
order. On that date 128 trains were 
handled in both directions, which was the 
high water mark reached by the unit in 
handling traffic. Although Peronne had 
been completed, on account of the inade- 

Locomolives used by Slith Br 
2-8-0 type Great Central Ry. locomotive, used in haml 

uge Operating Co. (Canadians). 

bulance trains and throUKh traffii 
through traffic. 

R.O.I). 1169 

2-8-0 type Baldwin 

in train and locomotive service out of 
that depot to forward areas, and vari- 
ous other places, such as Dunkirk, Rouen 
and Boulogne. 

At this time although the majority of 
all the comparatively old established 
lines controlled by the British army had 
been captured by the enemy, new lines 
were constructed rapidly, and on June 5, 
1918, the whole unit was ordered to pro- 
ceed to Conchil-le-Temple, to operate for 
Canadian and R.E. construction com- 
panies, building the new double track 
line from Etaples to Conchil, and the 
new single track line from Conchil to 
Candas. This work consisted mostly of 

were unavoidable, but the prompt and 
eflfective measures taken by the various 
construction units to repair the breaks 
assisted materially in reducing delays 
to a minimum. As no water was obtain- 
able at Chemin Vert when that depot 
was taken over, two water tank trains, 
made up of 21 water tank cars each, were 
supplied. As one of these trains was 
made empty it was taken to Longeau, 
near Amiens, and refilled. A supply was 
later pumped from the Somme River, 
five miles away. Water was secured on 
the line by means of Merryweather 
pumps at various places. During the 
week ended Sept. 19, 1918, in addition to 

quate facilities, arrangements were made 
for the construction of an up to date ex- 
change yard, and locomotive depot at 
Omiecourt, near Chaulnes. 

From Roisel, the line through Tem- 
pleaux to Bellicourt, and the line through 
Vermand to St. Quentin were taken over, 
also the line through Epehy, Gouzeau- 
court and Marcoing to Cambrai. A lo- 
comotive depot, and sub-control were 
established at Marcoing, which was also 
an important junction with the line from 
Bapaume. When the line to Cambrai 
was workable, the control was moved 
from Marcoing, and established in the 
Gare du Nord at Cambrai. The loco- 


January, 1920. 

.; '.. .1. p..! »:i, ulso iranifcrrvd U' 

■ •\nlv. From ('nnilirai 

wm- tiiki'M iiviT nnd 

' .11 - <'«iiilry - Hu»ii;ny ; 

\' .ui - Miiiil>(.'Ui;v; Aul - 

Viili'iuirnnoii; Cam- 

' i'liiu'.t; LH-nnin-Anzin; 

I hks-Ia" Quo.tnoy. The lino 

' > to Douai wax alKu assiirn- 

ti. :.;t, but it wn« not found nc- 

cesMiry to usf it. On thi- lines from 
Chnulncji, throuch Canibrai. to Houchain, 
and the line from Canibrai to Caudrj'. 
much ini'onvenionce and delay to traffic 
was caused by the explosion of delay 
action mines. Taking into account, how- 
ever, the larjre number of mines placed, 
the unit was fortunate in only having 
had three locomotives damatred throufrh 
delay action mine explosions. OurinK the 
week ended Oct. -i, I'.'IS, the unit handled 
the followinc loaded cars: Troops and 
remount.s, 2,-l!'0; supplies, ordnance, am- 
munition and jrcncral traffic, 'J,i»21; con- 
struction niat(-rial, 884; ambulance, 
1,60.5; a total of 14,900 loaded cars. 

On Nov. 11, lttl8, several ammunition 
trains were ordered back to the base, and 
no more came up. After the last bijr 
evacuation of casualty dearintr stations, 
ambulance trains were used for French 
civilian prisoners of war, many of whom 
returned in a very weakened condition. 
These trains were also used as soon as 
possible to transport French and Bri- 
tish prisoners of war who were not able 
to travel on troop trains. As soon as 
the French and Belgian lines were con- 
nected the unit had fifteen "2-8-0 Baldwin 
locomotives double crewed workinjr in 
traffic service between Cambrai and Ger- 
many. The unit operated the first troop 
train into Durcn, Germany, over the Val- 
enciennes-Mons-Liefre line. 

On Nov. 28, 1918, the new exchanKe 
yard and locomotive depot at Omiecourt 
were completed. On the following day 
the Peronne detachment, and most of the 
shop staff from Chemin Vert, were 
transferred to Omiecourt. The facilities 
at Omiecourt consisted of an incoming 
and an outpoint yard, with 12 tracks 
about 1,800 ft. long in each, also a loco- 
motive depot, 500 ton capacity coal ramp, 
locomotive stores, a 250,000 Rail, capa- 
city concrete reserve water reser- 
voir, and two 20,000 gall, capacity 
water tanks which were supplied by 
pumping water from five artesian wells 
bored to a depth of about 850 ft. The 
machine shop was fitted up in large 
French steel brake vans, which were 
transferred easily from one depot to an- 
other when required. The power for run- 
ning the machines was supplied by a 
gasoline engine and a 20 kwt. electric 

As the mileage operated increased, the 
organization of the unit was enlarged to 
meet the changing conditions. The unit's 
headquarters was made mobile, and ac- 
commodated in a train of German box 
cars, and British brake vans. The lines 
were divided into three sections, with 
headquarters at ("hemin Vert, Omiecourt 
anrl Canibrai. The officer in charge at 
Chemin \'ert operated and contTolled the 
lines out of that point, to Marcoing, 
Epehy and Peronne, all exclusive. The 
Omiecourt detachment controlled the 
lines from Chaulnes to St. Quentin and 
Marcoing, exclusive. Cambrai controlled 
lines from Marcoing to Valenciennes, and 
easterly. At the time of the armistice, 
the unit operated and controlled all for- 
ward broad gauge lines for the Third and 
Fourth British Armies, and one line for 
the First Army. The unit's strength 
was IC) officers, and l,5(i7 other ranks. 

The unit had on charge 101 locomotives, 
and the motor transport connistwl of 12 
vehicles. In ad<lition to handling, as be- 
fore mentioned, a special train for the 
King, special trains were also handled 
for the accommodation of Marshal Foch, 
Field Marshal Sir Douglas Ilaig and 
(ieneral Pershing, as well as for General 
Sir Herbert Plumer, Commander of the 
2nd Army, General Sir II. S. liawlinson. 
Commander of the Fourth Army, and 
General Sir .lulian Byng, Commander of 
the Third Army. 

By .Ian. 1, I'.tlS, a start had been made 
to demobilize the Imperial troops at- 
tache<l to the unit, and to turn over lines 
to the Nord Ky. By April 1, the unit 
had turned over the operation of all 
lines, except the British military lines 
out of Chemin Vert, to the Nord Ry. All 
locomotives, supplies, the Chemin Vert 
lines and the remainder of the Imperial 
personnel, had been turned over to other 
R.O.D. detachments, and the unit was 
ready to pack up and start for home. 
On April 5 it was reviewe<l by the Of- 

Mcrrywrathf-r I'ump uwcd. by 5Mh Hrojid <,auKr 
Oprratinc Co. (Canadianii) for obtaining water 

ficer Commanding the R.O.D. , R.E., and 
on April 8 it entrained for the base. 

The following officers served with the 
unit, — Captain A. H. Kendall, Master 
Mechanic, C.P.R., Toronto; Lieut. S. H. 
Ryan, Assistant Superintendent, T. & 
N.O.R., North Bay, Ont., and Lieut. A. 
S. Parkes, Locomotive Department, An- 
gus shops, C.P.R., Montreal. The fol- 
lowing officers of the Imperial forces 
were attached for duty, — Capt. L. L. 
French, South African Rys., Pretoria; 
Capt. .1. R. Anker, London & South West- 
ern Ry. of England; Capt. R. Hapson, 
Indian State Rys.; Lieut. R. L. Wheeler, 
station agent, C.P.R.; Lieut. E. D. Ger- 
rard. Mechanical Engineer, Angus shops, 
C.P.R., Montreal; Lieut. E. M. Jackson, 
Mechanical Engineer, Midland Ry., 
England; Lieut. T. F. Jackson, Traffic 
Controller, Midland Railway, Eng- 
land; Lieut. II. A. S. Espley, London & 
N.W.R., England; Lieut. P. J. Stebbings, 
South Eastern & Chatham Ry., England; 
Lieut. J. E. Potter, Midland Ry., Eng- 
land; Lieut. H. Duff, Caledonian Ry., 
Glasgow, Scotland; Lieut. J. A. Stanley, 

Yardmaatir, C.P.R., Montrt'al; Lieut. L. 
Dade, flreat ('cntral Ky., England. 

The honors conferred on membera of 
the unit were, M.C., 2; D.C.M.. 2; M.M., 
7; .M.S.M., 4; mention in dispatchcx, 2. 
In addition to the above, 15>.'B and 
men received D.G.T. certificates in recog- 
nition of acts of gallantry. 

On April 2, I'Jl'J, the Director General 
Transportation sent the following letter: 
"Captain Kendall, officers, n.c.o.'s and 

men of the 5Hth Broad Gauge Operat- 
ing Co. (Canadians). 

"In bidding you farewell on the occa- 
sion of your return to Canada, it is with 
a feeling of pride and gratitude thmt I 
recall the services that your company 
have rendered me in assuring the rail 
transportation for the allied armies in 
the field. The important preparations 
for the Messines offensive in I'.OT were 
largely carried out by you, and were at- 
teniled with every success. Also, what 
was perhaps more difficult and yet more 
praiseworthy, the evacuation of the area 
round Bailleul and Armentieres, retaken 
by the Germans during the spring of 
1918, was .satisfactorily effected by you 
under strenuous and trying conditions. 
To me these were periods of the most 
vital importance, and my reliance on you 
was admirably justified by your fine per- 
f<iniiances. I take this opportunity of 
thanking you for your continuous good 
work since your arrival in this country 
in April, 1917, until now, to wish you 
success and a happy return to your peace 
vocations at home. You take back with 
you a record of which you have every 
reason to be proud. 

"S. D. L. Crookshank, Major General, 
Director General Transportation." 

Editor's Note — Capt. -Albert H. Kendall, 
.M.C., was born at Aspatria, Cumber- 
land, Eng., April 4, 1878, and entered 
railway service in June, 1901, since 
when he has been, to Jan., 1904, locomo- 
tive foreman, C.P.R., Nakusp and Revel- 
stoke, B.C.; Jan. to Nov., 1904, locomo- 
tive foreman, G.T.R., London, Ont.; Nov.. 
I'.lOG to July, 1913, gang foreman, erect- 
ing shop foreman, and genera! foreman, 
successively, Angus shops, C.P.R., Mont- 
real; July to Dec, 1913, locomotive in- 
spector, C.P.R., Kingston, Ont.; Dec.. 
1913 to April, 1915, general foreman, 
C.P.R., North Bay. Ont.; April, 1915, to 
.\ug. 28, 1916, .Assistant Works Manager, 
Angus locomotive shops, C.P.R., Mont- 
real; Aug. 28, 1916 to Jan., 1917, Master 
Mechanic, Ontario District, C.P.R., To- 
ronto. In Jan., 1917, he entered military 
service as Captain, no. 1 section. Skilled 
Railway Employes, and was later trans- 
ferred to the 58th Broad Gauge Operat- 
ing Co., B.E.F., in France. He was 
awarded the Military Cross, in the latter 
part of 1918, for superintending evacua- 
tion under heavy fire, and keeping lines 
running until the last moment. On his 
return to Canada and demobilization in 
Sept., 1919, he was appointed Master 
Mechanic, Quebec District, C.P.R., Mont- 

British Locomotive Building — Arm- 
strong Whitworth & Co.'s Scotswood 
Works, Newcastle on Tyne, England, 
which up to the close of the war were 
manufacturing shells, cartridge cases, 
fuses, etc., have been converted into loco- 
motive works, with a capacity of between 
.300 and 400 locomotives a year, the 
erecting shop being capable of accom- 
modating 50 locomotives, without ten- 
ders, at one time. The f^rst locomotive 
was finished Nov. 13, being on an order 
of 50 from the North Eastern Ry. 

January, 1920. 

Free and Reduced Railway Passenger Transportation. 

The Canadian Railway War Board 
made the following- application to the 
Board of Railway Commissioners on Oct. 
16, 1919:— "Section 345 of the Railway 
Act, 1919, after enumeratinjr certain 
classes of persons to whom railway com- 
panies nia^- issue free transportation or 
transportation at reduced rates, pro- 
vides that such transportation may in 
addition be given 'to such other per- 
sons as the board may approve or 
permit.' After very careful consid- 
eration of the subject, it appears to the 
Canadian Railway War Board that it 
is necessary and proper that in addition 
to the classes of persons specifically en- 
umerated in the Railway Act, the com- 
panies should be permitted to issue free 
transportation to the following classes: 

"(a) Immigration Department of Do- 
minion of Canada: For such representa- 
tives of the department as may be re- 
quired by the Minister or Deputy Min- 

"(b) Immigration and Customs De- 
partments of the United States: For 
such representatives of the departments 
as may be required by the Commissioner 
or Deputy Commissioner of Immigration 
or Collector or Deputy Collector of Cus- 
toms in charge of the district. 

"(c) Fire rangers within their respec- 
tive districts, employed or authorized by 
provincial governments. 

"(d) Families of former and deceased 
employes of railways. 

"(e) Former employes of transporta- 
tion companies and their families. 

"(f) Deputy ministers of the Federal 
Government (kpartments. 

"The Canadian Railway War Board, 
thei-efore, on behalf of the railways un- 
der the board'.s jurisdiction, respectfully 
requests that the Board of Railway Com- 
missioners should, under its powers, per- 
mit the railway companies to issue free 
transportation to the classes of persons 
above named." 

Chief Commissioner's Judgment — Chief 
Commissioner Carvell gave the following 
judgment, Nov. 12: — After having con- 
sidered sec. 345 of the Railway Act, 
1919, very carefully, I have come to the 
conclusion that the whole purport of the 
section was to give to the railway com- 
panies, within certain limits, the right 
to carry traffic at free or reduced rates; 
and to such classes of persons and, in 
some cases, individuals, as the companies 
may decide upon, subject in certain cases 
to the approval and permission of this 
board. The whole section is preceded by 
the following words :"Nothing in this act 
shall be construed to prevent." It then 
refers to five specific classes of persons, 
and a careful examination shows that 
there is no great change between the 
present act and its predecessor, except- 
ing that in subclauses (a) and (c) a 
limitation is placed upon the power of the 
railway companies, and in subclauses (d) 
and (e) an extension is provided for. 

Under clause (a) the most which the 
railway companies can do towards re- 
duced fares for ministers of religion, etc., 
is to carry them at one-half the regular 
fare, and under clause (c) the most they 
can do for members of the provincial leg- 
islatures is to carry them free within 
points in the province to which they be- 
long. It is not clear whether members 
of the press can be carried free beyond 
the province in which they reside, but, 
as there is no comma after the word 
"legislatures," and nothing to designate 

a difference in the two classes, I am 
rather inclined to the opinion that the 
limiting words "between points within 
the province" apply to the latter as well 
as to the former. Clause (c) also ex- 
tends the privilege to dependent mem- 
bers of the families of any persons who 
are entitled to free transportation under 
sec. 346 of this act, and clauses (d) and 
(e) also extend the right to employes of 
the Railways and Canals Department and 
to the Governor General and staflf, etc. 

This narrows the question down to the 
interpretation of the last line of clause 
(c), viz.: "or to such other persons as 
the board may approve or permit," and 
to the proviso immediately following sub- 
section ((e), both of which are to be 
found in the previous act. These words 
evidently mean something, and it is my 
opinion that a railway company may de- 
cide to grant the privilege of free or re- 
duced transportation to any person, or 
class of persons, subject always to the 
approval or permission of the board, and 
also subject to the proviso herein re- 
ferred to, which, in my opinion, is a reg- 
ulating power rather than an enacting 

To apply this ophiion specifically to 
the request made by the Canadian Rail- 
way War Board on Oct. 16, 1919, it 
would seem to me that the railways 
would have a right, subject to our ap- 
proval or permission, to grant free or 
reduced transportation to those parties 
mentioned in clauses (b), (d), and (e) 
as well as to all others. Thus, if the 
railway companies decide to grant free 
transportation to United States immigra- 
tion and customs officials, to the families 
of former and deceased employes of the 
railways, and the families of former em- 
ployes of transportation companies, then, 
if this board approves or permits, they 
will be within the law in granting such 

I am not so clear as to the real inten- 
tion of parliament with reference to the 
proviso hereinbefore referred to, be- 
cause, taken in its general sense, we are 
given the right to extend, restrict, limit, 
or qualify the carriage of traffic by the 
companies as provided under this section, 
but I have come to the conclusion that 
this is only meant as a regulating clause, 
and our powers are restricted to extend- 
ing, restricting, limiting, or qualifying 
what the companies may propose to do, 
and, therefore gives us no originating 
jurisdiction; but when the railway com- 
panies come to us, asking that certain 
persons or classes of persons be given 
the privilege of free transportation, we 
would have the right to extend, restrict, 
limit, or qualify the same. If I am right 
in my general interpretation of the 
clause, then I think we have the power 
either to approve or disapprove of all 
the requests made by the Canadian Rail- 
way War Board in its letter of Oct 16, 
and, as they seem to me to be proper re- 
quests, I am in favor of approving the 
same and permitting the issuing of trans- 
portation as requested. 

The Board's Order — The board passed 
general order 274, Nov. 20, 1919, as fol- 
lows: — Re application of the Canadian 
Railway War Board, on behalf of railway 
companies subject to the board's juris- 
diction for free transportation under sec. 
345 of the Railway Act, 1919. Upon 
reading the application dated Oct. 16, 
1919, and considering what has been 
urged in support thereof, it is ordered 

that railway companies of Canada sub- 
ject to the board's jurisdiction, be per- 
mitted, until further order, to carry 
free of charge the following persons, 
viz.: (a) Department of Immigration of 
Dominion of Canada: For such repre- 
sentatives of the department as may be 
required by the Minister or Deputy Min- 

(b) Departments of Immigration and 
Customs of the United States: F'or such 
representatives of the departments as 
may be required by the Commissioner 
or Deputy Commissioner of Immigration 
or Collector or Deputy Collector of Cus- 
toms in charge of the district. 

(c) Fire rangers within their respec- 
tive districts, employed or authorized by 
provincial governments. 

(d) Families of former and deceased 
employes of railways. 

(e) Former employes of transportation 
companies and their families. 

(f) Deputy ministers of departments 
of the Federal Government, and those 
having the rank of deputy ministers. 

The Railway Act's Provisions — The 
Railway Act, 1919, provides in sees. 345, 
346 and 347 as follows: 

345. (1) Nothing in this act shall be 
construed to prevent: (a) the carriage, 
storage or handling of traffic, free or at 
reduced rates, for the Dominion, or for 
any provincial or municipal government, 
or for charitable purposes, or to or from 
fairs and expositions for exhibition there- 
at, or the carriage, free or at reduced 
rates, of destitute or homeless persons, 
transported by charitable societies, and 
the necessary agencies employed in such 
transportation, or the carriage at one- 
half the regular single fare of ministers 
of religion or persons exclusively engag- 
ed in charitable, religious, or eleemosyn- 
ary work; 

(b) The issuing of mileage, excursion 
or commutation passenger tickets, or 
the carriage at reduced rates, of immi- 
grants or settlers and their goods or 
effects, or any member of any organized 
association of commercial travellers with 
his baggage; 

(c) Railways from giving free car- 
riage or reduced rates to their own di- 
rectors, officers, agents and employes, or 
their families, or to former employes of 
any railway, or for their goods and ef- 
fects, or between points within the pro- 
vince to members of the provincial 
legislatures or to members of the 
press, or to members of the Interstate 
Commei'ce Commission of the United 
States and the officers and staff of such 
commission, and for their baggage and 
equipment, or to dependent members of 
the families of any persons who are en- 
titled to free transportation under sec- 
tion 346 of this act, and for their bag- 
gage, or to such other persons as the 
board may approve or permit; or, 

(d) Railways or transportation com- 
panies from exchanging passes or free 
tickets with other railways or transpor- 
tation companies for their officers, agents 
and employes and their families, goods 
and effects, or from issuing passes or 
free tickets to officers and employes of 
the Department of Railways and Canals, 
or their families, and their goods and 
effects, or a similar interchange of 
passes, or franks with or by telegraph, 
telephone and cable companies; 

(e) Railways from giving free car- 


January. 1920. 

nairc to the Governor Cicnerml, and atafT, 
and faniille*. and baKiraire and cquip- 

Provided that the carnage of traffic 
by the company under thin Kection may. 
in any |>«rticular cane, or by general 
rejrulnlinn. tM< extended, rentricted. lim- 
ited or c|iMiline<l l.y the board, and the 
board, in or by any order or by Keneral 
reirulation. may preiwribe the fornm to 
be issiuvl or u»e<l by the company for 
the cnrriace of traffic nt free or reduced 
rBt«-fi under this net, and the terms and 
Cfinditions applicable thereto, and the 
n-cords to be kept by the company of 
all such trntVic carried ami of all (wsses, 
free and reiluced nit«' trniisporlation is- 
sued or ifiven by the conumny, and shall 
require the making of periodical returns 
duly voritied by affi<lavit to the boord in 
respect thereof; and it shall be the duty 
of the board to examine such return with 
a view to seeing that the law has been 

(2) Whenever the board sees fit it 
may require the compony to jrront and 
issue commutation tickets at such rates 
and on such terms as the board may 

346. Members of the Senate and House 
'^f Commons of Canada, with their bag- 

KaKe and memlH-ra of the board and auch 
officers and staff of the board as the 
boaril may determine, with their l>aKi;afre 
and eqiiipnient, shall, on prcxluction of 
cards, crrtifyinir their membership or 
riirht, which shall be furnished them by 
the Clerk of the Senate or the Clerk of 
the House of Commons or the Secretary 
of the board, as the case may be, l>e en- 
lilliHl to free transportation on any of 
the trains of the company; and the com- 
pany shall also, when required, haul free 
of chartfe any car provided for the uae 
of the board. 

."{47. Subject to the proviaiona of sec- 
tions MTi and rUfi of this act, no company 
shall hereafter, directly or indirectly, is- 
sue or Kive any free ticket or free pass, 
whether for a specific journey or peri- 
odical or annual pass, and no company 
shall otherwise arranjre for or permit the 
transportation of pas-senpcrs except on 
payment of the fares properly charjrc- 
abie for .such transportation under the 
tariffs filed under the provisions of this 
net, and at the time in effect; provided 
that nothing in this act shall effect the 
furnishing of free transportation where 
such is specifically required by any other 
public jreneral act of the Parliament of 

Birthdays of Transportation Men in January. 

.Many happy returns of the day to: — 

.1. Abranis, Wharf Freight Agent, C. 
P.R.. Vancouver, B.C.. born at Man- 
che.ster. Eng., Jan. 24, 1870. 

W. V. .\ppleton, Mechanical Superin- 
tendent, Eastern Lines. Canadian Na- 
tional Rys., Moncton, N.B., bom there. 
Jan. 20. 1878. 

R. Armstrong, Superintendent, Bran- 
don Division, Manitoba District, C.P.R., 
Brandon, born at Kingston, Ont., Jan. 27, 

J. A. .\udrain. Trainmaster, Saskatoon 
Division. Soskatchewan District, C.P.R., 
Saskatoon, Sask.. bom at St. John's, 
Jersey, Channel Islands. Jan. 23, 188.3. 

L. E. Ayer, General Agent, Canadian 
National Rys., St. Louis. Mo., born at 
Henderson. la.. Jan. 11, 1877. 

F. X. Belanger, ex-General Freight and 
Pa.s.senger Agent, Temiscouata Ry., Ri- 
viere du Loup, Que., now Traffic Man- 
ager, Eraser Companies. Ltd.. Edmund- 
ston. N.B., born at Chlorydormes. Que., 
Jan. 20. 1876. 

Sir George McLaren Brown, European 
General Manager. C.P.R.. London. Eng., 
bom at Hamilton, Ont., Jan. 20, 1866. 

J. E. Dalrymple, Vice President, G.T.R., 
G.T.P.R., and Central Vermont Ry., Mont- 
real, bom there Jan. 1, 1869. 

A. Davidson. Commercial Agent, Grand 
Trunk Pacific Ry., and G.T.P. Coast 
Steamship Co., Vancouver, B.C., born at 
St. Henri, .Montreal, Jan. 211, 1885. 

G. J. Desbarats, C..M.G., Deputy Min- 
isUr of Naval .Service, Ottawa, Ont., bom 
at Quebec, Que., Jan. 27, 1861. 

J. E. Everell, Superintendent, Mont- 
morency Division, Quebec Ry., Light and 
Power Co., Quebec, Que., bom at Cap 
Rouge, Que., Jan. 1, 1863. 

Gordon Grant, Chief Engineer, Quebec 
and Saguenoy Ry., and Consulting En- 
gineer, Railways and flanals Department, 
Ottawa, bom at Dufftown, Scotland, Jan. 
2, 1861. 

G. F. Hichbom, formerly Agent, Great 
Eastern Fast Freight Line. New York, 
bom at Boston. Mass., Jan. 13, 1875. 

C. Hood. ex-Local Freight Agent, C. 
P.R., Saskatoon, Sask., now of Winnipeg, 

born at Edinburgh, Scotland. Jan. 20, 

D. W. Houston, Superintendent, Regina 
Municipal Ry., Regina, Sask., born at 
Bathurst, N.B., Jan. 3, 1879. 

H. J. Humphrey, Superintendent, Tren- 
ton Division, Ontario District, C.P.R., 
Toronto, bom at Berrys Mills, N.B., Jan. 
26, 1879. 

W. C. Hunter, ex-Manager New Bruns- 
wick Coal and Ry. Co., now of Montreal, 
born at St. John, N.B., Jan. 4, 1865. 

P. A. Keeler, Treasurer, Dominion Ex- 
press Co., Toronto, born near Preseott, 
Ont., Jan. 18, 1867. 

H. G. Kelley, President, G.T.R. and 
G.T.P.R., Montreal, bom at Philadelphia, 
Pa., Jan. 12, 1858. 

W. J. Lynch, General Manager, Que- 
bec Ry., Light, Heat and Power Co., 
Quebec, Que., bom there, Jan. 17, 1882. 
G. E. McCoy, Master Car Builder, 
Eastern Lines, Canadian National Rys., 
Moncton. N.B.. born there. Jan. 8. 1886. 
C. R. Mackenzie. Assistant to General 
Manager. Canadian National Rys.. Mont- 
real, bom at Toronto, Jan. 10, 1883. 

John Macrae, Locomotive Foreman, C. 
P.R., Swift Current, Sask., born at 
Springbum, Glasgow, Scotland, Jan. 30, 

P. A. Macdonald, Manitoba Public 
Utilities Commissioner. Winnipeg, bom 
at Gananoque, Ont, Jan. 6, 1857. 

G. C. Martin, General Traffic Manager, 
Toronto, Hamilton & Buffalo Ry., Hamil- 
ton, Ont., bom at Creemore, Ont., Jan. 
2, 1866. 

H. Mitchinson, Safety Engineer, West- 
ern Lines, Canadian National Rys., Win- 
nipeg, bom at Gateshead on Tyne, Eng., 
.Ian. 18, 1882. 

William Phillips, Canadian Represent- 
ative, Cunard Steamship Co., Montreal, 
bom at Toronto, Jan. 31, 1870. 

W. Pratt, Manager, Dining and Parlor 
Cars, Hotels and News Department. Can- 
adian National Rys., Toronto, born at 
Sibbertoft, Northamptonshire, Eng., Jan. 
18, 1870. 

John Pullen, President, Canadian Ex- 
press Co., Montreal, born at Shepton .Mal- 

let, Eng., Jan. 2.1, 1H6.'I. 

Ralph .M. Reade, StipcrinU-ndent, City 
Division and Qucl>ec County Railwaya, 
Quebec Railway, Light & Power Co., 
Quebec, bom at Llanelly, Wales. Jan. 1. 

L. J. Rouleau. Commercial Agent, G.T. 
R., Quebec, Que., bom at Montreal, Jmn. 
6, 1879. 

A. F. Stewart, f hief Engineer, East- 
em Lines. Canadian Northern Ry., To- 
ronto, bom at West Bay, N.S., Jan., 1864. 

J. G. Sullivan, ex - Chief Engineer, 
Western Lines, now Consulting Engineer, 
C.P.R., Winnipeg, bom at Bushnella 
Basm, N.Y., Jan. 11, 1863. 

Ross Thomp.son, ex-Chief Engineer, 
and Managing Director, St. John and 
Quebec Ry., Fredericton, N.B., now of 
Montreal, born at Newrj', Ireland, Jan. 

1, 1865. 

W. J. Uren, Superintendent, Famham 
Division, Quebec District, C.P.R., Fam- 
ham, Que., bom at St. Marys, Ont., Jan. 
23, 1872. 

T. H. White, Chief Engineer, Canadian 
Northem Pacific Ry., Vancouver, B.C.. 
bom at St. Thomas, Ont, Jan. 27, 1848. 

A. Wilcox, General Superintendent. 
Central District, Canadian National Rys., 
Winnipeg, born at Kincardine, Ont, Jan. 

2, 1865. 

Impounding of Livestock — The Rail- 
way Association of Canada has issued 
the following circular to member rail- 
ways: Impounding of livestock found 
running at large, on or in the immediate 
proximity of railway right of way. is 
suggested as a means of reducing loss 
to both livestock owners and railways 
through animals being struck by trains, 
and as a measure of safety to the travel- 
ling public. It is recommended that the 
railways notify the officials of municipal- 
ities wherein trouble of the kind men- 
tioned is experienced, that the suggested 
action is contemplated and that co-oper- 
ation of such officials be requested. At 
places where pounds are not provided, it 
may be possible to arrange with the pub- 
lic officials for establishment of them. 

Mechanical Locomotive Firing — The 
G.T.R. has been making a test of a me- 
chanically fired locomotive between 
Montreal and Brockville. Ont., for five 
round trips, with maximum tonnage. The 
locomotive was then transferred to the 
Ontario lines, for a test of five trips be- 
tween Fort Erie and Samia tunnel, after 
which it was to be retumed to the G.T.R. 
lines in New England, to which terri- 
tory it belongs. In each case the test 
was against another locomotive of the 
same type, hand fired. The Locomoti%-e 
Stoker Co.'s type D. duplex stoker is 
used on the mechanically fired locomo- 

The Alberta Truck Transportation Co. 
has been organized in Calgary. .•Mtn.. 
with authorized capital of $150,000 to 
carry passengers and freight by motor 
truck. The routes suggested out of Cal- 
gary are to Medicine Hat, Macleod. 
Banff, Lethbridge and Edmonton. It was 
stated Dec. 6, that the service will be 
started as soon as the trucks can he de- 
livered. The officers of the company are 
reported to be: President and General 
.Manager, M. D. East; Vice President and 
.Assistant General Manager, R. Park : 
Secretary Treasurer. J. O. Campbell. 

Toronto. Yonge Street Station, is the 
new name for the C.P.R.'.-; station known 
heretofore as North Toronto Station. 

January, 1920. 

Sir Robert Borden's Address to a Railway Brotherhood at Ottawa. 

The Prime Minister, in addressing the 
Canadian Lcijislative Board, International 
Brotherhood of Locomotive Firemen and 
Enginemen at Ottawa, Dec. 8, 1919, said: 
"It is my privilege on behalf of the gov- 
ernment to extend to you a welcome to 
Ottawa, and to convey our best wishes that 
this annual gathering may be useful and 
successful in every way. In the early days 
of my parliamentary career, I had oc- 
casion to consider very attentively the 
character of the organizations establish- 
ed by the various railway brotherhoods, 
and ever since I have been impressed 
with the thoroughness of their system, 
and with the fairness of their procedure 
for dealing with controversial questions. 
These organizations must necessarily ex- 
ercise great power and influence in the 
policy which they pursue, ami in the pur- 
poses which they undertake. Such power 
and influence carry with them a corres- 
ponding responsibility. I believe that 
on the whole this responsibility has been 
fulfilled justly and considerately, hav- 
ing regard to the national interests as 
a whole. 

"History teaches us that every great 
war has been followed by some period 
of unrest and disturbance among the peo- 
ples of the belligerent nations. Such an 
outcome seems inevitable, and one is not 
surprised that such conditions prevail to- 
day, to a greater or less e.xteiit, among 
all the nations which have taken part 
in the tremendous and woi'ld wide con- 
flict through which we have passed. 
While Canada has not been wholly free 
from these tendencies, there is reason to 
believe that no country in the world has 
suffered less from them than our Do- 
minion. I am confident that the strong, 
sound, common sense of the Canadian 
people will support all authorities, whe- 
ther federal, provincial or municipal, in 
maintaining public order, in the just en- 
forcement of the law and in upholding 
institutions and traditions founded upon 
ideals of ordered liberty and progress. 

'I have already spoken in parliament 
of the character and terms of the treaty 
of peace which was consummated a few 
months ago, and which will doubtless be 
ratified by the required number of bel- 
ligerent nations in the early future. That 
treaty embodied a sincere attempt to 
bring together the nations of the world 
in such co-oporation and by such methods 
as would greatly minimize the risk of 
future wars. It is impossible to imagine 
that the existing organization of society 
can be maintained, if the unmeasured de- 
struction of human life and the maiming 
of countless millions, with all the tragic 
sorrow and sacrifice which have been the 
outcome of this war, are to be the sole 
or even the chief means of arbitrament 
in international disputes. If the pleni- 
potentiaries of the allied powers had not 
given their best energy and their high- 
est endeavor to prevent any such out- 
come in the future, assuredly they would 
have failed in the duty which they owe 
to this and future generations. No na- 
tion can divorce itself from the respon- 
sibility measured by its power and in- 
fluence. More and more the oceans have 
become international highways. There 
is no hermit nation and there can be 
none. I venture to submit to you a con- 
clusion which I think may be drawn from 
the purpose embodied in the League of 
Nations covenant. That covenant receiv- 
ed the unanimous approval of plenipo- 
tentiaries representing 32 nations, in- 

cluding the dominions of the British 
Empire. Only those who participated in 
the deliberations of the Peace Conference 
can fully realize the rivalry of ambitions, 
the sharp antagonisms, the intense jeal- 
ousies, and the deep rooted prejudices 
which manifested themselves between 
peoples represented at the conference. 
Moreover there is every diversity in the 
standards of living, the educational and 
industrial development, the temperament 
and character of the peoples concerned. 
It is at once remarkable and highly en- 
couraging that all these nations should 
have agreed upon the organization and 
the methods by which their co-operation 
is assured, in the endeavor to secure the 
world's peace so far as that is humanly 

"One lesson which we may learn from 
this relates to our own domestic concerns. 
In any country, but especially in a coun- 
try of vast area and scattered communi- 
ties, the problem of transportation is 
all important. The efliciency of trans- 
portation in Canada is an essential factor 
in the national life. Railways, water- 
ways and highways all have their part. 
Fi'om conditions which have gradually 
developed during many years has arisen 
the result that about one half the total 
railway mileage of Canada is, or short- 
ly will be, in the ownership of the state. 
You must realize, and I hope you will 
agree, that this condition emphasizes the 
importance of devising some means by 
which this great essential and national 
activity .shall not be interrupted or pre- 
judiced by disputes between employers 
and employed. Even as between a pri- 
vate corporation, operating a great pub- 
lic utility, and its employes there should 
be some more reasonable method than 
the imposition upon the general public 
of the inconvenience, the loss, and the 
suffering which are occasioned by strikes. 
If, between jealous and sometimes an- 
tagonistic nations, the principle of set- 
tling international disputes by peaceful 
means has been acknowledged and adopt- 
ed, surely disputes between employers 
and employed can be investigated and 
adjusted by means other than those 
which may bring upon the whole peo- 
ple distress and sufi"ering comparable to 
that entailed by war. So far as rail- 
ways in the ownership of the state are 
concerned, there is one additional con- 
sideration of which you should not lose 
sight. Those responsible for the admin- 
istration of state railways are not actuat- 
ed or influenced therein by any motive 
of private interest. Their duty is. on 
the one hand to the public whom they 
serve, and on the other hand to the em- 
ployes who also serve the same public 
So that in this instance employers and 
employed alike serve the people as a 

"I commend to your most thoughtful 
consideration the results which have been 
obtained in this country by the estab- 
li.shinc of the tribunal known as Board 
of Adjustment No. 1 in connection with 
the Canadian Railway War Board. It 
was constituted on Aug. 7, 1918, under 
an agreement made between the Cana- 
dian Railway War Board and the six 
leading railway brotherhoods. It consists 
of 12 members, 6 representing the rail- 
way companies and 6 the brotherhoods. 
The board has given decision in 52 cases, 
as well as 6 supplementary cases, or in 
all, 58 disputes, which have thus been 
settled without resort to strike. In ad- 

dition aljout a dozen potential disputes 
have been adjusted through the board's 
good offices without the necessity of a 
formal hearing. Disputes have also been 
adjusted for organizations which were 
not parties to the agreement. It is open 
to any class of railway or transporta- 
tion employes to present a case to the 
board, provided they agree to be bound 
by its decision. Is there not in this 
record, food for the most careful reflec- 
tion and consideration as to the future 
determinatfon of disputes between or- 
ganization of railway employes and those 
responsible for the administration of the 
railways? In other countries there have 
recently been legislative proposals for 
the prohibition of strikes. It would not 
be my purpose to have the question ap- 
proached in that way. The members of 
the railway organizations are citizens 
of this country, interested like others in 
its development, its progress and its 
orderly government. Any movement to 
make permanent, and still more efficient, 
the methods which have had such good 
results during the past 18 months, might 
well originate with them. This obliga- 
tion is imposed, and this responsibility 
is created, not only by the power and 
influence of the organizations in ques- 
tion, but by the duty which their mem- 
bers owe to the state as good citizens. 
On our part we must not be unmindful 
of corresponding obligations. The prob- 
lem of administering about 22,000 miles 
of railways in this country is one of ex- 
ceptional moment and difficulty. Upon 
its successful solution probably depends 
the success of state ownership, not only 
in Canada, but upon the whole North 
.•American continent. Wc must give earn- 
est attention to some means by which 
the employes shall have just representa- 
tion in the executive administration of 
this great system. I have given to this 
question some study in the consideration 
of the problem as a whole and you may 
be assured that such a proposal will 
command my entire sympathy. 

"1 am grateful for the opportunity of 
addressing you, and I pray that the new 
year, which will shortly dawn, may bring 
to you and to all our people, every hap- 
piness and prosperity." 

The Paris, Lyons and Mediterranean 

Ry. of France, as a result of successful 
experiments with a new process of using 
oil for locomotive fuel, is reported to be 
transforming 200 of its locomotives to 
oil burners. 

Railway Equipment Needed — Howard 
Elliott, President, Northern Pacific Rd., 
is reported to have stated before the As- 
sociation of Life Insurance Presidents, 
at New York, recently, that United 
States railways need an equipment of 
?:i,000,000,000 and that if provision is 
not made for developing railways con- 
tinuously, the cost of living, instead of 
being reduced, will go higher. 

Railway Lands Patented — Letters 
patent were issued during October for 
Dominion railway lands in Manitoba, 
Saskatchewan, Alberta and British Co- 
lumbia, as follows, — 


Alberta and Great Waterways Ky 187.06 

Canadian Northern Ry 795.4S 

Canadian PaciOc Ry 1.31 

Edmonton, Dunvcean and British Colom- 
bia Ry 6.95 

Qa'Appelle, Long Lake and Saskatchewan 
Rd. and Steamboat Co 6.68 

Total 946.48 

Orders by Board of Railway Commissioners for Canada. 

January, 1920. 


■i.n lUUw.r 
rarh Imux 
.nl ..r Rult. 

■■. whi. h>\r 
I. ,,.r,,m.i..„. t.*.,r.l ..f Iho 
Nn oth«*r paper has tjctnr 

N..> ?.- I, .!.,,„.,,.,». on 

Nov. IS. Orrirrinir r.nind Tnink P«- 
inch I. inn Co. to appoint aUillon airvnt 
H ■,> SmK.. and U. hull.) .utiun by Junp HO. 


K. AuthnriiinK Qucl>»«-. Montrral 
* Southern Ry. to um- brldvp ovpr Salvail Rlvrr 
n»«r St. Julr. Our. 

2S.9SS. N.« 10. AppmtJnK liK-ation of Cana- 
dian Northern Paciflc Ry.. Kamloop^-Vrrnon- 
Kplowna-I.umby tiranrh. from mile U.23 to 32.96. 
rwl from Kamloopa Jet.. 11.0. 

2^.0X9 Nov. 11. AulhoriiinK O.T.R. lo oper- 
ate over two .punt, (enlnir Roirer Miller k Sonn. 

SS.Sl'O Nov 1.'. lierummendinv to Governor 
in rounril for luinrtion. airrremrnt b-tween Ed- 
monton, nunveiran and Britiith Columbia Ry.. and 
Alberta and Cn^at Watemayn Ry.. May 3, 1918. 
coverinir joint u**- of each companyV terminal 
pr(.p.-rty at Edmonton. Alia. 

28.991. Nov. 10. Aulhoritinir C.P.R. lo build 
two Kpup" for Eu7ene Patennude. Loranner To. 

25.992. Nov. 10.— AppiDvinK location of Cana- 
dian Northern Pnciflc Ry. Kamloops-Vernon-Ke- 
lowna-I.umby Prnnch. frrjm mile to 14.28, 
I.umby Jet. to l.umby. H.C. 

:;S.U9.1. Nov. 10.- RrlirvinK Toronto. HamUton 
it Ituffnlo Ry. fn.m mainUininu station aitent kt 
Minoml Sprinen. Onl. 

J-,'.''M Nov. 10. AppnivioK location of Can- 
tt'iian Northern Pacific Ry. Kamloop!i-Vemon- 
Krlnuna-I.umby Branch from mile to 38.26 
aouth. and mile to 1.29 north. Vernon to Ke- 
lowna. B.C. 

28.995. Nov. 10.- AuthoriiinK Sai<katchewan 
Government to build croflsinir at Houth end of 
Canadian National Ry>. nution srounda at Osier. 

28.996. Nov. 12. Approving C.P.R. clearance* 
of eitrnnion to Farmcn.' Exchanire Buildini;, Sal- 
mon Arm. B.C. 

28.'.>9T. Nov. IJ.- Approving location and de- 
Uilii of Michinan Cpntral Rd. trleitraph station 
at E<l«ard. Onl. 

2«.9:ix Nov. 12. Authoriiinir Canadian Na- 
tional Ryu. to build nidini; acrom public road be- 
tween lou 224 and 22R. Conn. 10 and 1.1. Chi- 
coutimi and Jomiuierc Tp.i., Que. 

28.999. Nov. 12.— Authoriiinif C.P.R. to buibl 
■pur for H. L. Martin Lumber Co., Saakatoon. 

29.000. Nov. 8.- ReacindinK order 27.2.'.4, May 
26, 1918, re Quebec, Montreal A Southern Ky. 
train «ervice, between Montreal and Sorel, and 
between St. Lambert and Fortierville. Que. 

29.001. Nov. 12.— DiKmiimini; complaint of 
Black A Son. Belleville. Ont.. aiiainst limiUtion 
of hourH of collection of frevh fish nhipmentl) by 
expreaji companies to period between 8 a.m. and 
R p.m. each day. 

29.002. Nov. 11. Extendinit to June SO, 1920. 
time within which Kettle Valley Ry, ahall erect 
fencen from mile .-.e.S to Oaprey Lake, mile 38, 
vatm to be put in where requirwl. 

29.003 to 29.006. Nov. 11.— AuthorizinK C.P.R. 
to build bridve* over Knevhill Creek at 4 pointa 
on its Acme to Emprenft extension. Ijinirilon North 

29.007. Nov. 12.- AuthorizinK C.P.R. to build 
■ptln for Southern Saakatchewan Co-operative 
Stork Yarda. Ltd.. Moo«e Jaw, Sai.k. 

29.008. Nov. 12.— AuthoriiinK Canadian Na- 
tional Ryu. to build paaninK aidinv acroaa public 
road on Ia<U 18 and 10. Con. II. Murray Tp., 

29.009. Nov. n.— DUmiuinK. after hearinK at 
Toronto. Oct. 31, matter of Canadian Car De- 
murraKe Rutm, an n(Tecte«1 by striken. 

29.010. Nov. l:t Approvins C.P.R. clearance, 
of aah conveyor, nnh tank, and accennfirlea to be 
ereelml at Place ViKer Hotel. Montreal. 

29.011. Nov. 10. Approvinir location of Cana- 
ilian Northern Pacific Ry. Kamloopa-Vemon-Ke- 
lowna-I,umhy Branch, mile 66 to 82.22 east from 
Kamloops Jet.. B.C. 

29.012. Nov. 10.- Aathorillni Windsor. Eiu.#x 
and Ijikc Shore Rapid Ry. to build sidinK for 
McDonald Tobacco Co.. KinKSvllle, Ont. 

29.01.1. Nov. 12.- Approving detail plans of 
rlam liullt by Canadian Northern Quebee Ry. 
across North River for Canadian Consolidated 
Rubber Co., St. Jerome. Que. 

29.014. Nov. IS. AuthoriiinK Ontario Govem- 

ni.i.t 1,. I. till. I er.-- : ■ St.- 

Marie Branch at th. .Su,|. 

I.ury trunk wni' 

2il,0ir., Nov 13. \i ; ...llonal 

Rys. liK-allon Ihrouith 1 1- 1 „i..l ... llnnKca 11 
and 12, west principal meridian. Man., mile 6«.4« 
to 6W.71. 

2B.016. Nov. 13.— AuthoriiinK O.T.R. to build 
spur for Christie Henderson Co.. near Haipalcr. 

29.017. Nov. 13— AuthoriiinK City of Mont- 
real to make Kradv croaalnK ov«r Canadian Na- 
tional Rys. at Haiv St. 

20.018. Nov. 14.- ApprovinK asrwmrnt. Oct 
28. between Bell Telephone Co. and Huron. Tp.. 

20.019. Nt.v n. ApprovinK location of Eaqui- 
mall * Nanalmo Ry. Great Central Lake Branch 
from its Alherni Branch, in District I»t 42. at 
mile to District IxH 204, near Swamp River 
and Great Central Lake at mile 10, and a por- 
tion of its Lake Branch fn.m the Great 
Central Lake Branch in I»t 81, to Ixit 98, about 
I ''J miles. 

29.020. Nov. 17. AuthoriiinK Canadian Na- 
tional Rys. to divert road in s.w. 14 and s.c. 'i. 
See. 15. Tp. ."i.S, Range 24, west 8rd meridian, 

29.021. Nov. 17.— AuthoriiinK G.T.R. to build 
spur for R. H. Ashton, Williamsburx Tp.. Ont 

29.022. Nov. 17. Relieving Michigan Central 
Rd. from mainUining day and night watchmen 
and providing further protection at crossing near 
Ruscomb station, Ont. 

29.023. Nov. 1.'..— Aulhoriiing Canailian North- 
ern Western Ry. for four months fn.m date, lo 
carry freight over its Hanna-Medicine Hal Branch 
from Bonar. mile 2r.6.» from Sa-skatoon to mile 47. 

29.024. Nov. 15.— Authorizing G.T.R. to insUll 
two automatic bells at Government Road crossing. 
Beachviile. Ont 

29.025. Nov. 15.— Dismissing complaint of resi- 
denu of Wilberforce. Ont.. re Irondale. Bancroft 
and Ottawa Ry. (C.N.R.) train service. 

29.026. Nov. 15.- Authoriiing Canadian Na- 
tional Rys. to build its Amaranth Extension across 
highways between miles 59.49 and 69.73. Man. 

29.027. Nov. I.';.— Authorizing G.T.R. to build 
siding for Consumers Metal Co., Lachine. Que. 

29.028. Nov. 17.— Authoriiing Canadian Na- 
tional R>-s. to divert road in the n.w. V4 Sec. .35. 
and n.e. '1 Sec. 34. Tp. 54, Range 24 west 3rd 
meridian. Sask. 

29.029. Nov. 11.— Relieving C.P.R. from pro- 
viding further protection at Notre Dame St. cross- 
ing, at north end of station at Roxton Falls, 

29,0,30. Nov. 1.'..- Dismissing application of 
l'nit«l Brotherhood of Carpenters and Joiners of 
Amirica, Local 730, for order directing Canadian 
National Rys. to run passenger train bjtween 
Quebec and Lorclteville Parish, Que. 

29.031. Nov. 15. Dismissing application of Z. 
Marien. Cabane Ronde. Que., for order direct- 
ing C.P.R. to deepen drain on Lot 321 and be- 
tween LoU 322 and 323. also C.P.R. culvert 870. 

29.032. Nov. 17. Authorizing OnUrio Govern- 
ment to build highway crossing over C.P.R. Sault 
Ste. Marie Branch at Sudbury Trunk Road, be- 
tween Algoma and Spragge stations, mileage 
44.2 from Webhwood, Ont 

29.033. Nov. 18.- Relieving C.P.R. from pro- 
viding further protection at highway crossinx at 
Sintaluta, Sask. 

29.034. Nov. 18. Rescinding orden< 27,741. 27,- 
864, and 28,339. respecting Quebee. Montreal and 
Southern Ry. train service. 

29.035. Nov. 18. Ordering G.T. Pacific Ry. to 
appoint station agent at Peers, AlU. 

29.036. Nov. 18. Extending to Dec. 15 time 
within which Canadian National Rys. shall build 
third class station and extension to passing track 
at Elie, Man. 

29.037. Nov. 18.- Relieving C.P.R. from pro- 
viding further protection at highway crossing 
near Lang station. Sask. 

29.038. Nov. 18.- Authorizing G.T.R. to oper- 
ate over Toronto Harbor Commissioners* siding 
to Nukol Fuel Co.'s premises. Toronto. 

29.039. Nov. 18. -Relieving G.T.R. from pro- 
viding further protection at crossing at New 
Hamburg. Ont. 

29.040. Nov. 18. Authorizing Canadian North- 
ern Western Ry. Co. to divert north and south 
road between Sees. 23 and 24. Tp. 17. Range 9, 
west 4th meridian, AlU. 

29.041. Nov. 1 8. -Authorising Toronto. Ham- 
ilton tt Buffalo Ry. to buid spur for Dominion 
Lumber A Coal C«>.. Hamilton, Ont. 

29.042. Nov. 18. Approvini plans and apeci- 
firntions of Cheeseman and branch drains to be 
built under G.T.R. in south half of Ixit 34. Con, 
9, Malahide Tp.. Ont. 

29.043. Nov. 17,- Authorising Niagara St 
Catharines * Toronto Ry. I C.N.R. I to build spur 
for Interlake Tissue Co., Merritton, Ont. 

29.044. Nov. 19. Approving route map of 
C.P.R. Ijinigan Northeasterly Branch from mile 
26 to 32. 

29.045. Nov. 19. Approving route map of 
Kettle Valley Ry.. from Penticton, B.C., (oath to 

International Ikiundary on east tid* of Oaoyooa 

29.046. Nov. 19.— Aulhoritlns C.P.R. to tailil 
extension to spur for Dominion Glaaa Co., il«4- 
rlilTe. AlU. 

29.047. Nov. 19 AuthoriiinK Micbittan Cen- 
tral Rd., to remove station airent at Ff#wltt Ont 

29.048. Nov. 19 (ir.l. r,r,^. I .n.,i,,.r. National 
Rys. to complete n'l' to sU- 

tion at Kamsark. S.. 

29.049. No^'. 19 ni pro- 
viding further prot. ,. .. ...-•ins at 

mile 2. Colonsay Si 

29.050. Nov. 17 H. to build 
farm croaainK for A 'hirysrillv, Ont. 

29.051. Nov. 19. :\^u,..,„.„.v t.T.R. to baild 
spur for Georvrtown Coaled Paper Mills. Eaques- 
IHK Tp., Ont. 

29.052. Nov. 20.- Orilering Pere MarquetU Rd. 
to insUII autonutic bell at highway crt>asinK near 
Middlemarch sUtion. Ont 

29.053. Nov. 19. OrderinK G.T.R. to erect 
shelter for passengers, and platform and shelter 
lo load and unlruid freight at the E. Clark section 
house, near Frome, Ont, and to stop trains on 
Hag at Paynes .Mills, and Bairds. Ont 

29.054. 29,055. Nov. 21. Authoriiing CanadUn 
National Rys. to build bridges orer Whiteftsh 
River at miles 18.9 and 21.6. North Lak* Sub- 
division, Ont. 

29,056. Nov. 20. Approving revised location 
r.f C.P.R. Rosetown Southeasterly Branch from 
mile 40 to mile 43.23. in Sec. 7. Tp. 24. Range 
15. west 3rd meridian. Sask. 

29,0.57. Nov. 21. — Approving Campbellford. 
Ijjke OnUrio A Western Ry. (C.P.R.), reriae<l 
location through Cobourg. Ont, from Division Si- 
lo OnUrio St., miles 119.69 to 120.18. 

29.058. Nov. 21.— Authorizing Canadian Na- 
tional Rys. to build bridge over Whiteftsh River 
at mile 20.8, North I^ke Subdivison. Ont. 

29.059. Nov. 20.— Relieving Hamilton Radial 
Electric Ry. from providing further protection 
at crossing at Birmingham Ave.. Hamilton. Ont. 

29.060. Nov. 22.— Approving C.P.R plan show- 
ing change of junction numbers and dwarf siK- 
nals pipe connected. 

29.061. Nov. 22. Extending to Feb. 22, 1920, 
time within which C.P.R. shall complete spur 
for Gunns Ltd., Toronto. 

29.062. Nov. 22.— Authoriiing G.T.R. to oper- 
ate over Toronto Harbor Commissionera* siding 
on Villiers St., Toronto. 

29.063. Nov. 26.— Authorizing Toronto, Hamil- 
ton A Buffalo Ry. to build spur for Canadian 
Westinghouse Co.. Hamilton. Ont 

29.064. Nov. 25.- Authorizing C.P.R. to build 
spur for Federal Coals, Ltd., I.,ethbridge. AlU. 

29.065. Nov. 25.— Authoriiing G.T.R. to oper- 
ate over Burlington Steel Co.*8 sidings, Hamilton. 
Ont, on underuking to keep men off tops of 

29,066. — Approving location of Canadian North- 
ern Pacific Ry. Kamloopa-Vemon-Kelowna- 
Lumby Branch, mile 82.96 to 56, east from Kam- 
liKips Jet 

29.067. Nov. 25.— Authoriiing C.P.R. to build 
spur for Imperial Oil Ltd.. Moose Jaw. Sask. 

29.068. Nov. 21. — Approving agreement Nov. 
3. between Bell Telephone Co.. and Mount Forest 
Wellington & Grey Telephone Co., Wellington and 
Groy C.ounties, Ont 

29.069. Nov. 26.— Authorizing G.T.R. to build 
spur for The Wm. Kcnneily A Sons, Ltd.. Owen 
Sound. Ont. 

29.070. Nov. 26.— Authorizing G.T.R. to build 
spur for Toronto Harbor Commissioners, con- 
necting with Dominion Shipbuilding Co.'s spur. 

29.071. Nov. 26. — Authoriiing Canadian Na- 
tional Rys. to divert road between Sees. 7 and 
18. Tp. 25. Range 20. west 3r.l meridian. Sask. 

29.072. Nov. 26— Extending to F'eb. 26, 19J0, 
time within which C.P.R. shall build spurs for 
Merritt Collieries Ltd. mile 41.2 from Spences 
Bridge, B,C. 

29.073. Nov. 26.- Authorizing G.T.R. to remove 
station agent at Keppel. Sask.. careuker to be 
appointed to see that sUtion is kept clean, heatr^l 
and lighted for passengers to care for l.c.l. freight 
and express shipments. 

29.074. Nov. 27.— Onlering Grand Trunk Pa- 
cific Ry. to build farm crossina for J. Downie. 
Viking, AlU. 

29 075. Nov. 27.— EiUnding to Dec. SI. 1919. 
time within which Niagara. St Catharines A 
Toronto Ry. iC.N.R.i shall insUll interlocking 
plant where it crosses G.T.R. on Elm St. Port 
Colborne. Ont. 

29.076. Nov. 26.- Authorizing C.P.R. to build 
spur for Canadian Avery Co., Winnipeg. 

29.077. Nov. 27.— Onlering C.P.R. to build 
sundard portable sUtion at S<iuilax. B.C., by 
June 1.5. 1920. 

29.078. Nov. 27.— Recommending to Governor 
in council for sanction, agreement July 1. 1919, 
with C.P.R. re G.T.R. trains over C.P.R. at 
North Bay. Ont 

29.079. Nov.27.--Relieving Canadian National 
Rys. from providing further protection at high- 
way crossing near North Battleford. Sask. 

January, 1920. 


-Ordering Grand Trunk Pa- 
erect stock yard at Heath. 

29.080. Nov. 27.— Believing C.P.R. from pro- 
viding further protection at highway crodsine at 
mile 13, Belleville Subdivison. Ont. 

29.081. Nov. 27.— Relieving Lake Erie & North- 
em Ry. from providing further protection at 
crossing between Cons. 2 and 3, Townscnd Tp., 

29.082. No 
cific Ry. forthwith to 

29.083. Nov. 21.— Authorizing Toronto. Ham- 
ilton & Buffalo Ry.. and G.T.R. to discontinue 
operating over Berlin Machine Works spur. Ham- 
ilton, Ont. 

29.084. Nov. 28.— Approving Kettle Valley Ry. 
location miles 1.62 to 3.99 from Penticton wharf, 

29.085. Nov. 28.— Amending order 28,958. Nov. 
4. re C.P.R. siding for J. H. Gignac, Ltd.. Que- 
bec. Que. 

29.086. Dec. 1. — Approving location and plans 
of C.P.R. station at Corinne. Sask. 

29.087. Nov. 28.— Ordering C.P.R. to make 
highway crossing between Lots 18 and 17, Range 
8. of Eardley Tp., Que., cost to be paid by the 

29.088. Nov. 28. -Ordering C.P.R. to make 
highway crossing between Lots 10 and 11, Range 
6, Eardley Tp., Que., cost to be paid by the town- 

29.089 to 29.092.— Approving revised location 
of Canadian Northern Pacific Ry. Kamloops-Ver- 
non-Kelowna-Lumby Branch, mile 37.22 to 39.64 ; 
10.4 to 11.5 from Lumby Jet.; s.w. '<. Sec. 28 to 
lot 474, Group I.C.G. Tp. 18. Range 14. near 
mileage 28.4 from Kamloops Jet., and mile 41.60 
to 43.58. east from Kamloops Jet.. B.C. 

29.093. Dec. 1. -Authorizing Canadian North- 
ern Ontario Ry. to build spur for Ontario Good 
Roads Commission at mile 244.7. Rideau Sub- 


29.094. Dec. 2. — Approving agreement, 
17, between Bell Telephone Co. and Rumney 
Settlement Telephone Co.. Victoria County. Ont. 

29.095. Dec. 1.— Ordering G.T.R. to build sul)- 
way for vehicular and pedestrian traffic under 
iU tracks at St. Pauls Ave.. Brantford. Ont. 

29.096. Dec. 2.— Authorizing C.P.R. to build 
spur for City of Sherbrooke. Que. 

29.097. Pec. 3.- Approving Canadian North- 
ern Ontario Ry. at mile 21.7, Nipigon Subdivision. 

29.098. Dec. 3.— Amending order 29.060, Nov. 
22, re C.P.R. plan of change in function num- 
bers and dwarf signals pipe connected. 

29.099. Dec. 3. Authorizing Canadian North- 
em Ontario Ry. to rebuild bridge over Black- 
water River at mile 21.7. from Jellicoe, Ont. 

29.100. Dec. 5.— Authorizing G.T.R. to build 
temporary track on public road allowance between 
Cons. 1 and 2. Brantford Tp.. Ont. 

29.101. Nov. 22. — Ordering Vancouver, Vic- 
toria & Eastern Ry. and Navigation Co. (G.N.R.) 
to fill in planks between its tracks on Front St, 
Vancouver, from Columbia St, to point opposite 
Cou-zhlan property, as now filled in by the city. 

29.102. Dec. 5. -Dismissing complaint of Great 
West Coal Co.. Brandon. Man., against Grand 
Trunk Pacific Ry. freicht charges on coal from 
Drumheller to R.Tymore. Sask., and afterwards di- 
verted to Punnichy, Sask. 

29.103. Dec. 8.— Rescinding order 28,872, Oct. 
7, re C.P.R. spur for E. J. Bawlf & Co., Win- 

29.104. Dec. 3.— Ordering Canadian National 
Rys. to maintain crossing on road allowance be- 
tween Sec. 18 and 19. Tp. 2, Range 7, east prin- 
cipal meridian, and to make diversion on north 
and south road through southeast portion of Sec. 
19. connecting it with east and west road. 

29.105. Dec. 5. — Approving revised location of 
C.P.R. Russell Northerly Branch from Sec. 10. 
Tp. 21. Range 28. at mile to Sec. 36, Tp. 22. 
Range 28. west principal meridian at mileage. 
12.34. // 

29.106. Dec. 3.— Authorizing C.P.R. and P6rf 
Marquette Rd. to operate over crossing at Walker- 
villc Jet., Ont. and the interlocking plant, aa 

29.107. Dec. 5.— Authorizing C.P.R. to build 
iti Langdon North Branch. Acme to Empress, at 
grade, across 19 highways between mileage 39.03 
and 52.79, Sask. 

29.108. Dec. 6.— Authorizing Canadian National 
Rys. to cross 23 highways with its Oakland Ex- 
tension. Man. 

29.109. Dec. 6.— Authorizing Canadian North- 
ern Ontario Ry. to divert side road between Lots 
20 and 21, Con. 7. Chisholm Tp.. Ont. 

29.110. Dec. 12.— Rescinding order 24.673, Jan. 
22, 1916, de cancellation by railways of all re- 
turn transportation of live stock shipped west of 
Port Arthur, effective Feb. 1, 1916. 

29.111. Dec. 9. — Dismissing application of 
City of Port Alberni. B.C.. for order directing 
Esquimalt & Nanaimo Ry. to remove obstruction 
and to restore public highway known as Shore 
Road along the water front. 

29.112. Dec. 5.— Authorizing Grand Trunk Pa- 
cific Ry. to divert highway in Sec. 24, Tp. 12, 
Daly Municipality, Man. 

29.113. Dec. 5.— Ordering that cost of main- 
taining west approach to Provencher Ave. traffic 
bridge, Winnipeg, be paid by Canadian National 

29.114. Dec. 9.— Authorizing Grand Trunk Pa- 
cific Saskatchewan Ry. to operate over crossing 

of C.P.R. Weybum-Lethbridge and Soo Branches, 
at Weyburn. Sask.. pending Installation of inter- 
locking plant 

29.115. Dec. 9.— Authorizing Canadian Na- 
tional Rys. to rebuild bridge over West River, 
Lachute, Que. 

29.116. Dec. 6.— Authorizing C.P.R. to divert 
road allowance on east boundary of n.w. V^ Sec. 
2, Tp. 28, Range 22, west 2nd meridian, Sask. 

29.117. Dec. 9.— Ordering C.P.R. to appoint 
station agent at Sylvan Lake, Alta., by July 1, 

29.118. Dec. 9.- Approving Grand Trunk Pa- 
cific Ry. clearances at coal tipple works over 
North American Collieries' spur, at Evansburgh, 

29.119. Dec. 9.- Relieving Canadian National 
Rys. and Grand Trunk Pacific Ry. from maintain- 
ing a signal man on Sundays at crossing at Cam- 
rose. Alta. 

29.120. 29,121. Dec. 9.— Ordering C.P.R. to ap- 
point station agents at Benalto and Kootuk. Alta., 
by July 1. 1920. 

29.122. Dec. 10. — Dismissing complaint of 
Board of Grain Commissioners for Canada against 
alleged unsatsfaclory conditions at Canadian Na- 
tional Rys. crossing over Powder Road, 
from Fort William and Port Arthur highway to 
terminal elevators at Port Arthur. Ont. 

29.123. Dec. 9. Dismissing complaint of Lake 
Lumber Co.. J. C. Wilson Lumber Co.. and mer- 
chantji of Qualicum Beach. B.C.. against Esqui- 
mau & Nanaimo Ry.'s freight train service. 

29.124. Dec. 6. Approving Toronto Suburban 
Ry. bylaw. Nov. 20. authorizing W. J. Radford 
and Frank Butcher, to issuj tariffs of passenger 
and freight tolls, respectively. 

29.125. Dec. 9.— Authorizing C.P.R. to build 
spur for Iroquois Sand & Gravel So., Scarboro 
Tp., Ont 

29.126. Dec. 9.— Authorizing Rutland RJ., and 
Rutland and Noyan Ry. to alter interlocking plant 
at crossing of G.T.R. at Noyan Jet., Que. 

29.127. Dec. 10. -Ordering Canadian National 
Rys to install winwaps and improved automatic 
bell at crossing of Amelia St.. Fort William. Ont 

29.128. Pec. 10. —Dismissing application of 
Westlock, Alta.. Board of Trade, for order direct- 
ing Edmonton. Eunvegan & British Columbia Ry. 
to make highway crossing over its track at West- 

29.129. Dec. 10. -Dismissing application of City 
of Saskatoon. Sask.. for authority to make high- 
way crossing over C.P.K. at Avenu3 J. 

29,130, 29.131. Dec. 10. Ordering Canadian 
National Rys. to install wigwags and improved 
automatic bells at Brock St. and Frances St 
crossings. Fort William. Ont 

29.132. Dec. U.- Relieving C.P.R. from com- 
plying with re<iuirmcents of order 16.900. June 
27, 1919, which approved C.P.R. Uriff of class 
freight rates between stations west of North May 
to Mackenzie and Sault Ste. Marie, Ont, and 
stations in Canada east of North Bay on the 
C.P.R. and connecting railways. 

29.133. Dec. 10.— Authorizing C.P.R. to build 
spur for J. J. Gartshore, in Lot 38, Block A, 
Plan 2035, York Tp., Ont 

29.134. Dec. 9. — Ordering that demurrage 
charged by railways in connection with delays 
to cars at Winnipeg, due to the general strike 
there, from May 15 to July 1, inclusive, be $1 
a car a day. 

29.135. Dec. 10.— Relieving C.P.R. from pro- 
viding further protection at crossing at mile 89.4, 
Shogomac Subdivision, N.B. 

29.136. Dec. 9. Authorizing Canadian Northern 
Western Ry. to divert highway crossing between 
Sees. 19 and 30, Tp. 67, Range 21, west 4th mer- 
idian. Alta. 

29.137. Dec. 10.— Dismissing Grand Trunk Pa- 
cific Ry.'s application for extension of time within 
which to complete stAtion at Prince George, B.C., 
as directed by order 28.680, Aug. 20. 

29.138. Dec. 9.— Authorizing C.P.R. to close 
station at Phoenix, B.C., and to discontinue train 
ser\'ice on condition that station be reopened and 
train service continued at any time on board's re- 
quest, should conditions warrant. 

29.139. Dec. 11.- Authorizing C.P.R. to divert 
road allowance on north boundary of n.e. '/i Sec. 
32, Tp. 38. Range 5. at mile 100.2, Outlook Sub- 
division. Sask. 

29.140. Dec. 11. -Appr 

'ing changes in C.P.R. 
interlocking plant at Drumbo. Ont 

■ing changes in C.P.R. 

iing of G.T.R., Wood- 

29.141. Dec. 12.- Appr 
interlocking plant at crt 
stock. Ont. 

29.142. Dec. 11. — Authorizing Canadian North- 
ern Ontario Ry. to extend siding across the high- 
way between Cons. 2 and 3, Malvern, Ont. 

29.143. Dec. 12.— Authorizing G.T.R. to build 
spur for Paris Sand and Gravel Co., South Dum- 
fries Tp., Ont. 

29.144. Dec. 11.— Relieving G.T.R. from pro- 
viding further protection at first crossing .west of 
Lacolle station. Que, 

Grain in Store at Terminal Elevators, Interior Terminal Elevators and 
Public Elevators in the East. 

Week ended Dec. 5, 1919. 
Fort William— 


Empire Elevator Co 

Consolidated Elevator Co 

Ogilvie Flour Mills Co 

Western Terminal Elevator Co 

G. T. Pacific 

Grain G'jwcrs' Grain Co 

Fort William Elevator Co 

Northwestern Elevator Co 

Port Arthur- 
Port Arthur Elevator Co 

Sask. Co-op. Elevator Co 

Canadian Government Elevator 

Thunder Bay 

Davidson and Smith 


Vancouver Can. Gov't. Elevator 

Total public terminal elevators... 

Saskatoon Can. Gov't. Elevator 

Moose Jaw Can. Gov't. Elevator 

Calgary Can. Gov't. Elevator 

Total Interior Terminal Elevators.. 

Depot Harbor 


Abenleen Elevator Co 

Midland Elevator Co 

Tiffin, G.T.P 

Port McNicoIl 


Elevator and Transit Co 

Port Colborne — ' 

Maple Leaf Milling Co., Ltd 

Montreal — 

Harbor Commissioners No. 1 and 2.. 

Montreal Warehousing Co 

Ogilvie Flour Mills Co 

Quebec Harbor Commissioners 

West St John, N.B., C.P.R 

St John. N.B., Can. Nat Rys 

Halifax, N.S 









163,491 14,077 

66,743 40,779 


15,141 24,355 

37,503 13,071 


16,587 8,900 

257,965 43 









4,910,409 1,759,868 1,056,881 197,864 















432,793 1,538 

198,970 6,066 

327,691 17,382 

969,454 24,976 





ToUl Public Elevators 18,736,045 2,676,684 480,668 

Total Quantity In Store 


20,983,366 .~>, 394, 896 1,662,410 203,672 

41,206 951,669 

11,706 923,627 

4,409 267,316 

7,682 724,866 


29,653 442,960 

240,243 8,166,255 



1,270 556.948 

5,629 1,887,227 

10,670 3,837,720 


62,857 928,428 

164,492 1,150,665 





1,297 4,967.481 







228,646 17,120,828 

479,459 28.623,803 



January, 1920. 

Aerial Transportation Notes. 

\ .^ i.iv. r.i.ur. foriiH-rl) MoniiKcr nf 
thi' Piimii' ('aliU' Kiinrii, in ri-i>ort«"<l to 
hnvr Iwiii iippoinlrd AcrinI Trnrtlc Mnn- 
■ Ifrr for thi- Aircraft Tmnnport and 
Tmvrl Co. of Gri-at llritain. 

The Aero Club of Krnnce in the afroncy 
thriiiitjh which nn offer is reported to 
huvo been iiiiide of a prire of $100,000 
for the desi>rn of nn ain-rnft that will 
rise and land vertically, and have a speed 
of l.'M Miiles nn hour. 

The hjistem Canada Air IJncs have 
applied to the St. .lohn, N.H., conimis- 
itioner.H for aid in securing suitable 
(rrounds in the city for an aerodrome 
there. The company proposes to operate 
aircraft from St. John, to other points 
m the Maritime F'rovincos, the Magdalen 
Islands, Quel>e<- and Ontario, and the 
Knstern States. 

A London, Engr., cable states that a 
weekly airship service between En>:lan(i 
and North America is contemplated by a 
combination of aviation firms, which are 
credited with the intention of acquirinR 
the R-.'!4 and her sister ship the R-.39 
It is reporte<l that these craft are being 
altere<i to meet requirements for freight 
and passenger carrying. 

A Western Ontario branch of the Can- 
adian Flying Club was formed in Lon- 
don, Ont., Dec. 6, with Major Hume 
Cronyn, M.I'. as President, and Ivan Hun- 
ter as Secretary. It is proposed to get 
an aerodrome established so that when 
commercial flying begins in the spring, 
London will bo able to provide accommo- 
dation and stop over privileges for pass- 
ing machines. 

The Royal Canadian Mounted Police 
will, it is reported, be the title of the 
former Royal North West Mounted 
Police after its amalgamation with the 
Dominion police. It is reported that the 
new force will use aircraft for patrolling 
the thinly populated areas of the north- 
west. The old time romance attaining 
to the R.N.W.M.P. will be revived by any 
extensive use of aeroplanes in its work. 

H. W. Brodic, General Passenger 
Agent, C.P.R., Vancouver, is reported to 
have said Dec. 15, that the hydroplane 
will displace the ferry transportation be- 
tween the mainland and Vancouver 
Island within the next few years and that 
the possibilities of aircraft developments 
will make transportation companies think 
twice before embarking in building or 
buying additional steamships for such 

Major A. G. Lincoln is reported to be 
travelling through the prairie provinces 
obtaining estimates for the Dominion 
Government for the inauguration of a 
trans-Canada air mail and express ser- 
vice. It is said that a station will be 
located between Calgary and Banff, Alta., 
as the taking off place for the flight 
across the Rocky Mountains. Captain 
J. F. Hobbs is reported to have been 
making similar investigations in British 

The Prince Kdward Island Transpor- 
tation Co. is a party to an application to 
the Halifax, N.S., City Council, for per- 
mission to build an aerodrome at Hali- 
fax. The company, which is to operate 
in conjunction with the De Vere Avia- 
tion School, proposes to establish air 
vinces, with branch lines to Montreal, 
routes throughout the Maritime Pro- 
vinces, with branch lines to Montreal, 
Boston and New York. 

Till' Aiiiul Trunspoit iuhi uim ( n. 
Ltd., has been mcorporated under the 
Dominion Companies Act, with $7.'>,000 
authorized capital, and ofllce at Winni- 
peg, to maintain and operate a service of 
air craft of all kinds for the carriage for 
hire of passengers, mail, express and 
freight between points within or with- 
out Canada. G. A. H. Dysart, A. K. Bell, 
H. N. Streight and R. Tidmus, Winnipeg, 
are the incorporators. 

Captain Ross Smith, an Australian 
who left London, Eng., Nov. 12, to make 
a (light to Au.stralia, within .'iO days, 
reached Port Darwin, the most northerly 
town on the island. Dee. 10, well within 
the time limit. He won the i'10,000 prize 
offered by the Australian Government, 
and a $10,000 prize offered by a London, 
Eng., newspaper. The route followed was 
via Cairo, Delhi, Rangoon, along the Ma- 
lay peninsula, and the Oceanic Islands, 
and the distance flown is estimated at 
11,500 miles. 

The possibilities of Moncton, N.B., as a 
center for air routes, and the location 
of an aerodrome and aviation school are 
under consideration. The mayor and 
members of the city council received a 
deputation Dec. 10, when the advantages 
of Moncton as a center for aviation were 
urged. The council appointed a commit- 
tee to act with the promoters in looking 
over sites and to report at a future meet- 

ing. It was stated that here would prob- 
ably Im- 10 machincH uHed on the line, 
with <l for traming pur[MjsoH. 

The Aerial Transport and Taxi Co. 
Limited, has tn-en incorporated under 
the Donunion Companies Act with an 
authorized capital of $7.'>,000 and office 
at Winnipeg, to operate aircraft services 
of all kinds for tne carriage for hire of 
)>assengers, mails, expri-ss and freight 
between points within or without Can- 
a<la, and with various other powem ne- 
ces.sary for the carrying out of the same. 
The provisional directors are: G. A. H. 
Dysart, A. L. Dysart, A. E. Bell, H. M. 
Streight and R. Tidmus, Winnipeg. 

Bishop-Barker Aeroplanes Ltd. has 
been incorporated under the Ontario 
Companies Act with authorized capital 
of $:!00,000 and office in Toronto, to 
manufacture and deal in all kinds of 
goods, ware and merchandise, and in par- 
ticular to make and deal in, and to oper- 
ate all kinds of aircraft; to organize 
and carry into effect aviation and flying 
meetings, exhibitions, completions and 
contests, etc.; to maintain lines of air- 
craft, to carry passengers, freight and 
goods by aircraft; to carry on schools 
for the teaching of flying, and to do 
various other things incidental thereto. 
A press report states that the transfer 
of the Bishop-Barker Co.'s interests has 
been completed, that Colonel W. G. Bar- 
ker, V.C., is the managing director of en- 
terprise, and that the Armour Heights 
aerodromes, Toronto, have been acquired 
as the headquarters of the business. 

Lotbiniere and Megantic Railway Bought by Domin- 
ion Government. 

The Dominion Parliament passed an 
act in 1918 authorizing the Governor in 
council to acquire, under the provisions 
of the statutes of 191.5, chap. 16, upon 
such terms as might be approved the 
Lotbiniere and Megantic Ry., together 
with such equipment and properties as 
might be deemed necessary for its oper- 
ation. The consideration to be paid for 
the line and for the "equipment and ap- 
purtenances" to be the value thereof as 
determined by the Exchequer Court. In 
explaining the bill, which provided also 
for the purchase of the Quebec and 
Saguenay Ry., and the line known for- 
merly as the Quebec, Montmorency and 
Charlevoix Ry., also from the Quebec 
Railway, Light, Heat & Power Co., the 
Minister of Railways gave the following 
information relating to the L. and M.R. 
The capital cost of the line was $349,- 
208.85; and the price at which it would 
be taken over, subject to the finding of 
the Court of Exchequer, was to be $330,- 
000. Parliament at the .«;ame session vot- 
ed $300,000 to acquire the railway. 

"(a) The line of railway commonly 
known as the Quebec Montmorency and 
Charlevoix Rv., extending from St. 
Paul Street in the City of Quebec, to St. 
Joachim, a distance of about 43 1-5 miles. 

"(b) The Quebec and Saguenay, ex- 
tending from its junction with the Que- 
bec, Montmorency and Charlevoix Ry. 
at St. Joachim, in the County of Mont- 
morency to Nairn Falls, in the County 
of Charlevoix, a distance of about 62 8-10 

"(c) The Lotbiniere and Megantic Ry., 
extending from Lyster, in the County of 
Megantic, to St. Jean des Chaillons in 
the County of Lotbiniere, a distance of 
about 30 miles. 

"That the authority given by the said 
act of 1916 was not exercised, owing to 
certain legal difficulties which arose in 
connection with the Quebec and Saguenay 
Ry., which line has since, however, been 
taken over by the government under au- 
thority of the appropriation acts passed 
during the first session of parliament 
this year. The Minister, on the advice 
of the Deputy Minister of Railways and 
Canals, recommends that, in pursuance 
of the above mentioned act, 1915, chap. 
16, authority now be given for the pur- 
chase of the Lotbiniere and Megantic Ry. 
at the price of $330,000, such price to 
include the whole of the company's un- 
dertaking, including all real estate, 
tracks, buildings, franchises, rolling stock 
and tools, and all other property what- 
soever of the company, free and clear 
of all encumbrances, and to be paid only 
after the amount has been appropriated 
by parliament for the purpose, and upon 
receipt of a deed of conveyance to be 
obtained through and satisfactory to the 
Justice Department, such conveyance to 
cover all the aforesaid property, free of 
all encumbrances and claims whatsoever; 
the extent of right of way including sta- 
tion grounds and terminals to be convey- 
ed, to be such as may be .satisfacton,- to 
the Railways and Canals Department, 
the said railway to be transferred to the 
Crown on Dec. 1, 1919, and, pending set- 
tlement, interest to be paid on the pur- 
chase price at the rate of .">'i- per annum 
from such date of final payment; the 
said railway to be operated as part of 
the Canadian Government Rys. System 
by the Canadian Northern Ry. board of 
directors. The Minister olvserves that 
the Lotbiniere and Megantic Ry. con- 
nects with the G.T.R. at Lyster Junction, 

January, 1920. 



with the Canadian Government Rys. at 
Villcroy, and with the Quebec, Montreal 
and Southern Ry. at Fortierville. 

"The committee concur in the fore- 
going recommendation and submit the 
same for approval." 

The Quebec Railway, Light, Heat & 
Power Co.'s directors ratified the sale at 
a meeting in Montreal, Dec. 10, 1919. 

The Lotbiniere & Megantic Ry., which 
was built under a Quebec charter, ex- 
tends from Lyster on the G.T.R. to St. 
Jean des Chaillons, 30 miles. The results 
of its operations for the year ended June 
30, 1918, were as follows: 
Earnings — 

PassenKer earninKS $ 6.167.78 

Freight and switching 35.324.22 

Oth.r earnings 1.1.00 $41,507.00 

Expenses — 

Maintenance of Ways and 
Structures $11,821.11 

Maintenance of equipment.. 4.279.26 

Traffic (Expenses 411.00 

Transportation 13,817.79 

General expenses 6,675.40 (35,907.56 

Net operating eaminRS $ 6,699.44 


Taxes t 900.00 

$ 4,699.44 
Corporate Income — 

Rentals .'. $ 2,106.96 

Net income $ 2,592.48 

The railway carried during the year 
under June 30, 1918, 11,370 passengers, 
and 62,867 tons of freight. The company 
was reported to own 4 freight locomo- 
tives, 2 first and 2 second class passen- 
ger cars, 1 box, 24 flat and 1 other car 
in freight service, and one caboose. The 
company received subsidies from the Do- 
minion amounting to $96,000; and from 
Quebec, $126,994. In 1907, the Quebec 
Legi.slature incorporated the Quebec 

Eastern Ry. to build a railway from 
Sherbrooke to the site of the Quebec 
Bridge, with power to arrange for the 
operation of the line into Quebec; a 
branch line to Lyster, with power to ac- 
quire the Lotbiniere & Megantic Ry.; a 
branch to Lime Ridge, and unnamed 
branch lines. Extensions of time for the 
building of the lines were granted from 
time to time, but nothing was ever done. 
Several years ago the L. & M.R. was 
acquired by the Quebec Railway, Light, 
Heat and Power Co. 

The Exechequer Court held several 
sittings towards the end of 1916, at which 
evidence as to the cost of the railway 
and its property was given. 

The L. & M.R. has been operated for 
several years under the Quebec Railway, 
Light, Heat and Power Co.'s officials, G. 
W. Robins being the Superintendent at 
Lyster, Que. 

Conservation of Lumber in Farm, Street and Highway Crossings. 

The following committee report was 
presented at the Roadmaster and Main- 
tenance of Way Association's last annual 
meeting in Chicago: — 

It rests with the maintenance of way 
department men to advocate substitutes 
for lumber to a larger extent than the 
managements have yet seen fit to do, or 
we ourselves have recommended. For 
instance, only a few roads have adopted 
such excellent substitutes as asphalt, 
road oil, macadam, etc., for farm, street 
and highway crossings, and while con- 
crete is not a novelty on railways, as for 
years past its value and usefulness have 
been developing, this development has 
been much slower in the maintenance of 
way department than circumstances 
would appear to warrant, especially in 
the maintenance of way department cha:i 
circumstances would appear to warrant, 
especially in the lighter forms of con- 
struction where timber has been and is 
now used, such as fence, mile and 
whistling posts, town and county mark- 
ers, chaining stakes, gate posts, pipe line 
supports and signal and telegraph poles. 
However, it will be the purpose of this 
report to treat only of crossings. 

It was, of course, following the lines 
of least resistance that plank or timber 
was laid between and outside the rails 
to permit a vehicle to be driven across a 
railway track, and, for a more highly 
finished job, planks of specified thick- 
ness, length and width were made stand- 
ard supplies, and laid with care and pre- 
cision, fastened with 6, 8 or 10 in. spikes 
and the ends leveled. Because of wear 
and tear, derailments, heaving in winter, 
etc., they had to be renewed frequently. 
Without going into details as to the 
maintenance expense of wooden cross- 
ings, a report from one supervisor's di- 
vision shows that it required 53,678 ft. 
of lumber, 3,226 lb. of crossing spikes 
and a labor charge of $5,642.96 to main- 
tain the public and private crossings on 
his territory for one year, the cost of 
the plank alone being $1,717.70. It is not 
the purpose of this report to go into the 
details of the unit cost of maintaining 
single crossings, but as the subject as- 
signed to the committee' implies, to advo- 
cate the conservation of lumber by using 
well recognized substitutes. If on one 
division .'53,678 ft. of lumber can be con- 
served, assuming that it requires 512 ft. 
for one single track highway crossing or 
twice the amount for a double track 
crossing, and assuming that there are 

50 or more highway crossings on each of 
3,000 supervisors' divisions on the rail- 
ways of the country, the use of some 
other material than lumber would mean 
the conservation of 76,800,000 f.b.m., 
amounting to $2,457,600. And this docs 
not include farm crossings or streets 
sometimes planked solidly from one side 
to the other of six or more tracks. 

Since maintenance is an operating ex- 
pense, it has to be paid out of the income 
and as a crossing must be kept up con- 
tinually, the method of maintaining it 
should be simple so as to be grasped 
readily by the average workman. To be 
practical the work should be performed 
with the least possible equipment and 
this should be of such character as will 
always be on hand. To be economical, 
the expense must be within reason and 
not exceed that of other methods and 
materials that are used for work of like 
nature, producing like results. 

The committee recommends that, as 
far as possible, all rail joints be elimin- 
ated in road crossings; that good drain- 
age be installed; that all road crossings 
in high speed tracks be made of crushed 
stone of standard size, mixed either with 
good road oil, bituminous, macadam, 
asphalt or other good substitute for 
lumber. In parts of the country where 
there is considerable frost, and where 
tracks heave, the sealing of the crossings 
with these substitutes will keep out the 
moisture and frost, and eliminate the 
heaving of tracks to a considerable ex- 
tent; also, the heaving of crossing 
planks, which is a source of danger, will 
be eliminated. On slow speed tracks and 
where heavy trucking is done in yards, 
etc., track should be paved. 

Excellent results have been obtained 
in eliminating signal failures and also 
from the standpoint of safety from 
crossings constructed according to the 
following specifications: 

Formula 1 — Clean out all dirt and bal- 
last down to 2 in. below the bottom of 
the ties for the full width of the crossing 
and for a distance of 2 ft. outside of the 
outside rails. 

Replace all damaged rails and ties in 
the crossing, bond all joints, that cannot 
be eliminated, with 3 copper bonds per 
joint, put all track through the crossing 
in first class line and surface, thoroughly 
tamp them up and install good drainage. 

Paint rails with asphalt, applied hot 
with a brush or swab, covering thorough- 
ly the entire surface of the rail below 

the under side of the head, including the 
under side of the base. 

Pack around the rails for 8 in. on each 
side with a mixture of crushed stone up 
to Vi in. in size, and hot asphalt, tamp- 
ing this mixture thoroughly to ensure a 
complete bond with the rail at all points. 

Refill the crossing with good clean 
crushed stone (ballast size), up to the 
level of the under side of the head of the 
rail, rolling or tamping it thoroughly. 

Cover the entire crossing with fine 
stone up to the level of the top of rails, 
sprinkling freely with a good quality of 
road oil while fine stone is scattered. Roll 
or tamp this covering thoroughly and 
sprinkle the entire surface with road oil. 

Cost of formula 1, with road oil at 1918 prices: 
Double track- 
Ballast size stone, 6.46 cu. yd. at 80c $ 6.17 

V, in. size stone, 3.26 cu. yd. at 70c 2.28 

Oil to cover 352 sq. ft.. 100 ga. at 18c 
a gal 18.00 

Planking for a similar crossing would cost 
Single track— 

Uallast size stone. 2.53 cu. yd. at 80c t 2.02 

"A in. size stone, 1.33 cu. yd. at 70c 98 

Oil to cover 144 sq. ft., 60 gal. at 18c 
a gal 9.00 

Planking for a similar crossing would cost 

Formula 2 — Clean out all dirt and bal- 
last down to 2 in. below the bottom of 
the ties for the full width of the crossing 
and 2 ft. outside of the outside rails. 

Replace all damaged rails and ties in 
the crossing, bond all joints that cannot 
be eliminated with 3 copper bonds per 
joint, put all tracks through the cross- 
ing in first class line and surface, thor- 
oughly tamp them up and install good 

Paint rails with asphalt, applied hot 
with a brush or swab, covering thorough- 
ly the entire surface of the rail below 
the under side of the head, including the 
under side of base. 

Pack around the rails for 4 in. with a 
mixture of crushed stone of Vs in. size 
and hot asphalt, tamping it thoroughly 
to ensure a complete bond with the rail 
at all points. 

Refill the crossing with good clean 
crushed stone (ballast size) up to the 
level of the under side of the head of 
the rail, mixed with a good mixture of 
good bituminous macadam, rolling and 
tamping it thoroughly. 

Cover the entire crossing with fine 
stone of Vz in. size, to the top of the 



January, 1920. 

railii, IhorouKhly nuxc<l with ifood bit- 
uniinou.i material and rollrd or Umped 

t'Mt •( raraaU t vllk MlaatuMM al 1(11 «mi- 
Iract yrtcaa i 

Itallul alw •Ion*. •<* ru. ird. •! Mc I 6.17 

S In. ilM alan*. I.t« ni. yd. >l ;«•_ „ a.W 

Oil to vonr *U mi. ri.. at IM« I.M 


Planklfia for a alinilar rraaalns would tott Ut. 
fllnal.- trark 

lUllut star •ton<- :.M ru. rd. at HOr ..12.02 

S IB. alar iinn* 1 >S ru. yd. at TOr •! 

Oil to rovrr 144 m|. fL, at I.M 

Planklna for a almllar rniaaliw would coat 1211. 

Formula No. 3. — Clean out the ballast, 
dirt, etc.. for the full width of the road- 
way, down to 2 in. below the bottom of 
'he tie.s. 

Kliminato all joint*, or as many as pos- 
il>le, from the limits of the roadway. 

In BUtomatie sii^nal or electric track 

:rcuit territor>-, insulate the rail on all 

:<ides, except the head, by the application 

of asphalt or similar insulating; material. 

See that all ties throuirh the crossinR 
■re );oo<l and provided with tie plates 
under each rail. Tamp tracks thoroughly 
and nee that they are put in first class 
condition as respects ties, line and sur- 

Fill the spaces between the ties, and 
between the tracks, for the full width of 
the road between the outside ends of the 
out.>!ide tracks, and for the full width of 
the highway, with clean stone ballast 
thorouRhly settled together, thi.s stone of 
ballast size to come up to the under side 
of the head of the rail. 

Make a concrete mixture of clean small 

Ntone or irravel and vmulHtned a.iphalt an 
follows: Select a coml irrade of stone 
screeninirs containini; particles of stone 
up to ■<« in., but with the fine dust and 
loam screened out, or a clean fine (Travel 
cuntaininir a very small perrentaife of 
loam makes a good aKcrecate. Mix 2 
(rail, of good no. 1 mad oil with 1 (tall, 
of cold water, or larjcer ((uantities in pro- 
portion. L'se 2 (Tall, of the mixture to 1 
cu. ft. of aKKrcKate, and mix well until 
all particles are Well coated with this 
emulsified asphalt, the same as in mixin(; 
concrete. Spread the concrete thus made 
over the surface of the road and roll or 
tamp thorouchly to the level of the tops 
of the rails. Better results will be ob- 
tained in the way of a smooth surface 
if traffic can be kept off the new surface 
for about 24 hours after placing;. If this 
is not possible the surface should be 
watched and all ruts smoothed out until 
it has thoroughly hardened. 

Where the existing crossing is good 
except for the top surface, all that is 
necessary is to scrape off this top sur- 
face for about 2 in. below the top of the 
rail and proceed as above, beginning with 
the last preceeding paragroph. 

Coat for formula 3 at 1918 prina: 
Double track — 

Ballast aixe atone, 6.46 cu. yd. at BOc I 6.17 

H in. aize atone, i.26 cu. yd. at 70c 2.28 

Oil to cover S52 sq. ft.. 100 sal. at 22e 22.00 

PlankinR for a similar croaainff would coat $56. 
SIrkIc track — 

Rallaat aize atone, 2.53 cu. yd. at 80c $ 2.02 

>.j in. aize atone, 1.33 cu. yd. at 70c 93 

Oil to cover 144 sq. ft.. 50 Kal. at 22c 11.00 

PlankinR for a similar crossing would cost $28. 

Disallowance of New Brunswick Railway Legisla- 
tion Asked. 

The Xew Brunswick Legislature at its 
VJVJ session passed an act of seven sec- 
tions, relating to provincial railways, the 
last of which enacts that it sprovisions 
do not apply to any street railway. Sec. 
1 provides that notwithstanding anything 
contained in the charter of any provin- 
cial railway, or any amendment thereof, 
or chap. 91 of the Consolidated Statutes 
of I'JOIi, or of any other act affecting 
railways operating under provincial 
statutes, the tolls charged on such rail- 
way shall be subject to revision or alter- 
ation by the Lieutenant-Governor in 
council, or by the Board of Railway Com- 
missioners for Canada, and names penal- 
ties for failure to comply with the terms 
of the section. Sec. 2 provides that all 
tolls proposed to be charged by any rail- 
way operating under a provincial char- 
ter must be approved by the Licutenant- 
flovernor in council, and names penalties 
for failure to comply. 

The following four sections deal with 
another matter which is of special im- 
portance to the few companies in New 
Brunswick which are under provincial 
juris«liction. Section 3 provides that if 
it shall appear to the Minister of Public 
Works that a railway company operating 
under a provincial charter is not provid- 
ing proper, safe or adequate service for 
the public, he shall cause an investiga- 
tion to be made, and of this should show 
that the failure to provide such service 
as the Minister of Public Works may 
deem necessary arises "either from lack 
of proper maintenance facilities, lack of 
proper equipment in the matter of loco- 
motives, rollin(( stock, train and section 

crews, or defects in the bridges, culverts, 
or any portion of the road, the Lieuten- 
ant-Governor in council shall have power 
to order that provision be forthwith made 
as necessary. Sec. 4 provides that if the 
investigation shows that the failure to 
provide adequate sei^'iee is caused in 
whole or in part by the bridges, culverts, 
or any portion of the roadbed being in 
such a condition that freight or passen- 
ger traffic is not handled in as expedi- 
tious and safe manner as the same 
should reasonably be, then the Lieuten- 
ant-Governor in council shall have power 
to order the reconstruction or repair of 
any bridge or culvert or any portion of 
the roadbed which he may deem neces- 
.sary for the safe and expeditious trans- 
portation of freight and passengers. Sec. 
.'i provides for the giving notice to the 
company affected of the work required 
to be done, etc., and names penalties 
for noncompliance with the notice. Sec. 
6 provides for the enforcing of a daily 
service and penalties for failure to con- 
form to requirements. 

Sec. 7 is perhaps the most important 
in the act, as it provides that in the event 
of the failure of any railway company 
to carry out any order . . . under 
sees. I! or 4 . . . and notwithstand- 
ing that a fine may have been imposed 
and collected for such failure, the Min- 
ister of Public Works may have such 
work done under his supervision and the 
costs of the same paid out of the revenue 
of the defaulting company. The section 
provides that in case the company's rev- 
enues are not sufficient, the unpaid bal- 
ance shall be a lien on the company's 

property, and the line may bo seized and 
sold. The Minister of Public Works shall 
then discharge the lien, and the balance 
shall be distributed among those entitled 
thereto under the orders of a Judge of 
the N.B. .Supreme Court. The section 
also authorizes the Minister of Public 
Works to give a good and efficient con- 
veyance for any railway so sold. 

The C'araquet and CJulf Shore Ry. bond- 
holders have petitiimed the Dominion 
(Jovemment to disallow the act. The 
petition alleges that the act is "so dras- 
tic, unjust and confiscatory in its scope 
and character" as to destroy the selling 
value of the bonds of the railway, to 
render valueless the assets held by trus- 
tees in the bonds, to prevent the borrow- 
ing of money for betterments, and that 
the expressed object in passing the act, 
although general in its scope, was to 
compel the petitioning company to bring 
its railway up to a higher standard of 
efficiency and to force it to comply with 
the provisions of the act. It is further 
alleged that the real logical effect will 
be to take away all security of the bond- 
holders without compensation and "with 
such refined pretention as to shock the 
conscience of all honorable men, and to 
shake the confidence of foreign and do- 
mestic investors in Canadian securities." 
The petition was sigrned by Sir John 
Gibson, for Canadian bondholders and by 
C. E. Ritchie for United States bond- 
holders. Up to the time of writing no 
action has been taken by the Dominion 
Government in request to it. 

The Channel Tunnel 

A London, Eng., cable of Dec. 9, gives 
considerable information with regard to 
the present position of the project for 
the construction of a tunnel under the 
Straits of Dover, to connect England and 
France. Sir Edward Fell, Chairman of 
the Channel Tunnel Committee of the 
House of Commons, is reported to have 
said the British Government is support- 
ing the project. The railways interested 
are the South Eastern and London, Cha- 
tham and Dover Ry. in England and the 
Chemin de Fer du Nord in France. The 
total length of the tunnel, including ap- 
proaches will be about 30 miles, and it 
will consist of 2 tubes, with a drainage 
tube undemearth. Starting about three 
miles inland from Dover, it will follow 
the gray chalk bed of the channel, which 
does not run in a straight line across, 
and will emerge near Marquise, a village 
between Calais and Boulonge. It is stat- 
ed that work will be started simultane- 
ously in England and France, and that it 
is expected to be completed within five 
years after the start. Electricity will be 
used to operate the trains. The cost of 
the tunnel and its equipment is estimated 
at from $150,000,000 to |160.000,000. 

The C.P.U. Films Prince's Tour— The 
C.P.R. has taken a complete set of films 
of the Prince of Wales tour through Can- 
ada while passing over its line. A set 
of these was given to the Prince, for his 
own use. The films were shown by the 
C.P.R. at Albert Hall, London, Eng., Dec. 
I.'), when the Kihg and Queen, together 
with other members of the royal family, 
were present. Sir George McLaren 
Brown, European General Manager, C.P. 
R., presided over a subsequent exhibit, 
the proceeds of both being in aid of the 
London Hospitals. It is said that the films 
will be shown througrhout the country. 

January, 1920. 


The Railway Association of Canada's Organization. 

Canadian Railway and Marine World 
for December contained some particulars 
about the organization of the Railway 
Association of Canada, to succeed the 
Canadian Railway War Board. 

The Constitution is as follows: 

The name of this organization is The 
Railway Association of Canada. 

The purposes of the association are, 
consideration and recommendation upon 
matters pertaining to the operation of 
steam railways in the Dominion of Can- 
ada. To make such representations to 
the Government of Canada, the Board of 
Railway Commissioners for Canada, or 
to such other public bodies or other rail- 
way associations as in the opinion of 
the association may bo desirable in mat- 
ters of common interest to member com- 
panies. To act on behalf of member 
railways, either jointly or severally, as 
may be authorized, as the e.xecutive com- 
mittee may from time to time approve. 

Arrangements and agreements en'.er- 
ed into by the association, after receipt 
of due authority from member railways, 
shall be binding upon railways which 
give such authority, until amended or 
annulled in accordance with the under- 
standing reached by the respective 
parties at the time of making such ar- 
rangements and agreements. In other 
matters the action of the association 
shall be recommendatory and not binding 
upon any member. 

Its membership consists of carriers 
which operate steam railways in Canada, 
but no carrier operating less than 50 
miles of road, including trackage rights. 
or which operates primarily as a plant 
facility, shall be eligible for membership. 
Each carrier shall be entitled to exercise 
the right of one membership for each 
1,000 miles of road or fraction thereof 
operated by it, including trackage rights. 
The executive committee, as may be ne- 
cessary, shall determine the qualifica- 
tions for membership under this consti- 
tution. The e.xecutive committee may 
admit to the association as associate 
members, carriers which are not eligible 
for full membership. 

Each membership is entitled to one 
vote. Where member companies have 
more than one vote on basis of mileage, 
one officer of such company may cast 
total vote. Associate members shall not 
be entitled to vote. 

A carrier may withdraw from the as- 
sociation by formal notice after pay- 
ment of assessments due; or if a carrier 
shall fail to pay its assessments for one 
year from date of first unpaid assess- 
ment, shall be excluded as a member of 
the association. 

Its organization shall include an exe- 
cutive committee to consist of five mem- 
bers (one of whom shall be President 
of the association), who shall be elected 
at a regular session of the association, 
to serve for three years, and an Honor- 
ary Chairman, who shall be ex officio a 
member of the executive committee. Each 
member of the executive committee shall 
be president of a Canadian railway. A 
vacancy on the executive committee may 
be filled by nomination by remaining 
members of committee pending next reg- 
ular session of the association. There 
shall be an operating, a traffic, a financial 
and a legal committee, each to consist 
of five members selected by the member 
lines. There shall be on each commit- 
tee, a chairman and a vice chairman who 
shall be elected by a majority vote of the 

numbers present at a meeting of the 
cimimittee. Office will be held for one 
year. .\ vacancy may be filled by elec- 
tion at anjr meeting of the committee 

It is the duty of the executive com- 
mittee to direct general policies of the 
association, to pass upon recommenda- 
tions and reports of committees, and, if 
approved, to authorize the completion of 
arrangements or agreements recommend- 
ed by such committees. The Honorary 
Chairman, or, in his absence, the Presi- 
dent, shall attend all regular sessions of 
the association. 

It is the duty of the operating, traffic, 
financial and legal committees to exer- 
cise general supervision over those fea- 
tures of the association's work which 
are generally recognized as coming with- 
in the jurisdiction of the department of 
railway organization which corresponds 
to the respective committees; to make 
recommendations and reports to, and to 
give effect to instructions received from 
the executive committee; to appoint such 
sub-committees or sections as may be 
considered necessary to the prompt and 
efficient handling of the work of the as- 
sociation and to receive and pass upon 
reports and recommendations of and to 
direct the activities of subcommittees. 

The head office of the association shall 
be located in Montreal. 

The office work and staff of the asso- 
ciation shall be in charge of a General 
Secretary appointed by the executive 

It is the duty of the General Secretary 
to keep a full and complete record of 
the proceedings of each meeting of the 
association or its committees and sub- 
committees; to notify members of the 
date and location of, and to provide 
copies of the proceedings of each meet- 
ing. He shall act as secretary of the 
several committees and subcommittees or 
arrange for a secretary in his absence. 
He shall select an Assistant General Sec- 
retary and such other assistants as the 
business of the association may require, 
subject to approval of the executive com- 
mittee. The General Secretaiy shall also 
act as Treasurer of the association and 
shall receive, disburse and account for 
all monies received or expended, and 
shall deposit the funds of the associa- 
tion in such banks or places of deposit, 
as may be approved by the 
executive committee. He shall make 
a quarterly report of the finances 
in detail to the executive committee. All 
cheques issued by the association shall 
bear the signature of the General Secre- 
tary and be countersigned by a member 
of the executive committee. 

Bylaws — Following are extracts from 
the bylaws: 

A regular session of the association 
will be held on the second Tuesday of 
May of each year at such place as the 
executive committee may determine. Spe- 
cial sessions may be called by the General 
Secretary at request of the Honorary 
Chairman or President, or on a written 
request of three members. The execu- 
tive committee may change the date of 
a regular session when in its judgment 
the best interests of the association will 
be thereby conserved. Statements of sub- 
jects which member lines may require to 
present at a regular session shall be for- 
warded to General Secretary not later 
than 30 days prior to date of meeting. 

Docket of matters to be dealt with at 
regular session shall be sent to all mem- 
ber lines not later than 15 days prior to 
date of meeting. 

Any officer or a member will be ad- 
mitted to the sessions and may join in 
the discussion and serve on the commit- 
tees and subcommittees, subject to the 
provisions of the constitution. 

The association shall have a working 
fund of $15,000, established by assess- 
ment against member railways. Assess- 
ments shall be made on the basis of half 
in proportion to the mileage operated 
(including trackage rights) and the other 
half in proportion to the gross earnings 
for the preceding fiscal year, as shown 
in Railway Statistics of the Dominion of 
Canada. The working fund shall be 
maintained by assessments on the above 
basis against member railways at the 
end of each quarter, to cover expenses 
incurred by the association during the 

The fee for associate membership shall 
be ten dollars per annum. 

Each member has the privilege of vot- 
ing for five candidates for membership 
on each of the executive, operating, traf- 
fic, financial and legal committees. The 
five persons receiving the highest num- 
ber of votes cast for membership, shall 
be declared elected. All such votes shall 
be by ballot prepared by the General 

Committee — The composition of the 
committees was given in Canadian Rail- 
way and Marine World for December. 
Following are the subcommittees: 

The Railway Association of Canada. 

son, Superintendent, T., H. & B. Ry.; H. 
Shearer, General Superintendent, Michi- 
gan Central Rd.; C. G. Bowker, General 
Superintendent, G.T.R.; F. P. Brady, Gen- 
eral Manager, Canadian National Rys.; 

A. Price, General Manager, C.P.R.; W. 
H. Farrell, General Manager, Algoma 
Eastern Ry. ; W. A. Griffin, Superintend- 
ent of Traffic, T. & N.O. Ry. 

CAR SERVICE— J. E. Duval, General 
Superintendent Car Service, G.T.R.; A. 
Hatton, General Superintendent Car Ser- 
vice, C.P.R.; A. E. Lock, Superintendent 
Car Service, T., H. & B.R.; J. P. Driscoll, 
General Superintendent Car Service, Can- 
adian National Rys; W. S. Moy, Car Ac- 
countant, Quebec Central Ry.; W. M. 
Hugill, Superintendent Car Service, Al- 
goma Central & Hudson Bay Ry.; J. S. 
Gordon, General Manager, Quebec Ori- 
ental Ry.; C. A. Stewart, Manager, Tem- 
iscouata Ry. 

General Superintendent Motive Power, 
G.T.R.; W. H. Winterrowd, Chief Me- 
chanical Engineer, C.P.R.; W. U. Apple- 
ton, Mechanical Superintendent, Cana- 
dian Superintendent, Canadian National 
Rys.; H. L. Rodgers, Mechanical Engin- 
eer, T. & N.O. Ry; W. T. Kuhn, Super- 
intendent Motive Power, T., H. & B. Ry.; 
G. M. Robins, Master Mechanic, Quebec 
Central Ry.; G. E. Parks, Mechanical 
Engineer, Michigan Central Rd.; T. C. 
Hudson, General Master Mechanic, Can- 
adian National Rys. 

ENGINEERING— F. L. C. Bond, Chief 
Engineer, G.T.R.; A. F. Stewart, Chief 
Engineer, Canadian Northern Ry.; J. M. 
R. Fairbairn, Chief Engineer, C.P.R.; S. 

B. Clement, Chief Engineer, T. & N.O. 
Ry.; R. S. McCormick, General Superin- 



January, 1920. 

titi !. : t iiii.i (hn-f Knirinwr, AlKoniu Con- 
t' •> ll«y Uy.: K. I,. Utham. 

< r, T.. II 4 U. Ky. 

TIONS - K. K. H«ttli>y, SuptrinU-tulcnl Power. C.T.K.; A. J. IlilU. An- 
xmtunt to I>n<siili>nt, Caiuidian National 
Ky».; Ciporiro liodKc, Aiwintant to Vice 

I'rriiiflont. CJ'.K. 

Additional nidx-ommittpm will prob- 
iiliiy Ik- nppointiHi to deal particularly 
with dctniiii of mattrrii pcrtainini; to 
rnilwuyit o|H'rntinir wont of the Great 
I^ki'fi. It m prohalilv alito thnt Nona- ad- 
ditional ronimittocH will be appointed in 

The Knd of Year One of Canadian National Railways. 

Hy 1). n. ilanna. I'rr.Hidcnl, Canadian National llailwayH. 

Completion of the f^rst year in the life 
of the Cnnudian National Rys. is an im- 
portant milestone on the road of trans- 
portation progress. If it were a plou(rh 
we had put our hands to wc mi^rht not 
look hack, but the careful onpine driver, 
still keepinjf a hand on the throttle, 
should look liark now and then to see if 
his train is all richt, and if the tail end 
is cominK alontr, and also to ^et a hif;h 
ball or stop signal as he approaches a 
station. We in the railway world, there- 
fore, can justify a certain amount of re- 

The year's operations have, of course, 
been affi-cted by the fact that 1019 was 
the first year of the readjustment period 
following the cessation of hostilities. 
Apart from the movement of retuminR 
troops, the almost immediate effect of 
the armistice was a fallinp off in traffic 
in war commodities, includintr foodstuffs. 
It was only to be expected that it would • 
take time for after war activities to make 
up the traffic created by the tremendous 
munition industries e.stablishcd through- 
out Canada; also foodstuffs bottled up in 
other countries, which had not, durinpr 
the war, had a submarine swept course 
to European ports, were thrown on the 
world's markets, somewhat affecting our 
exports of .'iuch commodities. For these 
reasons railway freight traffic has shown 
that the higher fares have not kept the 
public from travelling. The resumption 
of some train ser%'ices that were curtail- 
ed as war measures has been justified. 

The return of our soldiers from the 
front and the release of men from war 
activities in Canada has resulted in 
more labor being available for mainten- 
ance work. This condition, coupled with 
the lifting of restrictions on capital ex- 
penditures which the war enforced, has 
enabled the railways to put in a busy 
year on betterment work, and the com- 
pletion of certain lines in the west, com- 
menced before the war, has been proceed- 
ed with. 

The activities of the year have, there- 
fore, been sufficient to test the manage- 
ment under government ownership. I 
am glad to state for the information of 
those who wish us success, but who doubt 
that this can be achieved, that I have 
not observed the slightest tendency of 
officers to become slack, or in any way to 
lose their interest. Our men are as 
much on the job as any railway officers 
I have come in contact with, and. man for 
man, I do not think the staff of the Can- 
adian National Rys. is surpassed any- 
where on this continent. Wc have been 
watching very carefully the train opera- 
tion, particularly where the service in- 
itially was not -satisfactory, and I am 
glad to say that we see a marked im- 
provement. We shall continue our efforts 
and hope that "national service" will 
become synonymous with "good service." 
During the year a step of great im- 
portance has been taken by the Domin- 
ion Government in passing legislation to 

ac-dllin- til,. f;r:,n.i TrunL Kv Sv^t.-m 

lines for addition to the Canadian Na- 
tional Rys. While some time will ne- 
cessarily elapse before the lines will be 
operated as one system, yet the action 
taken ensures what I regard, and what I 
lielieve the people of Canada will quick- 
ly learn to recognize, as a wise solution 
of the railway problem of this country, 
namely the creation of a strong com- 
petitor for the C.P.R. The President of 
the C.P.R. in speaking recently in To- 
ronto, said that one of the reasons why 
he hoped (against his fears) that the 
national system would be a success was 
that railways generally dreaded the com- 
petition of an irresponsible competitor, 
which is a railway truth. 

It may he accepted as another railway 
truth that the day of the small inde- 
pendent railway system has passed. In 
the United States, where the railway 
problem is very much in the public eye, 
the experience obtained in the two years 
during which U.S. railways have been un- 
der government control has shown that 
certain measures, which railway man- 
agements had resorted to as good busi- 
ness moves, but which regulating bodies 
had more or less recently made illegal, 
were really in the best interests of the 
country as a whole; therefore it is pro- 
posed, in turning back the railways to 
their owners, that certain of these prac- 
tices previously frowned upon, should 
now be encouraged. Consolidations and 
mergers, and the pooling of traffic, earn- 
ings, equipment and facilities are to be 
pei-mitted. There is to be a greater co- 
ordination between rail and water car- 
riers, more especially on inland waters. 
Several plans put forward, by various 
groups, for legislation to cover the situa- 
tion, provided for compulsory consolida- 
tion of the lines into great, but compet- 
ing, systems. So that an accepted con- 
dition of proper transportation for a 
large country would appear to be large 
systems, but preserving competition. It 
should afford the people of Canada con- 
siderable satisfaction to know that the 
contemplated plans and generally accept- 
ed proper policy for the U.S. to adopt 
with respect to the railway problem 
seem to be largely along the lines of se- 
curing what the Canadian Government 
has taken steps to obtain. In Canada, 
two strong .systems, serving every com- 
munity in the country, will compete for 
the nation's business. We look forward 
with confidence, not to the death by ex- 
haustion of our single, but great, com- 
petitor, but to a healthy and active riv- 
alry, with full co-opcfation, should the 
transportation requirements of the coun- 
try ever demand it. That one of the 
two systems is owned by the people 
through the government should, in my 
opinion, improve rather than adversely 
affect the situation. After a year's trial 
of the present plan of control of the Na- 
tional railway system, there has been, I 
am able to say. no governmental or po- 
litical interference. Those of the gov- 
ernment, or other members of parlia- 

ment, who wanted information have re- 
reived it. I have not l>een approached 
to make a single political appointment. 
I M-i- no reason why this condition should 
not continue. The national railwayit sys- 
tem, in my opinion, has a future as 
bright as the nation itself. Wc must be 
identifie<l with the progress of every 
community in Canada. We shall asaist 
wherever we can, consistent with good 
business principles. 

As a new year's thought, I would like 
to ask the public to help, but co-operat- 
ing with us, to rectify such conditions 
as should be improved, by advising our 
officers when they see things that arc 
not just as they should be. Our officers 
will appreciate such assistance from the 
public, with whom it is our endeavor to 
operate in closest harmony. We will not 
be able to do everything at once, but will 
endeavor to make such progress as traf- 
fic and other conditions will warrant. Our 
officers regard their duties as a public 
trust, and the public should not hesitate 
to approach them on subjects which mean 
improvement to the service, consistent, 
of course, with efficiency and economy. 

When it is realized that over ^Or'c of 
the countrj''s railway mileage will, with 
the inclusion of the G.T.R. lines, be oper- 
ated by the Canadian National Rys. Sys- 
tem, it should be appreciated to what a 
great extent the future welfare of Can- 
ada may be affected by the success or 
failure of this system, and the public 
generally should support the line which 
is national in ownership and extent, and 
which the management desires should be 
truly national in helpful identification 
with Canada's development as a nation. 

Proposed Windsor-Detroit Bridge. 

Organization of a company comprised 
of Canadian and United States capitalists 
is reported to be in progress to build a 
railway and general traffic bridge across 
the Detroit River, to connect Windsor, 
Ont., with Detroit, Mich. A press re- 
port states that a fund has bc-en credit- 
ed for investigation purposes, including 
the collection of data on traffic possi- 

The proposition is to erect a bridge, 
supported on towers on either side of the 
river with a double deck suspension span. 
Capable of carrying railway, street car, 
automobile and general traffic. Connec- 
tion would be made, so far as the rail- 
way is concerned, with the Fort St. 
Union Depot Co.'s terminal tracks on the 
Detroit side and with the Essex Term- 
inal Ry. tracks on the Windsor side. The 
floor of the span would be 100 ft. above 
water level, high enough to permit the 
passing of the largest ships. It is said 
that the I>ake Carriers' Association will 
not offer any objection to the building 
of a bridge which gives a sufficient head- 
way for navigation. The details of the 
approaches have been worked out, it is 
said, on different plans. G. L. Lindenthal 
of New York, and C. E. Fowler, are men- 
tioned as the engineers. The estimated 
cost of the undertaking is $28,000,000. 

Railway I..and8 Patented — I^-tfers pa- 
tent were issued during Nov., 1!M!>, in re- 
.•jpect of Dominion railway lands in Man- 
itoba. Saskatchewan, Alberta and British 
Columbia, as follows: — 


Albrrta mn<\ Gnp»t WaUrwrnm Ry _ 65.10 

ranmliiin Northrm Rj _ „ I6S.00 

Edmonton, Dunvrsan and Britiah Colnmbta 
By «.l- 



January, 1920. 



The Prince of Wales' Tour Over 
the G.T.R. 

When the Prince of Wales was mak- 
ing part of his Canadian tour over the 
G.T.R. lines in Ontario recently, H. R. 
Charlton, General Advertising Agent, G. 
T.R., representing President H. G. Kelley, 
presented him with a handsome compo- 
site picture, composed of a photograph 
of the then Prince of Wales (the late 
King Edward VII.) and staff, taken at 
Montreal in 18G0; a photograph of the 
Duke and Duchess of Cornwall and York 
(King George V. and Queen Mary), and 
staff on the Victoria Jubilee Bridge, 
Montreal, in 1S)01; views of the old Vic- 
toria tubular bridge and the present 
Victoria Jubilee bridge; a photograph 
of the locomotive that pulled the royal 
train in 1860 and the locomotive used 
on the royal train in 1919. The picture 
is surrounded with a gold frame and en- 
closed in a beautiful Canadian birdseye 

Canadian Pacific Railway Construction, Betterments, 


W'est St. John Baggage Shed — We are 
officially advised that the baggage shed 
which is being built at West St. John, 
N.B., is 500 X (JO ft. with a covered bag- 
gage loading platform 12 ft. wide on one 
side and a covered passenger loading 
platform on the other. Both shed and 
platform are being built on pile founda- 
tions, and will be all timber construction. 
The shed will be steam heated and elec- 
trically lighted. The baggage shed will 
be reached from the immigration rooms 
on the upper floor of the present wharf 
shed by an enclosed overhead passage 
way over the tracks and an enclosed 
rampway down to the baggage shed floor 
level. Work was started Nov. 14, and 
it is expected to have the shed ready for 
use by Jan. 15. The plans were prepar- 
ed under the direction of J. M. R. Fair- 

The Prince of Wales saying goodby 

The Prince is shown 
civilian clothes) 

> his bodyguards oi 
d (irafton, Ont.. No 

talking to Constable C. Rippington. 

s talking to Constable R. Beresford. 


the C.P.K. at Flavelle, b 
V. 6, 1919. 
Admiral Sir Lionel Halsey (to the left in 

Conductor R. Dort is also shown in the 

maple box, upholstered in royal blue with 
a gold plate on the cover bearing an in- 

Rear Admiral Sir Lionel Halsey, the 
Prince's chief of staff, wrote President 
Kelley as follows: — "I am writing to you 
on behalf of the Prince to say how much 
he appreciates the magnificent present, 
consisting of the composite picture which 
has been presented to him by the Grand 
Trunk authorities through Mr. Charlton. 
His Royal Highness very much appre- 
ciates this gift and he will keep it as a 
souvenir of a very pleasant time spent 
on the G.T.R. System." 

Sir Lionel Halsey, also wrote Mr. 
Kelley as follows: — "I am most grateful 
to you for the kind present of the de- 
scriptive itinerary which has been made 
to me. The book is most beautifully 
got up, and besides being a work of art 
is most useful, and I can only say that 
from a staff point of view it has saved 
some of us an endless amount of work 
in ferretting out for ourselves details of 
the various places we visit. Whoever 
compiled it is, in my opinion, worthy of 
a very good mark. His Royat Highness 
desires me to thank you very much for 
the copy of the book wTiich has been 
handed to him by Mr. Charlton." 

bairn, Chief Engineer, Montreal. 

Fredericton Station — A press report 
states that the C.P.R. proposes to build 
a new station at Fredericton, N.B., and 
that the plans provide for a brick and 
stone building at an estimated cost of 

Campbellford, Lake Ontario and West- 
ern Ry. — The Board of Railway Commis- 
sioners has approved of revised location 
for this railway in Cobourg, Ont., from 
the west side of Division St., to the east 
side of Ontario St., mile 119.69 to 120.18. 

Western Branch Lines Construction — 
We are ofl^cially advised that grading 
was done on eight branch lines or exten- 
sions during 1919 as follows: — 

Russell, Man., northerly, mile to 12; 
grading 23% completed; Northern Con- 
struction Co., Winnipeg, contractors. 

Rosetown, Sask., southeasterly, mile 
20.2 to 45.2; grading 56% completed; 
Canadian Construction Co., Winnipeg, 

Lanigan, Sask., northeasterly, mile 
to 50; grading 5''r completed. 

Wyniark, Sask., easterly; mile to 25; 
grading 27% completed. 

Milden, Sask., easterly; mile to .34; 
grading 15% completed. 

Consul, Sask., easterly; mile to 30; 
grading, 419'o completed. 

Leader, Sask., southerly; mile to 25; 
grading 46% completed. 

Acme-Drumheller line, Alta.; mile to 
;i7; grading, 22%c completed. 

The contractors for the six last men- 
tioned lines are Stewart and Welch, Cal- 
gary, Alta. 

Corinnc Station — The Board of Railway 
Commissioners has approved plan for 
station building at Corinne, Sask., mile 
120 from North Portal, on the line to 
Moose Jaw. 

Acme-Empress Extension — The Board 
of Railway Commissioners has author- 
ized the building of a bridge over Knee- 
hill Creek, mile 34.21 on the Acme-Em- 
press extension, Langdon North Branch, 

Calgary Spur Line — A press report 
states that the Calgary, Alta., City Coun- 
cil proposes to apply to the Board of 
Railway Commissioners for an order for 
the electrification of the company's spur 
line from Twelfth Ave., along Fifth St. 

Squilax Station — The Board of Railway 
Commissioners has ordered the placing 
of a standard portable station at Squilax, 
B.C., 41 miles, east of Kamloops, on the 
main transcontinental line. 

Vancouver Improvements — A press re- 
port states that the bunkers, construc- 
tion tracks and construction material, 
together with the poles and wires at 
Twenty-seventh Ave., will be removed 
early this year. (Dec, 1919, pg. 661). 

Regina Spur Lines- — A press report 
states that the Regina, Sask., City Coun- 
cil has authorized the company to build 
a spur line to the T. Eaton Co.'s ware- 

Lanigan Northeasterly Branch — The 
Board of Railway Commissioners has 
approved the route map of the branch 
from Lanigan, Sask., northeasterly from 
mile 26 to 32. 

Rosetown Southeasterly Branch — The 
Board of Railway Commissioners has ap- 
proved the revised location of the branch 
from Rosetown, Sask., southeasterly, 
from Sec. 22, Tp. 24, Range 16, west 3rd 
Meridian to Sec. 7, Tp. 24, Range 15, 
West 3rd Meridian, mile 40 to 43.23. 

Dunelm-Instow Connection, Etc. — A 
press report states that a delegation 
from the Swift Current district inter- 
viewed D. C. Coleman, Vice President, 
Western Lines, Dec. 12, and asked for 
the construction of a line to connect 
Dunelm, on the Vanguard branch line, 
with Instow on the Weyburn-Lethbridge 
line, and a line from Swift Current 
through the Vermilion Hills to near 
Moose Jaw. Consideration of the request 
was promised. 

Accident to Board of Railway Commis- 
sioners' Car— The tire of one of the rear 
wheels of the Board of Railway Com- 
missioners' official car Acadia, attached 
to the Ocean Limited, leaving Halifax, 
N.S., on the Canadian National Rys., Dec. 
14, came off, and a serious accident was 
prevented by the brakeman putting on 
the brake, and stopping the train on a 
high embankment on the shore of Grand 
Lake, near Windsor Jet., N.S. Hon. F. 
B. Car\'ell, Chief Commissioner; S. J. 
MacLean, Assistant Chief Commissioner; 
.L G. Rutherford, Commissioner, and sev- 
eral members of the staff were on board. 


January, 1920. 

Mainly About Railway People Throughout Canada. 

M. J. lUnniin, u furnicr nwiiliiinittcr on 
Ihr Mulinrnii «inlrnl K.I.. WimlsorSt. 
ThiiiiiiiH Divimun. ilioil at Pi-troil. Mich., 
I>tH-. IL'. Hr rrtin-J from HCtivo non'ici- 
in 1M»'.I. 

Sirphrn I'rarNon Itrown. \'\cv Prcsi- 
dent, Kord llacon and Davis, Kinrinwrs, 
N«'\v York, wan drowiu'»i in Srboc Lako, 
Mamt', Ih-v. 7. Up whs l>i«rn nt Dovrr, 
Mc„ Apr. 2'.', 1H77, and jrmiluatrd from 
tho Ma.H*u< luisi-tt.H Institute of 'I'ochnol- 
ojty, lloxlon, in li'OO. upon whiih he en- 
toriMl, B.s n junior nifnibiT, the firm 
of I'ollior and Hrown, ronaultini; i-nKin- 
een, Atlanta, Ca. i\v waa, from 1U04 
to I'.tO.'i, on the UridKeport elevation and 
• tation con.ntruction. New York, New 
Haven and Hartford Ry., and in 
lao,"! enter»-d the United EnRinccrinft 
and ("ontrnrtinir Co.'.h service, first on 
the Port Morris depression works, New 
York Centrnl Ity.. then on the St. Marys 
I*«rk tunnel, iind later as consultinp cn- 
pineor in the study of public utilitie>. 
San Juan, Porto Rico. FollowinK tin 
he was Chief Assistant Knuineer, sam. 
company, on the crt)ss town tunnels oi 
the Penn.sylvania Rd. in New York, 
where he had direct charce of all con- 
crete and construction work, takint; gen- 
eral charpe later of all work west of 
Fifth Ave. In l!t08-0it he was, in addi- 
tion to beinp Chief Assistant Engineer, 
United EnpineerinK and Contractintt Co., 
dcsiirninK enjrineer, Cuban Enjrineerin>: 
and Contractinp Co., and spent the sum- 
mers of both years in F'urope investijrat- 
ing European tunnel methods and study- 
intr hydro electric construction. From 
1909 to 1912 he was Chief Engineer, 
Tidewater Buildinjc Co., and T. U. Bry- 
son, on sec. ll-A-!! of the Fourth Ave., 
Rapid Transit subway, Brooklyn, N.Y. 
In Apr., 1912, he was appointed Chiif 
Entrinecr, Montreal Tunnel and Terminal 
Co., and Manajrinp Enpineer, Montreal 
tunnel and terminal construction, Mac- 
kenzie, Mann and Co., Ltd. On the com- 
pletion of this work in 1917, he returned 
to the U.S., where he offered his services 
in any war capacity, and was attached 
to the EnpinecrinK Department, for home 
.service. On the sijrninj,' of the armistice, 
he was appointed Vice President, P'ord 
Bacon and Davis, engineers, New York, 
which position he held at the time of his 

I.Adr Bury, wife of Sir Georpe Burj*. 
returned to Montreal, from Vancouver. 
early in DecemlK-r, to remain for about 
a month, after which she will return to 
Vancouver to spend the winter. Lady 
Bury, shortly after her arrival in Mont- 
real, entertained at luncheon at Mount 
Royal Club, Montreal, in honor of Mrs. 
J. W. Stewart, of Vancouver, wife of 
Brip.-(;en. .1. W. Stewart, railway con- 

Sir (;eorKe Bury, Vice President, 
Whalen Pulp & Paper Co., and formerly 
Vice President of C.P.R., returned to 
Vancouver, Dec. Ifi, from a business trip 
to Japan. 

D. <'. ColemBn. Vice President, West- 
ern Lines. C.P R., VVinnipep, was a jruest 
at the Tilth annual ilinner of the St. An- 
<lrrw'.i SiMJety at Chicapo,. III., recently. 

R. Crcelman, Assistant Passenper 
TrafTic Manaper, Canadian National Rys., 
Winnipep, was entertained to luncheon 
there, Dec. 24, 1919, by the local sUitT. 
Osborne Sdill, General Passenper Apent, 
Western Lines, presidinp. 

M. C. I)i.kH..ii, foiiiieilv District Pas- 

M'lik'er .Viri'iit, (i.T.K., TorfHilo, was re- 
ported recently to be seriously ill at hia 
home at Hamilton, Ont. 

i'apt. CharloH I'. DiMnpy, who has been 
appointed actinp Hndpe Enpineer, East- 
ern Lines, (nnadian Northern Ry., To- 
ronto, took a course at the Institute of 
Technolopy, Boston, Mass., and from 
1902 to 190.">, was with the Dominion 
Bridpe Co., .Montreal; 1905, with Struc- 
tural Steel Co., Montreal; 190.''. to 1914, 
Hridpe Department, National Transcon- 
tinental Ry.; 1914 to 191."), Bridpe De- 
partment, Intercolonial Ry., Moncton, 
N.B. From 1915 to 1919, he was on mili- 
tary service, and was for IH months a 
sapper with the Canadian Enpineers, and 
three years lieutenant and captain in 
the Royal Enpineers, his service in 
P'rance beinp continuous for four years. 

Samuel Dowsley, at one time an em- 
ploye of the St. I..awrence and Ottawa 
Ry., prior to its acquisition by the C.P.R., 

Lord Mount Stephen. 
First President. C.P.R. Co., 1881 to 1888. This 
mnrble bust, by Major I.,o»»ore. for which sit- 
tinjrs weri' Kiven in London in 1313. was the 
orictnal study, from which the lance bronze 
«tiituc in the tceneral waitinK room, C.P.R.. 
Windsor St. station. Montreal, was modelled. 

died at Prescott, Ont., Dec. 4, aged 80. 
He was master mechanic of the line and 
for a time had charpe of the shops at 
Prescott. He was an uncle of Hon. J. D. 
Reid, Minister of liailways and Canals. 

Sir John Craip Eaton, who has been 
elected a director of the Canadian Pa- 
cific Ry. Co., in place of the late W. D. 
Matthews, was born at Toronto, Nov. 9, 
1875, and educated at the Model School, 
there. He commenced business life un- 
der his father, and subsequently became 
Vice President, and on his father's death 
in 1907, President of the T. Eaton Co. 
He was, at one time. President, Hamil- 
ton Steamboat Co., and Turbine Steam- 
ship Co., and is a director of the Do- 
minion Bank, Stcrlinp Bank, a member 
of the board of manapement of Victoria 
University, a povernor of the Toronto 
General Ilospital, and associated with 
numerous charitable orpanizations. He 
was created a knipht bachelor in 1915. 

D. E. Galloway, Assistant to President 
G.T.R., Montreal, has been decorated with 
the Kinp Albert Medal for .services in 
connection with Belpian relief work. 

I). B. Hanna, President, Canadian Na- 

tional Rys., .Hpoke l)efi)re the Hamilton 
Board of Traiie, Hamilton, Ont., Dec. 4; 
the Dominion Commercial Travellers' 
AHHociation, at Montreal, Dec. 22; and 
the Canailian Club, at London, Ont., 
Dec. 29. 

Major <". S. L. HrrtzherK, .M.C, son 
of A. L. Hertr,l)orp, F^npinoer, Ontario 
District, C.P.R., Toronto, and at one time 
in C.P.R. service, was relieved of his 
military duties recently, after four ye«rs 
service, and has taken up pri%'ate prac- 
tice with Major T. R. Loudon, as con- 
sultinp enpineers, Toronto. He was bom 
at Toronto, June 12, 1K«C, and educated 
in the public schools, St. Andrew's Col- 
lepe, and School of Practical Science, 
Toronto University, praduatinp in 1905. 
He spent summer vacations on C.P.R. 
location, and joined the staff in 1906, 
as transitman on maintenance. He sub- 
sequently was in the Trussed Concrete 
Steel Co.'s and Concrete Enpineerinp 
Co.'s service at Toronto; and for a short 
tune in 1908 was on electric railway 
maintenance with the Dominion Power 
and Transmission Co., Hamilton, Ont. In 
1909 he was appointed Chief Enpineer, of 
the Trussed Steel Concrete Co., Walker- 
ville, Ont., and in 1911 was appointed 
Manaper, Bishop Construction Co., To- 
ronto. He commenced private practice 
as consultinp enpineer, as partner in 
James, Loudon and Hertzberp in 1912, 
and enlisted for active service in Dec, 
1915, Roinp overseas Jan. 1, 1916, as 
lieutenant, 7th Field Co., Canadian En- 
trineers. He went to France in Apr., 1916, 
was awarded the Military Cross, Dec. 5, 
191G, for work on the Somme and was 
wounded in .Jan., 1917, and invalided to 

1 anada in July, 1917. He afterwards 
-irved as adjutant at Spadina Military 
Ilospital, Toronto, and was promoted cap- 
tain and officer commandinp Casualty Co. 
In July, 1918, he was transferred to No. 

2 Service Company, and in Sept., 1918, 
to No. 16 Field Company, Canadian En- 
gineers, as second in command and sailed 
from Vancouver, B.C., for Siberia with 
that company, Oct. 11, 1918, this beinp 
the only enpineerinp unit with that force. 
During service in Siberia the company 
was engaged chiefly on water supply, 
building and repairing barracks, roads, 
etc. He returned to Canada in June, 

>V. P. Hinton, Vice President and Gen- 
eral Manaper, Grand Trunk Pacific Ry. 
Co., and Manager for the Receiver, has 
been elected a director of the company. 

Sir John Jack.'ion, C.V.O., one of the 
largest public works contractors, and 
head of Sir John Jackson Ltd., and Sir 
John Jackson (Canada) Lt<l., died at 
London, Eng., Dec. 15, aped 68. Amongst 
some of the larpe works which he has 
carried out, are: a section of the Man- 
chester, Enp., Ship Canal; foundations 
of the Tower Bridge, London, Enp.; Do- 
ver harbor, .Admiralty docks at Key- 
ham, Devonport; .\dmiralty harbor, St. 
Simons Bay, South -Africa; the railway 
across the An<les from Arica to La Paz, 
South America and the preat barrage 
across the Euphrates River, near Baby- 
lon. His company is now enpaped on 
the Sinpapore harbor, irripation works 
in Mesopotamia, harbor works at Vic- 
toria, B.C., etc. He was father-in-law 
of Col. C. W. P. Ramsey, C.M.G., for- 
merly Enpineer of Construction, Eastern 
Lines, C.P.R., aiid now in that company's 
operating department. 

January, 1920. 



Howard G. Kelley, President, G.T.R., 
and Mrs. Kellcy, left Montreal at the end 
of November, to spend Deeember in the 

Dr. B. Knight, who died at London 
Ont., Dec. 17, from a heart attack, was 
formerly in C.P.R. service there, in the 
dispatcher's office. 

C. W. McHarg, station ticket agent 
Toronto, Hamilton and Buffalo Ry., Ham- 
ilton, Ont., has resigned from the service 
to enter the Firestone Tire and Rubber 
Co.'s service there. On behalf of the 
staff, he was presented with a smokinfr 
stand, Dec. 22, by G. C. Martin, General 
Traffic Manager. 

W. D. .Matthews, grain merchant, a 
C.P.R., director who died at Toronto, May 
24, 1919, left an estate valued at $2,- 

R. F. Morkill, who resigned his posi- 
tion as Signal Engineer, G.T.R., recently, 
has been appointed Continental Repre- 
sentative of Tyre & Co., Ltd., electrical, 
mechanical, railway signal and interlock- 
ing engineers, Dalston, Eng., who are 
about to establish a factory in France. 

F. H. Phippen, K.C., left Toronto early 
in December, to spend some weeks in 

H. T. Rawlings, Lake Forwarding 
Agent, Canadian National Rys., Cleve- 
land, Ohio, left at the end of December, 
with his family, for a visit to England, 
expecting to return in Februai-j'. 

Hon. J. D. Reid, Minister of Railways 
and Canals, who was absent from his of- 
fice at Ottawa for about two weeks, on 
account of ill health, retui-ned to his 
duties Dec. 10. 

R. A. Ross, E.E., consulting engineer, 
and a member of the Montreal City Ad- 
ministrative Committee, will be Presi- 
dent of the Engineering Institute of Can- 
ada, for 1920. 

W. A. B. Russell, Commercial Agent 
Grand Trunk Pacific Ry., Regina, Sask., 
was married at Winnipeg, Dee. 13, to 
Miss A. Coughlan. Prior to his ap- 
pointment at Regina, Sask., he was chief 
clerk to Vice President and General Man- 
ager, Winnipeg. On the eve of his mar- 
riage he was presented with a cabinet 
of community silver, by the Winnipeg 

Lord Shaughnessy, Chairman, C.P.R 
Co., is among those who are applying to 
the Quebec Legislature for the incorpor- 
ation of the St. Mary's Memorial Hos- 
pital, Montreal. 

Sir Alfred W. Smithers, Chairman 
G.T.R. Co., arrived in England, Dec. 9, 
after a visit to Canada, where he com- 
pleted the negotiations relative to the 
acquisition of the G.T.R. by the Do- 

Sir Thos. Tait. Montreal, President, 
Fredericton & Grand Lake Coal & Ry. 
Co. is a director of Pacific Coast Colleries 
Ltd., which controls 9,000 acres of coal 
lands and leases on Vancouver Island, 
and which recently offered for subscrip- 
tion, $200,000 of first mortgage bonds. 

E. N. Todd, General Foreign Freight 
-\gent, C.P.R., Montreal, has been decor- 
ated with the King Albert Medal for his 
services in connection with Belgian re- 
lief work. 

Guy Tombs, until recently Assistant 
Freight Traffic Manager, Canadian Na- 
tional Rys., Montreal, and now Traffic 
Manager, Canadian Export Paper Co. 
Ltd., has been made a Chevalier of the 
Order of Leopold II. of Belgium for his 
work in connection with Belgian relief. 

The Farmers' Policy on the Na- 
tional Railways. 

Hon. T. A. Crerar, M.P. for Mar- 
quette, Man., and ex-Dominion Minister 
of Agriculture, is reported to have said 
in speaking at the United Farmers of 
Ontario's annual meeting in Toronto, 
Dec. 18, that the farmers' policy in Do- 
minion affairs, stands for public owner- 
ship in the widest sense. Canada has 
public ownership of railways, not from 
choice, but by virtue of necessity. If 
the Canadian National Rys. should be 
brought down to a proper basis of valua- 
tion, they would prove a valuable asset 
to the Dominion. In this regard he in- 
stanced the case of a stretch of some 250 
or 300 miles in length in Western Can- 
ada whereon lie the rails of two nation- 
ally owaicd systems. These bits of line 
run through a section that involved a 
tremendous cost of construction and 

The late Sir William C. Van Home. K.C.M.G. 

Second President. C.P.R. Co., 1888 to 18a!t. From 
bronze bust by Major Lessore. Sir William sat 
for this bust, at his summer place, Covenhoven, 
St. Andrews, N.B., in 1913 It is now in Lady 
Van Home's house in Montreal, 

maintenance, probably the most expen- 
sive in the Dominion. There are at pres- 
ent on every mile outstanding securities 
to the value of $90,000, on which the in- 
terest has to be paid and the securities 
eventually retired. He added: "Much of 
the line was lifted during the war, now 
on one railway, now on another, and I 
venture to predict that the rails will not 
be laid on that bit of line in the next 50 
years. We must set our faces deter- 
minedly against political influence in the 
operation of these roads. It can be done, 
and how it can be done depends upon 
the attitude of our governments and upon 
the attitude of the people." 

The following resolution was adopted 
without discussion:— "That the present 
method of the appointment of all the di- 
rectors of the Canadian National Rys. by 
the Dominion Government is not in ac- 
cordance with democratic principles, and 
not in the best interests of the people's 

railway. That provision should be made 
for the election as directors of a num- 
ber of employes and superintendents of 
the railway, from among their number, 
by themselves, and that in the appoint- 
ment of the remainder of the directors 
care should be taken to see that the chief 
sections of the country served by the rail- 
way are represented on the directorate." 

Canadian National Railways 

1919 1918- 

January $ 6,744.018 $ 4,696,667 

February 6,000,342 4,421,504 

March „ 6,827.491 6,710,660 

April 6,909.632 7,16.').890 

May _ __ _„ 7,618,244 6,580,745 

June _ 6.009,685 6.868.864 

July 7.657.402 5.733,299 

AOKUSt _ 8,274,882 8,255,942 

September ..._..._ — _ 8,627,268 7.068.381 

October 9.389.795 8.480.468 

November 8.739,4.57 7.836,384 

$82,797,111 $72,808,664 
Approximate eaminKS for two weeks ended Dec. 
14, 1919, $3,989,304, aiiainst $2,615,075 for same 
period, 1918. 

Canadian Pacific Railway Earn- 
ings, E.\penses, Etc. 

Gross earnines, working expenses, net earninKs, 
and increases or decreases, from Jan. 1, 1919, 
compared with those of 1918: 

Gross Expenses Net decreases 

Jan. ..$13,028,828 $11,474,816 $1,653,512$ 385.519 
Feb. .. 11,064,167 10,083,051 981,116 390.218 

Mar. .. 12.374.182 10.835.138 1,589,041 •1,453,737 
Apr. .. 13,108,905 11.020.281 2.088.624 •1.366,765 
May .. 13,569,411 10,535,650 3,033,761 '664,015 
June .. 13,677.274 10,686.852 2.990,121 178,274 

July ,. 14.720,362 11.723,669 2,996,703 826,692 
Aug. .. 15.283.654 11.505.486 3,778,168 669,534 
Sept. .. 17.513,691 13,421.771 4.091,920 970.479 
Oct. .. 18.296.663 12.948.871 5,347.782 261,945 

Nov. .. 17,366,850 14,517,041 2,849,809 •548.663 

$1.59,903,476 128,6,52,616 $31,250,860 $440,616 

Incr.$ 18,116,633 $18,557.149 

Deer $ 440,516 

Approximate earnings for 2 weeks ended Dec. 
14, 1919, $7,732,000 against $7,260,000 for same 
period. lOl.s. 

Grand Trunk Railway Earnings, 
Expenses, Etc. 

Gross earnings, working expenses, net earnings, 
and increases or decreases, from Jan. 1, 1919. 
compared with those of 1918 : 

Increases or 
Gross Expenses Net decreases 

Jan. ,.$ 4,402,229 $ 5,118,234 $t 716.005 $• 81,794 
Feb. .. 4.088,028 4,397.953 309.952 660,229 
Mar. .. 5,513.593 4,673,298 840,295 762.766 
Apr. _ 5.357,637 4,601,550 755,987 92,889 
May .. 6,272,060 4,603,411 668,649 •36,495 
June „ 4,947.795 4,644,659 303,136 '707,067 

July .. 6.021,746 4.886,147 1,135,699 •35,347 
Aug. .. 6.719,921 6,043,662 1,676,269 '101,890 
Sept. .. 7,004,277 6,611,125 1,393.152 164,047 
Oct. ... 7,136,376 5,764,044 1,872,331 189,280 

$56,463,662 $49,344,083 $7,119,479 $906,618 
tDeficit. •Decrease. 

Approximate earnings for Nov., 1919, $6,092,603. 
against $6,169,272 for Nov., 1918, 

European Rolling Stock Building — A 

recent London, Eng,, cable states that 
Premier Lloyd George stated after a 
visit to Woolwich Arsenal that it would 
probably be developed as a railway cen- 
ter in order to meet the world shortage 
in locomotives. In this connection it 
is of interest to notice that the n.rupp 
works, at Essen, Germany, turned out 
its first locomotive, Dec. 6. The Prus- 
sian state railways are reported to have 
undertaken to take 108 locomotives and 
2,000 cars a year from the Krupp works, 
which is reported to have 3,500 engaged 
in rolling stock construction. 


January, 1920. 

Railway Dovelopment. IVojocted Lines, Surveys, Construction, Betterments, Etc. 

lUKuUillr K>. lo.— The yuoh«r I.vk 
inlntun- m Ixintr aiikcd to iiicorpiiraU' n 
coniiwny with thin title to huild n rnil- 
»■«>• from nr«r Nnims KnlN. on tho 
WU.I..-C and Sairucnny Ky.. ruiVthi'aittorly 
to ( hicoutinii. Tho provisional ilirfctors 
nnniid on applicntion nn-:— .1. L. Mac- 
•loij>:nll, W. Murdock, H. Kitraimons, C. 
Wntt. B. Mosos. Ottawa. Ont. 

liurrard Inlot TunnrI and HridRc Co.— 
Thf Hominii.n I'lirlianirnt is lu'injr a.tkod 
to vxti-nd thr timr for the coninicnci'mcnt 
and romplilion of tho railway, bridjrc and 
tunnol which tho company is authorized 
to huild. Tho company was incorporated 
in r.ili) t.> hiiild a tunnel under the First 
Narrows of Hurrard Inlet, Vancouver, 
and a bnll^.'•o over the Second Narrows of 
Burrard Inlet, for foot passenfrors, car- 
riaj:os. street railway and railway pur- 
po.Hos. with approaches from .some points 
on tho .south shore in or near Vancouver 
lo points on tho opposite shore of Bur- 
rard Inlet, so as not to interfere with 
navigation, and to connect tho tunnel and 
bridjro, or either, with the railways en- 
tering Vancouver to construct one or 
more linos not exceeding 10 miles lonR, 
a railway from the northern end of the 
bridKo and tunnel, or either of them 
easterly alonp the shore line of North 
Vancouver District Municipality, to Deep 
Cove on the north ami of Burrard Inlet, 
and westerly from the north ends of the 
bridpo and tunnel, or either of them along 
the shore line of the City of North Van- 
couver, to the Horse Shoe Bay on Howe 

The company's stock is owned by the 
Cities of Vancouver, North Vancouver, 
and other local municipalities. Some 
years apo plans wore completed for build- 
ing the bridRo, and some preparatory 
work in tho way of borinp for founda- 
tions was done. The war put a stop to 
the project, and it has since been an 
abeyance. In 1918 the company obtained 
an extension of time for two years for 
carrjinp out its project so as to keep the 
project alive, and pive the municipalities 
interested an opportunity of realizing on 
the company's assets. (July, lt»18, np 
285). '^ 

Canadian Niagara Bridge Co. — A 

Bndgoburg, Ont., report stated that it 
was announced, Nov. 30, that the To- 
ronto, Hamilton and Buffalo Ry. would 
undertake tho building of an approach 
line from Welland for the proposed new 
bridge across the Niagara River at Black 
Creek, 6 miles from Bridgeburg, Ont. A 
further report stated. Doc. ,">, that repre- 
sentatives of the C.N. B.C. has arrived 
at Black Creek and North Tonawanda, 
N.Y., and that a gang of men with 
drilling machinery were cxpoctod to ar- 
rive some days later to begin testing for 
the foundations of the shore abutments 
of the bridge. Tho latter report also 
stated that it was expected a start would 
be made on building the bridge during 
the summer. 

The project Is often described as a 
Canadian Pacific Ry. one, but we arc 
officially advised that the work will be 
handled either by the Toronto, Hamilton 
and Buffalo Ry. or by the Michigan Cen- 
tral Rd., and more probably by tho lat- 
ter company, though the C.P.R. is, no 
doubt, interested in it. Dec., lUlt), pg. 
664). ^'^ 

Eflquimalt and Nanaimo Ry. — Tin- con- 
tract lot to tho Foundation Co. of Bri- 
tish Columbia, Limited, Vancouver, 

' til.. I l.aring of tho right of way 
and tho grading and bridging work on 
the branch from near Alborni to the 
(jroat Central Ijike, about lO.-'i miles. 
The track laying will probably Ik- done 
by tho K. and N.R. Co. in accordance 
with the universal practice on C.P R 

The Victoria, B.C., City Council has 
approved of the revi.sed agreement with 
tho company respecting the erection of 
a now bridge at Johnson St., which has 
been the subject of considerable nego- 
tiation for some years past. Tho agree- 
ment was forwarded to the British Co- 
lumbia Govcmmont for approval, and 
when it has boon finally accepted by the 
company, it will be submitted to the rate- 
payers for ratification. It is expected 
that this will be done early this year 
(Doc, lilUt, pg. fi.54). 

(Jrand Trunk Ry.— The Board of Rail- 
way Commissioners has ordered the com- 
pany to build a passenger shelter, and 
platform with shelter at the E. Clark sec- 
tion house, near Frome, Ont. (Dec. 1919 
pg. 654). 

Grand Trunk Pacific Ry.— The Board 
of Railway Commissioners has ordered 
the company to provide a stockyard at 
Heath, Alta.. forthwith. A press report 
states that the territory between Edmon- 
on and Tofield, Alta., is rapidly filling 
up, and is becoming a large stock pro- 
ducing area. Heath, mentioned above, 
is about 150 miles east of Tofield, and 
will probably bo a center of trade for 
the eastern part of the area named. (Dec. 
1919, pg. 654). 

Ktttle Valley Ry.— The Board of 
Railway Commissioners has approved 
a route map of the company's projected 
railway from Peuticton, B.C., southerly 
to the International boundary, on the 
east side of Osoyoos Lake. The board 
has also approved the location plan of a 
line from mile 1.62 to mile 3.99 from 
Penticton Wharf, B.C. 

We are advised that the British Co- 
lumbia Government has requested the 
company to consider an extension of its 
railway south from Penticton, B.C., and 
that the matter is receiving the com- 
pany's consideration. (Dec, 1919, dp 
654). ^ 

Lacombe and North Western Ry. 

We are officially advised that that the 
laying of track into Rimbey, Alta., was 
completed by the Alberta Government's 
Railway Department, Nov. 25, 1919. A 
number of residents of Bentley, hereto- 
fore the northern terminus of the line, 
made a trip over the line to Rimbey, Nov 
25, and joined the residents there in cele- 
brating its completion. The line is being 
operated into Rimbey by the construction 
staff, a train being run in each direction 
three days a week. 

W. Thompson, who has done a good 
deal of grading on the line, is reported 
to have .said in Edmonton, Dec. 2, that 
the 20 mile extension, now completed, 
runs through one of the best farming dis- 
trict-s in Alberta. The line now extends 
from Lacombe to Rimbey, 36.5 miles, of 
which about 20 miles from I.acombo to 
Bentley wore built about throe years 
ago. The Alborta Government took" over 
the line, and in the spring, 1919, called 
for tenders for it.s completion. (Dec, 
1919, pg. »;54). 

I.ievre Valley Power, Traction and 
Manufacturing Co.— The Quebec Legis- 

lature in being aiiked to amend the com- 
panyii charter powers by authorizing it 
to build a narrow gauge railway, and 
for other purposi-s. The Buckingham 
KI«Ttric Ry., Light and Power Co. was 
incorporated by the Quebec Legislature 
with various powers in IH95. In lUCi, 
the legislature changed the name of the 
company lo the Lievro Valley Power, 
Traction and Manufacturing Co., its 
powers as to railway con.struction being 
as follows, to build a single or double 
track railway from the City of Hull, or 
from a point in Hull Tp. to the mouth 
of the Lievre River in Buckingham 
Tp., Parish of L'Ange Gardion, through 
Buckingham, and along tho Lievre River 
Valley to the National Transcontinental 
Ry. Power was given to operate the pro- 
jected railway by electricity, steam or 
other motive power, and lo generate and 
distribute electric power. 

Normandin Farmers Railway Co. The 

Quebec Legislature is being asked to in- 
corporate a company with this title to 
build a railway across or near Roberval, 
.Ashuapmouchouan Dumeules. Dufferin, 
Normandin, Girard, Albanel, Racine and 
Dolbeau Tps., as far as Peribonka and 
thence southeast to the Saguenay River 
at deep water, at or near Saint Fulgonce. 
The provisional directors are: — C. Lag- 
amior, A. Villeneuve, B. Eraser, J. S. 
Turcotte, Normandin, Que. 

Pacific Great Eastern Ry. — We are of- 
ficially advised that the British Colum- 
bia Government engaged .Major C. Ewart 
in June, 1919, to make a sur%ey for a 
route for railway between Clinton and 
Ashcroft to connect the Pacific Great 
Eastern Ry. with the Canadian Northern 
Ry. Major Ewart left subsequently to 
join the C.N.R. engineering staff on the 
Kamloops-Kelowna line, and was suc- 
ceeded by R. Brunton, who has complet- 
ed the sur\ey for the suggested line, se- 
curing a route of approximately 42 miles. 
Beyond the making of the survey, noth- 
ing has been done in regard to construc- 
tion. (Dec, 1919, pg. 654). 

The Quebec Central Ry. has under sur- 
vey an extension of its line from Scotts, 
Que., to a connection with the Canadian 
National Rys., 2.5 miles east of St. Isi- 
dore, Que., 8.11 miles. 

Quebec Colonization Ry. — The Quebec 
Legislature is being asked to incorporate 
a company with this title to construct 
a railway from Mont Laurier, Labelle 
County, .southwesterly to the C.P.R. near 
Maniwaki. and running through Camp- 
bell. Kiawika, Dudley, Pope, Robertson, 
Boutillier, Kensington, Cameron, Wa- 
basso, Aumond. Egan. Maniwaki and 
Bouchille Tps., or any of them, or 
through unorganized territory; then 
from Maniwaki westerly in the direction 
of Lake Expanse and I>ac dcs Quinze to 
tho C.P.R., near Timiskaming, then 
southeasterly through Tabaret, Morcier 
and Gendroau Tps.; also to build a rail- 
way from tho Coulonge River, in Pontiac 
County, northerly to near Nottaway on 
tho National Transcontinental Ry., 
thence northerly to tho Bell River north 
of I.ako Shabogania; with connecting 
linos and branches. Tho linos to be oper- 
ated by steam or electricity. Dessaules, 
Garnoau, Desy and Lorrain, Montreal, 
are attorneys for applicants. 

Quebec Eastern Ry. — The Quebec Leg- 
islature is being askod to amend the 
company's charter by extending the time 
for building following projected lines lo 

January, 1920. 



Oct., 1925: From Sherbrooke to the Que- 
bec Bridge; from some point on the main 
line to Lyster, a branch from Lime Ridge 
and other branch lines to connect with 
existing lines not exceeding 15 miles 
long. The company was also authoriz- 
ed to acquire Lotbiniere and Megantic 
Ry. running from Lyster to St. Jean des 

The act respecting the Quebec and 
Saguenay Ry. passed in 1912, provided 
as follows: — "The Quebec and Saguenay 
Ry. Co. is hereby authorized to amalga- 
mate with, absorb and acquire, the Lot- 
biniere and Megantic Ry., and Quebec 
Eastern Ry., or either or both of said 
roads," etc. The present application to 
the legislation asks for a modification, 
on the suppression, of this section of the 

Roberval-Saguenay Ry. — The Que- 
bec Legislature is being asked to amend 
the company's charter of incorporation 
by giving it the power to build and oper- 
ate by steam and electricity, or either 
of them, a branch line to connect any 

mitting the building of branches, and by 
extending the time fixed for construc- 
tion. The statute referred to authorized 
the company to build a railway from 
Grenville, westerly to Montebello, thence 
northerly along the Salmon River Valley 
to the west side of Lake Papineau thence 
northerly on the east side of the Nation 
River and Lake Nomining to the Rouge 
River Valley, and along that to the Na- 
tional Transcontinental Ry. Authority 
was also given to build branch lines, and 
to develop water powers at points touch- 
ed by the railway. The provisional di- 
rectors named in the act are: J. S. Fas- 
sett, Elmira, N.Y.; G. W. Thayer, Ro- 
chester, N.Y.; C. Adsett, Hornersville, 
N.Y.; W. L. Haskell, Ulysses, Pa., and 
Westmount, Que.; F. W. Hibbard, West- 
mount, Que.; and Jas. Walker, Montreal. 
Sarnia, Ont. — A press report states 
that the building of a spur line at an 
estimated cost of $37,500 is being con- 
sidered by Lambton, Ont., County Coun- 
cil. There is a report that a steel plant 
is to be built near Sarnia, and this pro- 

Railway Rolling Stock Orders and 

Imperial Oil Ltd. has ordered 275 tank 
cars, and 25 compartment tank cars from 
Canadian Car and Foundry Co. 

Algonia Steel Corporation has ordered 
2 standard gauge car trucks, 40 tons ca- 
pacity, from Canadian Car and Foundry 

The C.P.R., between Nov. 15 and Dec. 
15, ordered a single track steel snow 
plough, and a double track steel snow 
plough, from its Angus shops, Montreal, 
and bought a 150 ton wrecking crane. 

The C.P.R., between Nov. 15 and Dec. 
15, received the following rolling stock 
from its Angus shops, Montreal, — 10 
steel tourist cars, 2 freight refrigerator 
cars, 1 all steel grain car, and 2 Santa 
Fe type locomotives. 

Canadian Car and Foundry Co., be- 
tween Nov. 11 and Dec. 13, made the fol- 
lowing deliveries of rolling stock, — 399 
repaired box cars and 283 repaired hop- 

Whccl (0-6-0) SwitchinK Locomoti 

point on its actually constructed railway 
in Chicoutimi County with the Quebec 
and Saguenay Ry. at La Malbie, Que. It 
is also asked that the time for building 
this previously authorized lines shall be 
extended to Mar., 1922, provided that 
they be completed by Mar., 1925. The 
lines in question are from Roberval round 
Lake St. John to the Peribonka River 
and thence southerly to Jonquieres; 
branch lines from the Ha Ha Bay Ry., 
end a line to the Maurice River. 

The company, we are advised, has un- 
der consideration a project for the build- 
ing of a line from Ha Ha Bay Jet. to 
Mistassini, Que., 64 miles. (Nov., 1918, 
pg. 488). 

St. John and Quebec Ry. — We are of- 
ficially advised that the entire track on 
the extension from Gagetown to the 
connection with the C.P.R. at Westfield, 
N.B., was laid during 1918, and that 
during 1919 ballasting and other finish- 
ing up work was carried out. There still 
remain some small works to be complet- 
ed, but this is not interfering with the 
operation of the line. The section was 
taken over Oct. 1, 1919, for operation 
by the Canadian National Rys., which is 
also operating the previously completed 
section between Gagetown and Center- 
ville, N.B. (Dec, 1919, pg. 655). 

Salmon River and Northern Ry. — The 
Quebec Legislature is being asked to 
amend the statutes of 1905, chap. 59, by 
authorizing a change in the location of 
the main line then authorized, by per- 

posal probably is for the purpose of con- 
necting the site of the projected plant 
with the railways at Sarnia. 

Toronto, Hamilton and Buffalo Ry. — In 

connection with a switch connecting the 
Toronto, Hamilton and Buffalo Ry. into 
the Canadian Westinghouse Co.'s plant 
at Hamilton, Ont., the Board of Railway 
Commissioners recently ordered the city 
to pay the cost of guarding the crossing 
of Aberdeen St. The city board of works 
and the board of control are reported to 
have decided to appeal against the order 
on the ground that the cost should be 
borne by the concerns benefitting. (Sept.. 
1919, pg. 491). 

Toronto New Union Station — Mayor 
Church of Toronto, who is a candidate 
for re-election, said at the nomination 
meeting, Dec. 23: — The union station will 
be finished next year. The railway will 
buy the right of way from Cherry St. 
to Scott St. So far as the viaduct is 
concemed, I can only say that the city 
will stand out for the fulfillment of 
every clause of the agreement." 

British Railway Management — A Lon- 
don, Eng.. cable of Dec. 8, states Sir 
Eric Geddes, Minister of Transportation, 
announced recently that the railway exe- 
cutive controlling the British railways 
would cease, Jan. 1, 1920, and would be 
replaced by an advisory board, consist- 
ing of 12 general managers, and 4 repre- 
sentatives of employes. 

per cars, to G.T.R.; 86 repaired box cars 
to Grand Trunk Pacific Ry., and 11 tour- 
ist cars, to Canadian National Rys. 

The Canadian National Rys. will be in 
the market in the near future for a large 
amount of rolling stock. While no ap- 
propriations have yet been made, Cana- 
dian Railway and Marine World under- 
stands that tenders will be invited 
shortly, involving an expenditure of ap- 
proximately $23,000,000, made up as fol- 
lows: Locomotives, $4,000,000; freight 
cars, $16,000,000; passenger cars, $3,- 

The Canadian National Rys. 6 flangers, 
being built by Preston Car and Coach 
Co., as mentioned in our last issue, will 
be of wood, with metal draft arms, sim- 
ilar to a 30 ton wooden box car, with 8 
longitudinal sills 5x9 in., simplex 30 
ton trucks, McCord journal boxes, and 
with cupola in the roof, with air oper- 
ating mechanism in cupola for operat- 
ing the flanger. The chief dimensions 
are, — 

Leiieth over end sills 36 ft. 

Width over side sills 8 ft. 11 Ins. 

Width inside 8 ft. 2 in. 

Heitrht from rail to top of cupola 15 ft. 

Center to center of body bolster 21 ft. iVi in. 

Hcisrht. top of rail to center of 

drawbar 2 ft. 10% in. 

The Canadian National Rys. 6 steel 
snow ploughs, ordered from Canadian 
Car and Foundry Co., as mentioned in 
our last issue, are of the all steel type, 
with drop nose and wing, and are oper- 
ated by air. Ice cutters are provided on 
the front truck, also air operated. The 



ront of the ploUKh in i-i|Uin|K.<| with 
■ typ*" pilot coudIit, with «n cx- 
• u't, HO that thr ploutfh .nn ho 
• i til nny ty|H- of cnr. nml the rear 
" 'I nf thi- ploutrh in iqiiippcil with ilrafl 
Kvr. Thr air brakoH arv Wfitinifhouno 
HI2, coinplclo with sqnial und con- 
ductor'i valve*, and hand brakes are 
niailo to op<Tatv from inxidc ami out- 
side. The headlijfht is C.N'.K. standard 
incnndescent eliHtrir. The front end 40 
ton trucks are icjuipped with outside 
iM-arinfrs, of similar construction to the 
tandard frciirht car trucks, with cast 

January. 1920. 

stvel trucks, & x 9 in. axles; rear end 
trucks, sUndard .lO ton M.C.B. sUndard 
friik'ht car trucks; journal boxes. Mc- 
Cord. The chief dioMnaions are (snow 
plough) : — 

i.<-nirth overalls jj (^ , » ,, . 

WWih ov,r .I.I. .III. _ * s f{. 91! m 

HtlrM. top or nil to tap of mrm 

•nifU.. .„ ._ u f^_ I |„ 

H'liiht, rail lo top of cupola 14 fL 

WMlh OUT wln«a. ntrndcd |« ft. 

h>ln-nw width, niiwil. 9 f(_ (|^ j„ 

KUrrmr l,.n«th. cupola _„^ ft. IH4 |„; 

I ruck rrntrni ««..—«..«,«««.... Ill ft 

Whwl l>«.,. leader truck ..__._„_....VZ4 ft t In! 

Whi>rl linar. rear trucli....„.„„.___..„. S ft. t In. 

Wriithl. approiimalrlr .,. M.7M lb! 

Traffic Orders by Board of Railway Commissioners. 

Free and Kedurcd Kailway Passenger 

Ocmrnl order 27-J. Nov. 20. 1919. See 
sepnrnte article: "Free and reduced rail- 
way pa.s.senKer transportation." on an- 
other paKe of this i.ssuc. 

Indication of ChanRe.s in Tariffs, 
(ienoral order 275. Dec. IG, lillil. Ke 
indicatini; chan>res in tolls in freight, 
iws.senjrer. express, telephone, and tele- 
graph schedules. Upon its appearing to 
the board that comparison of freight, 
passenger, express, telephone, and tele- 
graph schedules, with those which they 
supersede or amend, should be facilitat- 
ed, and in pursuance of the powers con- 
ferrwl upon the board by the Railway 
Act. 1919. sec. 324, and upon the report 
and recommendation of the board's Chief 
Traffic Officer, it is ordered that all 
freight, passenger, express, telephone, 
and telegraph tariffs, and supplements 
thereto, applying between points in Can- 
ada, or from a point in Canada to a for- 
eign country, hereafter filed with the 
board, shall, except as hereinafter pro- 
vided, indicate advances thereby made 
by the symbol "A." and reductions by the 
symbol "R," with the necessary explan- 
atory note, in the following manner, viz: 

1. In schedules which show the rates 
opposite the station, the proper symbol 
to be shown against each rate, or each 
rule or regulation, changed. 

2. In schedules in which the rates ap- 
pear in a table separated from the station 
list: (a) Unless the station groupings 
have been varied relatively to their 
rates; the proper symbol to be shown in 
the rate table in the manner prescribed 
in sec. 1 hereof; (b) if the station group- 
ings have been varied relatively to their 
rates; the proper symbol to be shown 
affainst the reference on the station page 
to the rate table and against each rule 
or regulation changed. 

Provided that if it is found impractic- 
able in a certain case to indicate changes 
by cither of the methods herein prescrib- 
ed, application may be made to the board 
accompanied by a printer's proof of the 
propo.sed schedule, for relief from the 
provisions of this order in such case. 

And it is also ordered that the char- 
acter of the .schedule be shown at the 
top of the title page, thus: "Advance." 
"Reduction," "Reissue," "New Rate or 
(Rates)" and so on. as the may 
be. And it is further ordered that order 
lfi.900. June 27, 1912. b<- rescinded. 
fJ.T.P.R. Coal Freight Charges. 

29,102. Dec. h, I'.ilii. Re complaint of 
Great West (\>a\ Co.. Brandon, .Man., 
against freight charges assessed by 
Crand Trunk Pacific Ry. on a car of 
coal shipped from Drumheller to Ray- 
more, Snsk.. and afterward diverted to 
Punnichy. .Sask. Upon hearing the com- 
jilnint at \Vimii>,-i- \-.,v ],>■,_ \f)\9. in 

the presence of counsel for the railway 
company and a representative of the 
complainant company. It is ordered that 
the complaint be dismissed. 

Free Return TranNporUtion for Live 
Stock Shippers. 
29.110, Dec. 12. 1919. Re complaint of 
executive boards of Western Live Stock 
Shippers' Association and Winnipeg Live 
Stock Exchange against cancellation by 
the Canadian Pacific. Canadian Northern 
and Grand Trunk Pacific Railways of all 
free return transportation for live stock 
shippers west of Port Arthur, to take 
effect Feb. 1, 1916; and order 24,673, 
Jan. 22, 1916, suspending such tariffs. 
In pursuance of the provisions of the 
Railway Act. 1919, sees. 45. 345 and 347, 
it is ordered that order 24,673, Jan. 22, 
1916, suspending the tariffs therein spe- 
cified, be rescinded; this order to come 
into force Jan. 1, 1920. 

C.P.R. Class Freight Rates. 

29.1.32, Dec. 11, 1919. Re C.P.R.'s pro- 
posed tariff of class freight rates between 
stations west of North Bay to Mackenzie 
and Sault Ste. Marie, Ont., and stations 
in Canada east of North Bay, on C.P.R. 
and connecting railways. Upon its ap- 
pearing impracticable to indicate the 
rate changes by symbols, as required by 
order 16,900, June 27th, 1912; it is order- 
ed that the C.P.R. be relieved from com- 
plying with the requirements of the said 

Car Demurrage During Winnipeg Strike. 

29.1.34. Dec. 9. 1919. Re application of 
Winnipeg Board of Trade for an order 
determining whether, or to what extent, 
the Car Demurrage Rules shall apply in 
connection with delays to cars due to the 
general strike in Winnipeg during May 
and June. 1919. Upon hearing the ap- 
plication at Winnipeg, Nov. 15, 1919, the 
Winnipeg Board of Trade, Empire Sash 
& Door Co.. Imperial Oil Co.. Blackwood 
Limited. K. L. Drewry Limited, Canadian 
Manufacturers' Association. Canadian 
Car Service Bureau, and Tees and Persse 
being represented and what was alleged 
the railway companies affected consent- 
ing; it is ordered that the demurrage 
toll to be charged by railway companies 
in connection with delays to cars at Win- 
nipeg due to the general strike in Win- 
nipeg, from May 15 to the fifth day after 
its termination, viz.. July 1. 1919. both 
dates inclusive, be $1 a car per day. 

(irand River Railway Passenger Fares. 

•29,145, Dec. 12. 1919. Re application 
of Grand River Ry.. for authority to file 
tariffs providing for a general advance 
in tolls for the carriage of passengers in 
the same manner and to the .same extent 
as permitted by the board in the of 
steam railways. Upon reading what is 
filed in support of the application, it is 
ordered that the company be authorize<l 

to increase iu sUndard maximum fare 
for the carriage of ixia.Hengers to 2^~bc 
a mile; iiuch increased fare not to U-come 
effective until the company has complied 
with the requirement* of the Railway 
Act, 1919. se<-. 3.34. 

Coal liaadlinR Fa«iliti«H at OlUwa. 

29,161. De<. 17. 1919. Re application 
of O Reilly & H.langcr for an order un- 
der sec. 312, 316. 317. 319 and 320 of the 
Railway Act. directing the G.T.R. to 
provide reasonable ami proper facilities 
for unloading, handling, storing and de- 
livery of the applicants' coal at the coal 
trestle erected upon the railway com- 
pany's lands in iU sUtion yards at Isa- 
bella St.. Ottawa, and for mandatory 
orrler directing the railway company 
forthwith to terminate an agreement or 
lease, in respect to the said coal trestle, 
dated Oct. 25. 1916, made between the 
railway company and the Coal Trestle 
Co. Ltd.; upon hearing the application at 
Ottawa. Dec. 2, 1919. in the presence of 
counsel for applicants and the railway 
company, it is ordered that the applica- 
tion be refused. 

Steam Railway Track Laid in 1919. 

The following is a preliminary 
ment showing new track laid on 
railways during 1919: 

Alberta and fircat Waterway. Ry. — 

MilcaKc 276.90 to 2M.50 _ „ 

Canadian National Rjt.. — 

Thundprhjil branch. Sa>k 

Swift Current branch. Sask 

Melfort-Humboldt line. Saak 

Luck I<ake branch. Sask 

Hanna-Mrdicine Hat line. Alta 

Oliver-St. Paul de Metis line. lAta 

Peace River line. AlU 

Vancouver Island line — 

.MilraKe 2t..'.9 to .-,2.48 







•Dolly Varden Mines Ry.— 

Dolly Vardon .Mines to Alice Arm. B.C. 18.00 
*Lacombe and North Western Ry. — 

From near Bentley to Rimbey. Alta... 17 00 

Pacific Great Eastern Ry.— 

Lone Butte near Home Lake to Deep 

Creek near Soda Creek. B.C 82.00 

. Total tM.M 

* Approximate. 

The Canadian National Rys. graded 
261.10 miles on 17 branch lines during 
1919 in the prairie provinces, and grad- 
ed approximately 40'^'r of the mileage of 
the Kamloops - Kelowna -Vernon- Lumby 
line in British Columbia. Track was laid 
on 158.46 miles on seven of the prairie 
branch lines. In addition 6.75 miles of 
second track was laid near Munspn, Alta., 
in the Drumheller coal mining region. 

While the Canadian Pacific Ry. did not 
lay track on any new lines during 1919, 
it put under contract, eight branch lines, 
or extensions, totalling 213 miles, in 
Manitoba, Saskatchewan and Alberta, on 
which grading is reported to be from 5rc 
to 56Cf completed. 

Canadian Collieries (Dunsmuir) Ltd. 

Reorganization — A London, Eng., cable 
of Dec. 5. states that a plan of reorgan- 
ization for this company has been drawn 
up, and that a meeting of shareholders 
to sanction it will be held Jan. 19. The 
plan it is said will virtually hand over 
the property to the bondholders. The 
company a Mackenzie-Mann one was in- 
corporated .\pril 8, 1910, and acquired 
the capital stock and coal interests of 
the Wellington Collien,' Co.. and James 
Dunsmuir on Vancouver I.«land, B.C. 
The property includes the Wellington 
Colliery Ry. The liabilities include 
$15,000,000 of capital stock. $10,000,000 
of funded debt and $2,599,885 accrued 
bond interest. 

January, 1920. 



Canadian National Railways Construction, Better- 
ments, Etc. 

Sydney Terminal Facilities — A press 
report states that Mr. Gregory, of the 
Dominion Government's engineering staff 
has been in Sydney, N.S., taking some 
soundings near the old government 
wharf, and running ♦some levels in the 
vicinity of Victoria Parl<, in connection 
with some projected improvements of 
the railway and shipping terminal facili- 
ties. The report states that the govern- 
ment has all the necessary data on hand 
for the construction of the terminals, and 
it is expected that tenders will be called 
for shortly for the work to be done. The 
governnient is said to have provided 
$100,000 in the estimates for the erection 
of a new wharf to replace the old one de- 
stroyed by fire some years ago. The con- 
struction of railway facilities with the 
report states, involve an additional ex- 
penditure of $500,000. 

St. John Improvements — A. P. Barn- 
hill, one of the C.P.R. directors on re- 
turning to St. John, N.B., Dec. 5, after 
attending a meeting of the board in To- 
ronto, is reported to have said: "The im- 
portant matter now for St. John is not 
so much the railway service as terminal 
facilities for ocean business. The rail- 
way service is here but we still lack fa- 
cilities adequate for the ocean business 
which must soon come here. In answer 
to my representations that. St John is 
entitled to consideration in the allotment 
of steamships equal to that given to any 
other port, the fear has been expressed 
that there will be congestion at this port, 
that is, that the facilities are not ade- 
quate for the steamships which are 
scheduled to arrive here. While I am 
assured by the harbor master and by 
others having knowledge of our facilities 
that these are adequate for the present 
year, yet it is apparent that they must 
be greatly increased at once to take care 
of the business of the immediate future." 

West River, Lachute Bridge — The 
Board of Railway Commissioners has au- 
thorized the rebuilding of the railway 
bridge across the West River, Lachute, 

Brockville Terminal Facilities — The 
old Brockville, Westport and Northern 
Ry.. now a part of the Canadian Na- 
tional Rys., had its southerly terminus 
at Brockville, Ont., with terminal yards, 
etc. Npw that the G.T.R. is about to be 
taken over by the Dominion Government, 
an arrangement is reported to have 
been concluded under which the G.T.R. 
terminal facilities will be utilized for 
both lines. It is also reported that a 
new station may be built and the ter- 
minal facilities enlarged. 

Whitefish River Bridges— The Board 
of Railway Commissioners has authorized 
the building of bridges over the White- 
fish River, at miles 18.9, 20.3 and 21.6, 
North Lake Subdivision, Ont. 

Oakland Extension — The Board of 
Railway Commissioners has authorized 
the building of the extension of the Oak- 
land line across 23 highways in Mani- 

Amaranth Extension — The Board of 
Railway Commissioners has approved lo- 
cation plans for the Amaranth, Man., ex- 
tension, through Tps. 21 and 22, range 
11 and 12, west principal meridian, mile 
59.49 to 69.73, and has authorized the 
building of the line across highways be- 
tween those points. 

Kamsack Station — The Board of Rail- 
way Commissioners has ordered the com- 
pletion of additions and alterations to 
Kamsack, Sask., station by May 15. 

Oliver-St. Paul de Metis Branch— A 
press report states that track has been 
laid to the north end of Cache Lake, mile 
98.5 from Oliver, in Sec. 31, Tp. 59, 
Range 12, west of 4th meridian, Alta. 
From this point to St. Paul de Metis, 21 
miles, grading is reported to be prac- 
tically completed, but owing to shortage 
of rolling stock, the track will not be 
laid at present. Ballasting is reported 
to have been completed from mile 38.9 to 
98.."). A station has been built at Rad- 
way Centre, mile 43. A station and stock 
pens have been built at Sinoky, mile 65, 
and a freight shed and stock pens at 
Cache Lake. 

Peace River Branch — Track lying was 
reported to be in progress on the exten- 
sion of the line from Sangudo, Alta., in 
the direction of Peace River, early in 
Dec, 1919. The line has been in opera- 
tion for some years between Peace River 
Jet., 36 miles westerly of Edmonton, to 
Sangudo, 31 miles, and grading was com- 
pleted in 1913 to Whitecourt. This grad- 
ing was repaired during the summer of 
1919. Material for laying 15 miles of 
track was reported to be on the right of 
way at the end of Nov., 1919, and it was 
expected that rails for an additional 18 
miles would be secured from Ranfurly, 
Alta., on the main lino, whei-e 60 lb. 
rails have been replaced by 85 lb. rails. 

Kamloups - Vernon - Kelowna - Lumby 
Branch — The route map of this branch 
shows a line from Kamloops Jet., on the 
north site of the Thompson River, en- 
tering Kamloops by a bridge over the 
river and proceeding along the south 
bank for several miles, then turning 
south and east, passing by Monte Lake 
and reaching Armstrong, then almost 
directly south to Vei-non, and passing by 
the west side of Long Lake, and the 
east side of Woods Lake, reaching Ke- 
lowna, on Okanagan Lake. From Lumby 
Jet., just south of Vernon, a branch runs 
easterly to Lumby. 

The Board of Railway Commissioners 
has approved the location of the follow- 
ing sections of the branch: Mile 14.23 to 
32.96 to 56 east of Kamloops Jet.; mile 
66 to 88.22 east of. Kamloops Jet. From 
Lumby Jet. to Lumby, mile to 14.23; 
from Lumby Jet., north to Vernon, 1.29 
miles, and from Lumby Jet., south to 
Kelowna, 33.26 miles. These approvals 
cover the entire line with the exception 
of a section between Kamloops and mile 
14.23, east of Kamloops Jet., and between 
mile 88.22 (near Armstrong) and Vernon. 
The management's desire is said to be 
to link up its line with and to obtain 
running rights over the C.P.R. between 
the points named. (Dec, 1919, pg. 658). 

Flin Flon Mine and Projected Railway 

— A Winnipeg, Man., report, Dec. 18, 
states that nothing further has been done 
in connection with the proposed sale of 
the Flin Flon mine near Pas, Man., to 
Hayden Stone & Co., of Boston. Hon. 
E. Brown, Treasurer of Manitoba, stated 
that the present financial situation is re- 
sponsible for the delay in the sale, but 
added that a sale would be made in the 
future though not necessarily to Hayden 
Stone & Co. 

Arrangements for Acquisition of 
G.T.R. by Dominion Government. 

A meeting of G.T.R. shareholders will 
be held in London, Eng., in the middle of 
January, to ratify the agreement between 
the company and the Dominion Govern- 
ment, for the acquisition of the G.T.R. 
system. In referring to this, the Lon- 
don Times says that, while nobody will 
pretend that the government has been 
generous, the terms are better than at 
one time seemed probable, so on the 
whole the arrangement must be regard- 
ed as satisfactory, and that it renders 
safe something like $70,000,000 to $80,- 
000,000 of British capital invested in 
Canadian railways. 

It is said that in the arbitration pro- 
ceedings between the Dominion Govern- 
ment and the G.T.R., in respect to the 
acquisition of the G.T.R. system, the 
G.T.R. will be represented by W. H. Big- 
gar, K.C., Vice President and General 
Counsel; F. H. Phippen, K.C., Toronto; 
A. W. Atwater, K.C., Montreal; and 
Eugene Lafleur, K.C., Montreal. 

The Timiskaming and Northern 
Ontario Railway's Future. 

In the course of a recent trip to Cobalt 
and other points in Northern Ontario, 
Hon. E. C. Drury, Premier of Ontario, 
received several delegations who present- 
ed for his consideration matters connect- 
ed with the future of the Timiskaming 
and Northern Ontario Ry. In reply to 
what was suggested he is reported to 
have intimated at Cobalt, Dec. 8, that 
the Ontario Government might suggest 
the acquisition of the T. and N.O.R. by 
the Dominion Government. The T. and 
N.O.R. , running from North Bay to Coch- 
rane, connects the Grand Trunk lines in 
old Ontario, which are to be acquired by 
the Dominion, with the National Trans- 
continental Ky., which the Dominion now 
has. The Canadian National Railways 
system now has running rights over the 
T. and N.O.R. The Ontario Government 
railway might be considered a useful ad- 
dition to the national system if it could 
be acquired on satisfactory terms. 

An Ottawa dispatch of Dec. 9, stated 
that the Ontario Premier's suggestion 
did not occasion any surprise in govern- 
ment circles there, and that the opinion 
was that such a proposition would be 
favorably received. 

Curtailment of Canadian Train Ser- 
vice — In connection with the coal short- 
age in the United States, which affected 
the supplies for Canada, and the general 
curtailment of the train service south of 
the border, a very genei-al withdrawal 
of trains was put in effect by Canadian 
lines Dec. 1, and on subsequent days up 
to Dec. 10. The last and most import- 
ant train to be affected was the C.P.R. 
fast train, Trans-Canada Limited, which 
was taken off Dec. 31. The trains af- 
fected were mostly local ones although 
some having U.S. connections were cut 
off to suit the curtailments south of the 
border line. The G.T.R. is reported to 
have had about 90 trains, and the C.P.R. 
35 trains cut off. For the convenience 
of Christmas traffic, most of the trains 
cut off were operated temporarily on 
Dec. 24, 25 and 26. With the settlement 
of the strike in the United States, the 
possibilities of the restoration of all the 
services is looked for, but it is reported 
that it will take at least two months to 
clear up the situation created. 


January. 1920. 

i raiisporlation Appuintments Throug^hout Canada. 

< nnadian National Rtr.— T.W.BROWN. 

hrrctofiin- Koniliiiaxtpr, Mu<<knka and 
Orillia Su>Mlivi<(inn, Toronto, who, as an- 
nounced in otir lust issuf, was transfor- 
rotl to other siT\icf.s, has sinct- rosijrnod. 

T. r.AKHdI.I, has l)ocn appointed Su- 
pervisor of Work Equipment, with jur- 
isdiction south of the St. Ijiwrcncc River. 
Headiiunrters, Moncton, N.B. 

C. I". DISNKY, formerly in the Bridge 
neiuirtnu-nt. Intercolonial Ry., Moncton, 
N.B.. and more recently in military ser- 
vice overseas, has been appointed acting 
Bridjre Knjrinet-r, Kastern Lines, Cana- 
dian Northern Ky., vice W. I'. Chapman, 
who has been granted leave of absence, 
at the expiration of which he will leave 
the service. 

(".. F. FOWLER, City PasscnRcr AKont 
llumiltiin. Ont., has resigned to enter 
White Star Line's service at Toronto. 

J. M.ACGILLIVRAY, formerly Man- 
a>:er, and afterwards Receiver, Inverness 
Coal & Ry. Co., Inverness, N.S., is now 
attached to the office of the General Man- 
ager, Western Lines, C.N.R., Winnipeg, 
and is handling special work. 

W. F. SECORD has been appointed 
Super\'isor of Work Equipment, with 
jurisdiction north of the St. Lawrence 
River. Headquarters, Toronto. 

Canadian i'acific Ry. — SIR JOHN 
EATON, President, The T. Eaton Co. 
Ltd., Toronto, has been elected a di- 
rector of the C.P.R., succeeding the late 
W. I). .Matthews. 

H. L. .McKE.AN. heretofore, Soliciting 
FreiKht .^Kent, has been appointed 
Travellinjr Freight Agent, St. John, N.B., 
vice J. P. Doherty, resigned on his ap- 
pointment as Port Agent, Canadian Gov- 
ernment Merchant Marine, Ltd., St. John, 
N.B., as announced in our last issue. 

Lieut.-Col. BLAIR RIPLEY, C.B.E., 
D.S.O., formerly Engineer of Grade Se- 
paration, North Toronto, later in mili- 
tary service overseas, has been appointed 
Engineer, Ontario District, vice A. L. 
Hertzberg, retired. Office. Toronto. 

T. D. UTLEY, heretofore Car In- 
spector and relieving Car Foreman, Swift 
Current, Sask., has been appointed Car 
Foreman, Weyburri, Sask., vice F. C. 
Reid, transferred to Vancouver, B.C. 

Canadian Pacific Ocean Services Ltd. — 
W. B.\IRU, General Agent, Liverpool, 
Eng., has been appointed General Pas- 
senger Agent for Europe. Office, Liver- 
pool, Eng. 

E. T. STEBBING, heretofore Passen- 
ger .Manager, Liverpool, Eng., has re- 
turned to his former position as General 
Agent, Passenger Department, New 

Grand Trunk Pacific Ry.— ,1. T. ARM- 
STRONG, heretofore Chief Dispatcher. 
Biggar, .Sask., has been appointed Chief 
Dispatcher, Edmonton, Alta., vice C. H. 
Brown, whose appointment as Assistant 
Superintendent, Edmonton, Alta., was 
announced in our last issue. 

G. C. BARNETT. heretofore Road- 
master, Biggar to Wainwright, Biggar, 
Sask., has been appointed Roadmaster, 
Biggar-Calgary, and Battleford and Cut- 
knife Branches, Biggar, Sask., vice A. 
Rinistad, transferred. 

J. H. GROAT heretofore Assistant Su- 
perintendent. Edmonton Alta., has been 

a|>pointed Chief Dispatcher, Biggar, 
•Siisk., vice J. T. Armstrong, traniiferred 
to E<lm<intan, Alta. 

A. RI.MSTAD, heretofore Roadmaator, 
Biggar-Calgary and Battleford and Cut- 
knife Branches, Biggar, Sask., has been 
appointed Roadmaster, Biggar to Wain- 
wright, both inclusive, Biggar. Sask., vice 
G. C. Barnett, transferred. 

W. H. TURNBl'LL, has been appoint- 
ed locomotive foreman, Biggar, Sask., 
vice J. A. Moran, resigned. 

Canadian National Kailway.*- 
Concert, Etc. 


The Canadian National Railways, To- 
ronto olTice staff" held a social evening 
recently, which included a concert and 
dance. During the evening a hand- 

C. p. Dimiry. 

ActiriK Bridge Enicinecr. Eastern Lines. Canadian 

Northern Railway. 

soniely illuminated address was present- 
ed to the President, D. B. Hanna, read- 
ing as follows: — 

"We, the employes of the Toronto of- 
fices of the Canadian National Rys., take 
this opportunity of conveying to you an 
expression of our united loyalty, devo- 
tion and affection. We realize the great 
task you have undertaken as President 
of one of the largest publicly owned en- 
terprises in the world and that the un- 
failing loyalty and support of all your 
employes are necessary to make this an 
unqualified success. We know that ef- 
ficiency is the keynote to the ultimate 
success of the Canadian National Rys., 
and with your wonderful example of 
courage and devotion to duty always be- 
fore us we wish to assure you that our 
great aim will be to assist you in mak- 
ing the service of this great railway one 
hundred percent efficient and sincerely 
hope that you may be spared to serve 
for many years as its President. 'Heaven 
keep ye free frae care and strife till far 
ayont fourscore.' " 

.Mr. Ilanna, in replying, aaid he woa 
at a Ions for words to reply to iiuch a 
tentimonial and that it wan something 
he w-ould treasure more highly than any- 
thing else which could have been given 
him, and would l>c handed down to hia 
family as an heirloom. While he did 
iiot require the address to assure him 
of the esprit de corps, loyalty and devo- 
tion existing between the employes of 
the Canadian National Rys. an<l himself, 
for he already had found it through years 
of service together, he appreciated this 
expression of it more than he could tell. 

Railways Taken Over by Dominion 

Following is a list of railways which 
have been acquired by the Dominion Gov- 
ernment, since Aug. 1, 1914, and now 
operated as Canadian National Railways, 
the dates mentioned being those on which 
they were taken over: — 

Owned Line*: 
International Ry. uf New Brunswick. Auif. 1. 1914 
N.'w Brunswick and Prince Edward 

I«land Ry _ _....Au«. »1. 1»U 

M.incton A Burtouche Ky _ „.Jun« I. 1918 

Salisbury A Albert By July 1. 1918 

Klirin & Haveloek Ry.._ lune 1. 1918 

.St. Martins Ry June 1. 1918 

York A Carleton Ry June J, 1918 

Quebec A Sairuenay Ry Sept. 1. 1919 

Hudson Bay Ry Oct. 1, 1918 

ContrelM Line*: 
Canadian Northern Rys. System Nov. 20. 1918 

Leased Lines : 

St. John A Quebec Ry Jan...I. 1916 

Vale Railway May 1. 191S 

Dominion Engineering and Machinery 

Co. Ltd., has been incorporated under 
the Dominion Companies Act with auth- 
orized capital of $3,000,000 and office in 
Montreal, to carry on the business of 
general engineers and contractors for 
the construction of public and private 
works and a variety of other businesses 
incidental thereto. The provisional are 
L. H. Ballantyne. F. G. Bush, G. R. Dren- 
nan, H. W. Jackson, and M. J. O'Brien, 
Montreal. In connection with the an- 
nouncement of the incorporation of the 
company, there also appeared notice of 
the passing of a bylaw, numbered 21, in- 
creasing the number of directors from 
.5 to 12. The bylaw was passed at a 
meeting of directors Dec. 8, and the no- 
tice is signed by F. G. Bush, Secretary. 

Department of the Naval Service. 

SEALED TENDERS addrrunl to the ander- 
siirned and endor^ied on the envelope 'Tender for 
C.G.S. Thirty-Thrre." will be rvcei\-ed up to noon 
of Thursday, the 22nd day of January, 1920. for 
the purchase of the steamer •"Thirty-Three." a« 
she now lies at Halifax. 

The lenitth of this vcasel is 80'. 1*. arou ton- 
naice '9. resistered tonnare U, H.P. 21, with a 
speed of approximately 9 knots and is constructed 
of steel. 

Full particulars and permission to inspect may 
be obtained on application to the undersiKned. or 
to the Captain Superintendent H.M.C. Dockyard. 
Halifax. N.S. 

Deputy Minister of the Naval Service. 

Department of the Naval Service. 
OtUwa. December 27. 1919. 
Unauthorised publication of this notice will not 
be paid for. 

January, 1920. 





Devoted to Steam and Electric Railway. 
Marine, Shipbuilding and Railway, Harbor and 

Canal Contractors' Int^resbs. 
Official Orcan of variooa Canadian Transporta- 
tion Associations. 
Published on the first of each month. 

70 Bond Street, Toronto, Canada. 


ManaffinE Director and Editor-in-Chief. 


Business Manager. 

Associate Editors 
John Keir and Donald F. Kt 

United States Business Repreaentatlve. 
A. Fenton Walker. 143 Liberty St.. Ne 

Member of 
Associated Business Papen, 
Audit Bureau of Circulations 
Canadian Press Association, 

Authorized by the Postmaster General for Can- 
ada, for transmission as second class matter. 

SUBSCRIPTION PRICE, including postage any- 
where. $2 a year in advance. 

SINGLE COPIES, 26 cents each, inelndinK poat- 

The best method of remittting is by express or 
post office money order. If remittance is made 
by cheque, 15 cents should be added to cover cost 
of collection unless cheque is payable at par ia 
Toronto or Montreal. 

ADVERTISING RATES furnished on application. 
ADVERTISING COPY must reach the publiahen 
by the 10th of the month preceding the date of 



Appointments. Transportation 22 

Birthdays of Transportation Men 6 

Board of Railway Commissioners, — ■ 

Orders by. Summaries of 8 

Traffic Orders 20 

Canadian National Rys.. Construction 21 

End of the Year One 14 

Canadian PaciBc Ry., Construction 15 

Steel Hopper Grain Car 26 

El^^ic Railway Department 28 to 36 

jJPadian Electric Railway Association's An- 

<9nal MeetinK 32 

Freight and Passenger Rate Increases 35 

Hydro Electric Power Commission of On- 
tario's Electric Railway Projects 29 

Montreal Tramways Co.'s Snow Fighting 

Work 30 

Projects, Construction, Etc 34 

Sandwich, Windsor and Amherstburg Ry. 

Sale 31 

Taxation of Substructures and Superstruc- 
tures in Ontario 28 

Track Laid in 1919 36 

Wages Working Conditions, Etc 31 

Express Companies. Among the 54 

Lumber Conser\ation on Crossings 11 

Mainly About Railway People 16 

Marine Department 37 to 54 

British Columbia Pilotage 48 

Bunkering Re<^ulation3 53 

Canadian Government Merchant Marine, 

Operation, Etc 37 

Customs Requirements re Coastwise En- 
tries, Etc 53 

Merchant Shipping (Canadian) Losses Dur- 
ing the War 49 

St. Lawrence Winter Navigation Possibili- 
ties 40 

Shipbuilding. General. Throughout Canada.. 43 

Winter Moorings of Canadian Vessels 50 

Wireless Telegraphy on British Ships 47 

Premier's Address to a Railway Brotherhood 7 

Railway Association of Canada 13 

Railway Development 18 

Railway Earnings 17 

Railway Finance. Meetings, Etc 28 

Railway Legislation in New Brunswick 12 

Railway (58th Broad Gauge) Operating Com- 
pany's Work Overseas 1 

Railway Rolling Stock Orders and Deliveries.... 19 

Railway Track Design and Manufacture 24 

Railway Track Laid in 1919 20 

Railway Transportation. Free and Reduced 5 

Telegraph. Telephone and Cable Matters _ 54 

President Hanna's Christmas Mes- 
sage to Officers and Employes. 

D. B. Hanna, President, Canadian Na- 
tional Rys., issued the following, Dec. 24: 
"To officers and employes: — In this 
Christmas message I desire to express 
my hearty appreciation of the co-opera- 
tive efforts of officers and employes who, 
with pratifyinpr results, have worked hard 
to make the first year of the Canadian 
National Rys. one of progress and suc- 
cess. During the new year let us keep 
up the good work and show that govern- 
ment owned railways in Canada can be 
operated efficiently. I do not believe that 
personal incentive and ambition are elim- 
inated from the make-up of our officers 
and employes because they work for the 
government. You may rest assured that 
the opportunities for promotion are yours 
and that good w^irk will be recognized 
and rewarded. In a spirit of goodwill 
I extend the wish that a full measure of 
happiness be yours at this Christmas sea- 
son and that wellbeing attend you 
throughout the new year." 

Collection and Compilation of 
Transportation Statistics. 

As foreshadowed in previous issues of 
Canadian Railway and Marine World, the 
collection, compilation, etc., of railway, 
canal, express, telegraph and telephone 
statistics carried on formerly in the Rail- 
ways and Canals Department, by Comp- 
troller of Statistics, J. L. Payne, has been 
tran.sferred to the Trade and Commerce 
Department's, Dominion Bureau of Sta- 
tistics, where it will be carried on under 
the direction of the Dominion Statistician 
and Comptroller of Census, R. H. Coats, 
B.A. The following staff have been trans- 
ferred from the Railways and Canals De- 
partment to the Dominion Bureau of 
Statistics, viz.: J. S. Woodill, clerk, rail- 
way statistics; S. L. T. McKnight, clerk, 
canal statistics; C. B. Robinson, clerk, 
telephone and telegraph statistics; F. L. 
Kemp, clerk. .1. L. Payne, Comptroller 
of Statistics, Railways and Canals De- 
partment, has not been transferred, and 
it is said that he will have no further 
connection with the work he has car- 
ried on heretofore. 

In June and again in Oct., 1919, the 
Civil Service Commission issued the fol- 
lowing notice inviting applications: — A 
railway accountant for the Transporta- 
tion Division of the Dominion Bureau of 
Statistics, Department of Trade and 
Commerce, at an initial salary of $3,000 
a year. Candidates must have a thorough 
knowledge of railway accounting and sta- 
tistics in their various phases, based on 
experience in large railway accounting 
office, preferably head office of Canadian 
railway; they must be qualified by educa- 
tion and training to undertake original 
investigations in different aspects of c()st 
accounting. The position requires initia- 
tive and resourcefulness, as well as first 
hand knowledge of existing railway ac- 
counting systems. 

We are officially advised that G. S. 
Wrong, of Toronto, has been appointed 
to the position. He was in the Hydro 
Electric Power Commission of Ontario's 
service up to May, 1918, when he en- 
listed and he returned to the commis- 
sion's sen'ice after demobilization. 

Railway Finance, Meetings, Etc. 

Canadian National Rys. — There has 
been deposited with the Secretary of 
State at Ottawa duplicate original of a 
deep of collateral trust and mortgage 
dated Oct. 1, 1919, between the Canadian 
Northern Ry., the National Trust Co., 
and the Crown, securing certain 5%% 
guaranteed secured notes of the Cana- 
dian Northern Ry. 

There has been deposited with the Sec- 
retary of State at Ottawa, duplicate or- 
iginal of lease and assignment made be- 
tween the Canadian Northern Rolling 
Stock Co. and the Canadian Northern 
Ry., and the Gerard Trust Co., dated 
Nov. 29, 1919, supplementary to a lease 
and assignment dated May 1, 1919, in 
connection with the Canadian Northern 
Equipment Trust, Series C, 1919. 

The Guelph Jet. Ry.'s net earnings for 
the last financial period of l.'J weeks, 
were reported, Nov. 26, to be to $20,- 
67.5, out of which the directors authoriz- 
ed the payment of a dividend of $19,975 
to the City of Guelph, Ont. The total 
amount paid to the city for the last fin- 
ancial year was $69,700, or 14% '/c on 
the capital stock held by the city. For 
the preceeding financial year the city re- 
ceived $61,569.86. The line which ex- 
tends from Guelph Jet. to Guelph, is 
leased to the C.P.R. 

Ottawa Terminals Ry. — Following are 
the directors for the current year: — 
President, H. G. Kelley; Vice President, 
W. D. Robb; Vice President and Treasur- 
er, F. Scott; other directors: — J. E. 
Dalrymple, R. S. Logan, W. IT. Biggar, 
all being G.T.R. officers. 

Timiskaming and Northern Ontario 

Passenger earnings t 81.561.37 $ 50,704.37 

Freight earnings 233,167.82 204,219.57 

Total earnings $314,729.19 $264,923.94 

Grain Inspected at Western Points. 

The following figures, compiled by the 
Dominion Bureau of Statistics, show the 
number of cars of grain inspected on 
railways, at Winnipeg and other points 
in the western division, for Nov., 1919, 
and for two months ended Nov. 30, 1919, 
and Nov. 30, 1918, respectively: 

2 mons. to 2 mons. to 

C.N.R 6,848 

C.P.R 12,296 

G.T.P.R 3,169 

G.N.R. (Duluth) .... 73 

ov. 30, 

Nov. 30, 











Total 22,386 



English Railways Freight Rates are 

reported to have been advanced recently 
from 60 to 70%. 

Smoke From Railways' Stationary 
Plants— The Board of Railway Commis- 
sioners issued the following circular, 
Nov. 26, 1919:— Complaint has been made 
to the board of serious nuisance arising 
in cities by reason of the befouling of 
the atmosphere by dense or opaque 
smoke emitted fro mthe stationary plants 
of railways in such municipalities. The 
board desires to be informed by the rail- 
way companies subject to its jurisdiction, 
within .30 days of the date of this cir- 
cular, whether they are agreeable to the 
issuance of a general order extending the 
application of general order 18 to sta- 
tionary plants, and requiring that such 
stationary plants be equipped so as to 
prevent the unnecessary and unreason- 
able emission of dense or opaque smoke, 
failing which a hearing of all parties 
involved will be held and a decision arriv- 
ed at in the matter. 


January, 1920. 

Railway Track Design and Manufacture. 

The objwrt of thi.n |i«p<T in tn outlini- 
in a* fow wordii a.i poKnihU- tho nU-pn 
taken to ovcrconio diftlcultio.i in track 
consttniction. that have ari»fn from tinu- 
to time, in an endeavor to keep |>aco with 
the inrrea5e<i loads and speedR so neccB- 
aary to modem civiliiation. It would bo 
impossible to irive any detail and I trust 
these few words may irive sonic idea of 
tho ne<-e5sity of having more co-opera- 
tion between manufacturer and user. Our 
United States friends have several well 
known track societies, and their publi- 
cations and standards are practically ac- 
cepteil lis standard in Canada. This niny 

n> W. K. L. UytT. A.M.K.U\ .Montreal. 

ment than bridges, wat^'r works ami 
sewers combined, the subject is well 
worth consideration, but in this short 
(taper it would be impossible to ko into 
any detail and the chief points of inter- 
est only will be dwelt on. 

The word tramway is of Scandinavian 
origin and primarily means a beam of 
wood, where the first reference was made 
in 15,').'). In lowland Scottish "tram" was 
used both as a beam of wood, and spe- 
cifically of such a beam employed as the 
shaft of a cart, and in some places to- 
day the name is still piven to wheeled 
vehicles used for carrying coal in min- 












Fi(. I. Plair rail. i;«T. c»l iron. Fit. 4. HlrinKcr rail without sroovr. FiK. 7. Bridie rail. IH3T. 92 lb. 

Pis. t. Bdxr rail, ITHS, caal iron. Fie. 5. LivtMy rail. Fif. S. Double head rail, IS3T. 

Fie. 3. Slrinifr rail, ISOO. Fix. 6. Flat botlom rail, 1830, 3e lb. Fie 9. Bull head rail. 

have its ndvantaees, as it saves us any 
responsibility, but on the other hand it 
does away with the possibility of de- 
veloping our own ideas, which are usually 
turned down until they revert back from 
other sources. This iloes not seem rea- 
sonable and it looks as though the Rn- 
frineerini; Institute of Canada mi(;ht take 
this into consideration alonK with its 
other worries. To brinK this point be- 
fore you, I may say that the proper con- 
struction of track and the efficient and 
economical maintenance involve the 
science of enirincerini;, although broadly 
it is not recoirnizcd as such. 

Of the three recojrnized staKcs havinfr 
to do with tracks in service, either con- 
struction or maintenance are as much 
cntrineerinK as that of track location, 
and when one considers that track and 
roadbed represent a much larger invest- 

ing. "Tramway" therefore is primarily 
either a way made with beams of wood 
or one intendetl for the use of "trams" 
containing coal. The usage of today has 
converted the meaning into the form of 
electric traction as applied to city traf- 
fic and with which we arc all familiar. 

There has been considerable experi- 
mental work done since the first beams 
of wood were used to lighten the labor 
of hauling loads, and it was not till 1767 
that attempts were made to use bett«'r 
wearing materials, and build on a more 
permanent basis. The first rails were 
made of cast iron about It ft. long, the 
section at the middle being shown as in 
fig. 1, and tapering in depth to the ends, 
thus making each rail a small girder. 
The rails were placed 6 ft. between the 
flanges, which ser\-ed the double purpose 
of keeping the wheels in place and 

strenKthening the casting. This rail wax 
not satisfactory to the general public 
who found difficulty in crossing the 
flanges, and in 17K5t the edge rail shown 
in fig. 2 was tried, the wheel being kept 
in place by guards of either blocks or 
timbers. "This rail was used extensively 
as it did away with the faults of the 
first experiment. 

About IHOO a complete change of de- 
sign was required, owing to the intro- 
duction of flanged wheels. The first 
flanged wheels had a tread of Hi in. 
which probably established the standard 
track gauge of 4 ft. 8';* in., as used by 
us today, the first flanged rails having 
been laid 5 ft. between flanges as men- 
tioned above. Improved methods of man- 
ufacture allowed of rolled rails beini: 
made about 1820. These rails were sup- 
plied in 18 ft. lengths, weighing 2.8 lb. 
per yard and of the section shown in 
fig. .'], the rails being spiked to longitu- 
<linal ties. This rail was not satisfac- 
tory, owing to vehicle wheels catching 
in the groove and the design was altered 
to fig. 4, which section was u.sed exten- 
sively on American roads. 

Fig. 5 shows the first step in obtaining 
vertical stiffness combined with side spik- 

Important developments in rails were 
rapid owing to increase in wheel loads, 
due to the introduction of steam traction 
and briefly were as follows: 
Flat boHom rail Iflir. 61. introducrd in 1S3«, 

wpiRht S6 lb. 
UriilKc mil (fiir. 7). introduced in 1837. 
Double headed rail (ftic. 8). introduced in 18t7. 
Bull head rail ( Ak. 9). intnMluced in 1S40. 

The combination of the flat bottom and 
bull head rails gave the T rail, as used 
today. The girder rail, as u.«ed on public 
right of way, was first patented in 1859 
and successfully rolled in 1877. 

Rail joints have been the chief source 
of revenue to patent attorneys for a 
number of years and it is difficult to find 
two people with the same ideas as to 
what a joint should be. The evolution 
of joint fastenings has advanced thD||Kh 
four stages: 1, Spikes at the end of »iu1. 
2. The chair, which maintained the ends 
of the rail in alignment and ser%'ed as a 
bearing plate on the joint tie. '^, The fish 
plate, which kept the rail in alignment 
and gave partial support to the head. 4, 
The angle bar, which combining the fea- 
tures of the fish plate, effected a great 
improvement in both the vertical and hor- 
izontal stifTness of the joint and gener- 
ally speaking is the universal joint fast- 
ening of today. 

F.xperiments are being continually 
tried to eliminate the joint by welding 
and casting, but the results obtained 
have up to the present not been of such 
a nature as to warrant a wholesale adop- 
tion. One of the largest Canadian elec- 
tric railways has developed a joint which 
is giving very satisfactory results; their 
method being to bolt up the plate as 
tight as possible with plates slightly 
staggered. The plate is then electric 
welded top and bottom to the rail. 

This does away with bonding tho track 
and tests show a perfect joint after se- 
vere service. To tike care of expansion 
split points are introduced at proper in- 

The total cost of joints as described is 
about $:? each for rails weighing 80 
lb. per yard and increasing in proportion 
to the weight of rail. 

January, 1920. 



In practice the length of splice bars 
varies from 20 in. to 48 in. A splice less 
than 26 in. is considered short and one 
exceeding ;i2 in. in length is considered 
long. The objection to a long splice bar 
is that when bolted up tight proper ex- 
pansion is not allowed, whereas if bolted 
loose, there will be trouble very shortly 
with loose joints. 

One method of overcoming bad joints 
is either to mitre the railends about 55° 
or to lap the joints. The cost of this 
method would be prohibitive on straight 
track, but on special work this practice 
is usually followed by manufacturers, 
especially when crossings are made of 
manganese steel and from my experience 
it is about the most satisfactory way. 
I have checked over several lap joints 
after 18 months service and could not 
find any additional wear. 

The roadbed embraces the foundation 
or earth support, the fill, and lastly the 
track. We are only interested in this 
paper in the roadbed in so far as it al- 
lows proper support for the tracks and 
that is one thing that should have con- 

Diamond crossings are made extra 
heavy, to withstand excessive strain, but 
railways still continue to treat the foun- 
dation for the crossings as though there 
were no undue strains, with the result 
that in a number of cases failure of the 
track is due to failure of the foundation. 
Little extra expense would be occasioned 
to put in a solid concrete foundation at 
these points, with ties properly cushioned 
with 2 in. stone and the life of a crossing 
would be increased in many cases at 
least 25' r. This point is well worth ex- 
perimental work as I know one case of a 
crossing failure, due to foundation being 
too weak to stand the strain, and satis- 
factory results were obtained by making 
a reinforced concrete foundation at that 

Special Work of Electric Railways — It 
is safe to say that no railway has ever 
been built that has not had a piece of 
track that required some special pi'epar- 
ation other than that given to plain, 
straight track before it could be laid in 
place. It may further be stated that no 
two street intersections have the same 
angle combined with similar manhole lo- 
cations and that railways delight to lay 
tracks so that curves will run through 
diamond crossings. It is of course im- 
possible to change location angles to any 
extent, but it should be possible, with 
co-operation between engineers in charge 
of gas, water, conduit and other depart- 
ments to arrive at some standards of 
manhole location. Most systems have a 
considerable percentage of their track- 
age made up of curves, crossings, 
switches, etc., and as they are made spe- 
cifically to fit given locations, they are 
called "special work." 

The possibility of standardizing inter- 
section work is practically impossible, 
although several spasmodic attempts 
have been made from time to time, and 
manufacturers and railway engineers 
have agreed that switches and mates be 
standardized for length and radius and 
that each manufacturer be allowed to 
supply his own designs; without doubt 
this makes a very satisfactory arrange- 

It is stated by some authorities that 
in tracks made with rails of 5 in. or 
under, all curves over 500 ft. radius may 
be 'sprung in" and that for heavier rails, 
such as girder rails, all curves of 1,000 
ft. and over may be sprung. I am in 
favor of all curving being done either 

with power benders or a crow, as curves 
from sprung rails, after one year ser- 
vice, usually show angle joints. 

The first special work manufactured 
was made with as small a radius as pos- 
sible, and no attempt was made to ease 
off the ends of the curve. Consequently 
switches and mates were made the same 
radius as the curve. This practice was 
hard on the tracks, and required a hea'/y 
stock of spares being always kept on 
hand as in many cases there would not 
be two switches or mates interchange- 
able in the same intersection. This made 
an impossible condition and combined 
with increased speed and loads intersec- 
tion work began to standardize on radii 
and curve easements. 

The first step was to compound the 
curves, and as speeds and weights fur- 
ther increased, three centered curves 
were used for a number of years, only 
to be replaced by the spiral, or a curve 
of constantly changing radius. The se- 
lection of a spiral is governed by three 
main points, viz.: 1, The radius of the 
main curve must be less than the pro- 
ceeding branch of the spiral, must be 
more than the next branch would be, 
were it produced, and should nearly equal 
the latter. 2, The longer the spiral the 
easier the entrance will be. 3, The larger 
number of branches, the easier on main- 

The manufacturer of special work has 
his own spiral standards and if a stu- 
dent wishes to get any special informa- 
tion he can easily obtain it from cata- 
logues of different manufacturers. At 
first, special work was made by the near- 
est blacksmith, but today it is one of 
the highest branches of manufacturing 
skill, and very few realize that inter- 
section work, going together on the 
street like a puzzle picture, has been cal- 
culated to about 10 decimal places and 
that not 1-32 in. variation is allowed in 
the joints. 

Many of the larger intersections re- 
quire more than a week for calculations, 
and after that the whole has to be de- 
signed so that the several pieces may 
be manufactured in sizes that can be 
readily handled in the shop and on the 
field. Maintenance engineers would pre- 
fer crossings made in one piece and the 
manufacturers would prefer them made 
in four pieces. This point has been the 
subject of considerable dispute between 
the interested parties and had the idea 
of single piece crossings been adhered 
to, the manufacturer would have been 
put out of business. 

Special work was first built up from 
the rail section being laid, bolted to- 
gether with corner brackets, and some- 
times clipped to a bearing plate. To in- 
crease wear, the point proper was shortly 
afterwards machined out from blocks of 
tool or other toughened steel, held in 
place with cast iron, which was also used 
to hold rail ends in place, or of man- 
ganese steel. 

K. W. Blackwcll can be looked on as 
a pioneer in the introduction of steel 
centered frogs in Canada, he having im- 
ported the steel centers and bolted the 
rails in place in Montreal. These frogs, 
I understand, were put into service on 
the G.T.R., and I happened to see one 
after about 15 years service, which look- 
ed good for about another 15 years. How- 
ever, traffic was not heavy at that point. 
For the cheaper types of intersection 
work this practice is adhered to, but with 
the advance of knowledge as regards 
manganese steel, the prospects are that 
eventually the entire intersection, in- 

cluding the closure rails, will be made of 
manganese steel. At present the prices 
asked for this class of work have to be 
considered. The first of solid man- 
ganese is higher, but with recent im- 
provements in production the cost can 
be materially reduced. 

There has been, and still is, consider- 
able difference of opinion regarding the 
merits of what is known as "insert work" 
and solid managncse steel. One conclu- 
sion arrived at, after exhaustive study 
of the question, is that insert work 
equalled, and in some cases surpassed, 
the serviceability of solid manganese 
work. This conclusion was arrived at 
without taking into consideration the de- 
fects in the entire piece of insert work 
which develop in service, but was based 
on the quality of steel insert as com- 
pared with solid work. Insert work may 
be divided into three classes so far as 
the insert setting is concerned, viz., that 
which is supported entirely in a spelter 
bed, that which is partially supported 
on a machined bed and surrounded with 
spelter, and that which is supported with 
a completely machined bearing. 

Insert fastenings are of two kinds, 
those which are renewed from pavement 
surfaces, and those which are renewed 
by removing portions of the pavement. 
The latter type may be either bolted 
down, or keyed down, construction; the 
former may be bolted down, keyed in, or 
have special set screw fastenings. The 
purchaser of this commodity has a wide 
range to choose from, and as they all 
have certain merits and none are perfect 
it is practically a question of cost which 
type to use. The defects of insert work 
may be loose rails, defective body cast- 
ing or inferior shop practice placing in- 
serts; and if any of the above mentioned 
defects develop, the wheel loads will rap- 
idly set up a pumping action, which will 
affect the roadbed, causing complete 
failure of the piece. 

Solid manganese work does not lend 
itself to any such defects and a piece 
properly designed, of good workmanship 
and quality, will not require continual in- 
spection once installed, as breakages do 
not occur and wear only has to be con- 
sidered. The first cost of solid man- 
ganese is higher, but with recent im- 
provements in production the cost can 
be materially reduced. 

Special Work for Steam Railways: It 
is advisable at this point to draw a dis- 
tinction between the two types of spe- 
cial work as the operating conditions are 
so different. Canadian railways have 
about 40,000 miles of track, and 11,000 
turnouts and a number of crossings, to 
maintain. The greater number of turn- 
outs and crossings are built up from 

A frog of any of the kinds in general 
use, is made of 4 pieces of rail properly 
shaped and held together by some device 
or arrangement of minor parts. Frogs 
arc of two kinds, rigid or stiff rail, and 
spring rail frogs. Rigid frogs are the 
cheaper type, wearing out rapidly, while 
spring rail frogs are more durable, and 
have a life generally conceded to be thrte 
times that of a rigid frog. Manganese 
frogs of various designs are beginning 
to be used where wear warrants the ex- 
penditure, and from tests made the life 
of a manganese frog is at least six times 
that of built up work and I have known 
them to be in service ten times as long. 
There is little doubt that the built up 
frogs will rapidly be replaced by man- 
ganese, rigid, and spring rail frogs. 

To persons not familiar with tracks. 



January, 1920. 

ol :iry 

1" : iiju ratiu.'i ;iiiil .^uliliDrt, B 

ft .ar«l mils. Turiioiilii nrc 

t'l' ■ I, ft hnml, (li'priKlinic on 

tl h thry triinsfpr the 

1i. triwanls the Bxvitoh 

p. i 1st Ih- Imrnc in mind 

wlun h|iriiiK lull frut:.<< arc UM'tl, but is 
not so importnnt with riKirl froKS. 

At thp rro5sin>r of 2 tmcks, 4 frojrs 
are nMniinMl. The nmnnor of construct- 
inc thrill ilcpi-nfls Inrpely upon the an^lc 
at whuh tho tmrks mwt and on the 
traflir to which ihoy arc subject. In a 
penomi way 4 .styles of orossintj con- 
slnirtion nro rt-coimizod. 1, Kor cross- 
ings of small angles— 15" or less — the 
usuiil way is to use 4 frojrs connected up 
with intermediate rails. 2. For angles 
80 and less, the middle frojrs arc re- 
placed by movable point frops. operated 

On checkinjr over failures of diamonds, 
I have found that after about l,r>0(),uun 
whirl impacts n maiiKanese crossinjr is 
nbinit ready to scrap, and the results 
obljimed are no belter than a built up 
cni.M,sinjr. For anjrles below 75' man- 
jrancHe can be used economically, and the 
smaller the anfrle the lonjrer will be the 
life iif the crossinjr. 

In desiirnini; manjranese castinjrN it is 
advisable to have the sections checked 
by those familiar with the action of ihe 
metal, and numerous failures couiu be 
avoided by followinjr these few 8j^i;7»?*- 
tions: Make the section of uniform 
thickness. Avoid abrupt chanjres in 
thickness. Use parallel ribs, instead of 
transverse. Arranjcc ribs to offer the 
least resistance to shrinkajre. Shrink- 
age of manajrnese castinjcs will jto about 
% in. per ft. A bead alonjr the thin 
edjre of castinjr will prevent cracks and 
makes for .sound castinps. 

C.IMt. Steol. MopptT. T.'i-'I'on (Jrjiin 

The ear illustrated on this pattc was 
built recently at the C.P.R. Aninis shops, 
Montreal, to determine, by actual service 
test, the net advantajres to be obtained 
from a jrroin tijrht, self clearing, car of 
maximum tonnajre capacity, as compared 
with standard box cars of ordinary ca- 

The basis of the desijm for tonnage is 
4 M.C.R. axles, havinjr 6 x 11 in. journals. 
The lenjrth was determined by the dis- 
tance, center to center, of unluadinjr hop- 
pers in the modem elevators at M<mtreal 
and West St. John, N.B., there is one 
elevator havinjr hopper centers 48ft. 
The height was determined by th" actual 
cubic space required to contain the full 
load of wheat, plus an allowance of at 
least 12 in. on top to permit of full load 

SUcI Hopprr Grain Car, 75 lona capaciljr, Canadian Railway. 

me<-hanically from the sijrnal tower. 3, 
For anffles between Ih' and 3.S° the 
crossinjr is made in 4 sections, the end 
and miildle froRS meetinjr at joints all 
round. 4, For angles :!5° and up the 
rails on the tracks subjected to heaviest 
trafTic are continuous throujrhout the 
lenjrth of the crossinjr and jrrooves are 
slotted out to allow flanpeway throujjh 
them. These four styles are ajrain sub- 
divided into jruarded and fourth rail 
types, dependinjr on traffic conditions. 

The advantajre of usinjr manjranese 
steel for crossinjrs is at once apparent, as 
the numerous bolts tised in crossinjrs will 
stretch in service, allowinj; the crossing: 
to loosen, and unless track men are con- 
tinually tijrhteninjr the bolts the crossinjr 
will quickly wear out. A manjranese 
crossinjr should not be used as a wear 
economic for anjrles of from about ^n° 
to J>0*, as between these anjrles it is not 
n question of wear, but of metal fatijrue. 

The forejroinp paper was read before 
the Enjrineerinjr Institute of Canada's 
Montreal branch recently. 

Rritish Railway Rates — London, Eng. 
cablejrrani, Dec. 29. — British shippers 
are to pay the increased cost of railway 
labor. The new freijrht rates, which go 
into effect Jan. 15, show advances from 
25 to 100'y. Thus the commerce of the 
country, strujrjrlinjr to revive, foots the 
bill of hijrher wajres and enhanced cost 
of material. The revised rates, the Rov- 
ernnient hopes, will put the railways 
upon a payinjr basis. 

The Kinjj Edward Construction Co., 
which has been formed to build an addi- 
tion to the Kinjr Kdward Hotel, Toronto, 
offered recently for subscription, 51,350,- 
000 jruaranteed l'"r cumulative redeem- 
able preference shares. The C.P.R. Co. 
subscribed for $75,000. 

beinjr placed in the car without trimming. 

The car is all steel, with the exception 
of the runninjr board and the ridjre on 
top of the center sill. The jreneral de- 
sijrn is practically the same as commonly 
used for coal cars of equal capacity, ex- 
cept that this car is built with a steel 
roof. The roof is provided with ;i hatch 
openinjrs on each side of the runninjr 
board. The hoppers are arranjreil 4 on 
each side of the center sill. The hopper 
openinjrs are purposely made relatively 
small, and the frame and slides are ma- 
chined and carefully fitted. The slides 
are opened and closed by a rack and pin- 
ion arranjrement. The slides are locketj 
by a sealinjr pin |iassinjr throujrh the slide 
and hopper frame. The trucks are Vul- 
can type, built to U.S.R.A. dimensions. 

The car, havinjr jriven satisfactory per- 
formance on its initial trip between Port 
McN'icoll, Ont., and Montreal, has been 
placed in rejrular service between the 

January, 1920. 



same port ami West St. John, N.B. We 
are intebted to W. H. Wintenowd, Chief 
Mechanical Engineer, C.P.R., for the 
foregoing particulars. 

Freight and Passenger Traffic Notes. 

Locomotive Terminal Equipment 

The Locomotive Terminal Equipment 
Association has been organized, with 
headquarters in Chicago, "to make sur- 
veys for, and distribute data to the public 
and corporations interested, concerning 
the equipment of locomotive terminals, 
in order to secure speedy, efficient and 
economical handling, cleaning, repairing 
and returning to service of locomotives; 
such data to be impartially secured and 
published, without advertisement, or a 
special advantage to any individual, firm 
or corporation that may be a member of 
the association." There are two classes 
of members; active members, consisting 
of individuals, firms or corporations en- 
gaged regularly in the manufacture or 
sale of locomotive terminal equipment, or 
in any way interested in the construc- 
tion of locomotive terminals; and honor- 
ary members, who shall be elected by the 
directors, but who shall have no vote nor 
pay any dues or assessments. The ac- 
tive member's fee is $1,000, and assess- 
ments may be made, not exceeding $1,000 
a year for each active member. 

The following are the officer: Presi- 
dent, W. R. Toppan, Manager Railroad 
Department, William Graver Tank 
Works, Chicago; Vice President and Sec- 
retary, Bruce V. Crandall, Chicago; 
Treasurer, J. S. Maurer, Secretary and 
Treasurer, National Boiler Washing Co., 
Chicago; General Counsel, Frank J. 
Loesch, 1540 Otis Building, Chicago. 
Other directors: Spencer Otis, President, 
National Boiler Washing Co., Shicago; 
N. S. Lawrence, Vice President and As- 
sistant Sales Manager, Whiting Foundry 
Equipment Co., Harvey, 111; Wm. Robert- 
son, William Robertson & Co., Chicago; 
R. A. Ogle, President, Ogle Construction 
Co., Chicago; P. W. Miller, President, F. 
W. Miller Heating Co., Chicago. 

The association's headquarters ai'e at 
1824 Lytton Building, 14 East Jackson 
Boulevard, Chicago, where there is a 
conference room, and where data will be 
arranged for easy reference, so that rail- 
way officials may have every opportunity 
for obtaining information of every kind 
pertaining to the rebuilding re-equipping 
and laying out of locomotive tei'minals. 

Disposal of Worn Out Railway Ties — 

The Railway Association of Canada has 
issued the following circular to member 
railways: A number of complaints have 
reached the association that notwith- 
standing the existing shortage of fuel, 
large quantities of worn out railway ties 
are burned on the right of way. Coupled 
with this complaint is the suggestion 
that railways arrange to give surplus old 
ties to the public and thereby alleviate 
the fuel shortage, at least to some extent. 
After consideration of the matter at a re- 
cent meeting of the association, the com- 
plainants were informed that the rail- 
ways would be glad to dispose of the 
old ties as suggested, provided this can 
be done without expense to the railways. 
It is suggested that at places where sur- 
plus worn out ties are available, notice 
be given the municipal officials so that 
if they desire to do so they may avail 
themselves of the opportunity to obtain 

The Canadian National Rys. has re- 
moved its lower town ticket office in Que- 
bec City to 38 Dalhousie St., a few doors 
north of the ferry landing. 

Owing to the continued increase in the 
cost of railway operation, no reduced 
fares were given the general public for 
the Christmas and New Year holidays. 

Pacific Great Eastern Ry. traffic from 
Squamish, B.C., northerly is reported to 
have been interrupted for some days, 
pending the clearing out of a tunnel 18 
miles out of Squamish, which caved in 
Nov. 29. 

Alberta reports state that during Sept. 
and Oct., 1919, the railways handled over 
800,000 tons of coal in Alberta. The 
outfit shipped from the mines is said to 
be between .500 and 1,000 tons a day in 
excess of the outfit for 1918. 

The G.T.R., which was compelled to 
reduce its passenger train service, Nov. 
30, on account of the coal situation, re- 
sumed its full service, Dec. 28, and all 
trains which has had been temporarily 
cut off were restored. 

The Board of Railway Commissioners has 
authorized the Canadian Northern West- 
ern Ry. (Canadian National Rys.) to 
carry freight for its Hanna-Medicine Hat 
branch from Bonar to Saskatoon, Sask., 
for four months from Nov. 15, 1919. 

Following is a comparative statement 
of the number of loaded cars hauled over 
Quebec Bridge for the week ended Nov. 

29: 1919 i9ig 

From Bridge Station to Chaudiere Jct....424 359 
From Chaudierc Jet. to Bridsre Station...859 230 

The Board of Railway Commissioners 
has recommended the Dominion Govern- 
ment to sanction an agreement between 
the Edmonton, Dunvegan and British 
Columbia Ry. and the Alberta and Great 
Waterways Ry. respecting the joint use 
and operation of each company's terminal 
property at Edmonton, Alta. 

Quebec City residents are reported to 
be agitating for a sleeping car for that 
city to be attached to the westbound 
Ocean Limited train, on the Canadian 
National Rys. Intercolonial section. At 
present, it is stated, travellers going into 
Quebec City from the Maritime Pro- 
vinces, have to get off the train at Levis 
at 4 a.m. 

The Edmonton, Dunvegan and British 
Columbia Ry., is reported to have carried 
out from Edmonton, Alta., during the 11 
months ended Nov. 30, 1919 the follow- 
ing freight: Settlers effects, 527 cars; 
cattle, 709 cars; horses, 300 cars; sheep, 
19 cars, and to have carried in and trans- 
ferred to other railways at Edmonton, 
the following freight: Hay, 1,1.50 cars; 
wheat, 296 cars; oats, 414 cars; barley, 
49 cars; cattle, 243 cars. 

The Canadian National Rys. has ar- 
ranged an exchange system with the 
G.T.R., under which additional facilities 
are offered passengers who desire to 
travel between eastern and western Can- 
ada via Montreal and Toronto. Travellers 
now have a choice of routes and may 
travel on "The National" train via North 
Bav and Cochrane or on train 1, via 
Caprcol and Port Arthur. "The Na- 
tional" leaves Toronto 9.15 p.m., Mon- 
day, Wednesday and Friday, arriving 
Winnipeg 6 p.m., Wednesday, Friday and 
Sunday. Train 1 leaves Toronto 9.15 
p.m., Tuesday, Thursday and Saturday, 
arrives Winnipeg 6 p.m., Thursday, Sat- 
urday and Monday. Both these trains 

carry standard and tourist sleeping cars, 
dining car, first class and colonist 
coaches. This exchange system of tickets 
provide^ a daily, except Sunday, service 
from Toronto to Winnipeg. 

The Chief Railway Commissioner, Hon. 
F. B. Carvell, is reported to have said 
at a sitting of the Board of Railway 
Commissioners in Winnipeg, Dec. 1, in 
connection with a complaint as to alleged 
insufficient accommodation on a Cana- 
dian National Rys. branch line: "In view 
of the fact that the cost of operating 
railways has more than doubled in the 
last two and a half years, and that the 
expense to the railways has increased by 
$60,000,000, the people may as well re- 
alize that they cannot have excessive 
railway accommodation, such as a train 
a day or two trains a day, unless they 
are prepared to pay for it." 

The car ferry steamship Prince Ed- 
ward Island, operating between Tormen- 
tine, N.B., and Port Borden, P.E.I., is 
reported to have made 288 trips in the 
48 days from Oct. 1 to Nov. 21, 1919, an 
average of 3 round trips a day. The 
number of ears ferried across was 2,865, 
an average of 59 a day. On the third 
rail district of the P.K.I.R., there were 
1,297 cars handled, of which 738 were 
received from and 559 forwarded to the 
mainland; while from the narrow gauge 
districts there were 1,440 cars forward- 
ed to Port Borden and there transhipped 
to standard gauge cars, and 78 narrow 
gauge cars were loaded at Port Borden 
with freight from the mainland, during 
the period named. 

The Edmonton, Dunvegan and British 
Columbia Ry., and its subsidiaries — the 
Alberta and Great Waterways Ry., and 
the Central Canada Ry.— put a new 
schedule of passenger trains in opera- 
tion out of Edmonton, Alta., Nov. 30. A 
train leaves Edmonton at 3 p.m., Mon- 
days and Thursdays, arriving at McLen- 
nan, 7.30 a.m.. Spirit River, 2.20 p.m., 
and Peace River 1.30 p.m., on Tuesdays 
and Fridays. The return train leaves 
Peace River, 3.30 p.m.. Spirit River 3.00 
p.m., and McLennan, 11.20 p.m., Tues- 
days and Fridays, and arrives in Edmon- 
ton, 2.50 p.m., Wednesdays and Satur- 
days. A train leaves Spirit River at 2.30 
Tuesdays and Fridays, arriving at 
Grande Prairie at 8 p.m., the same days; 
and a train leaves Grande Ptairie at 8 
p.m., arriving at Spirit River' 1.30 p.m. 
Tuesdays and Fridays. A train leaves 
Edmonton at 8.20 a.m. on Mondays and 
Thursdays, arriving at Lac la Biche at 
6.30 p.m., and returns thence at 6.30 
a.m. Tuesdays and Fridays, arriving at 
Edmonton, at 4.30 the same evenings. 

United States National Accident Pre- 
vention Drive — The U.S. Railroad Ad- 
ministration has received a report from 
its safety section, showing the standing 
of all roads under Federal control, dur- 
ing the National Accident Prevention 
Drive from Oct. 18 to 31, 1919. The 
Grand Trunk Western Lines Rd. had 0.011 
casualties per 100 employes during the 
drive, which is the lowest rate of any 
road having as many employes. The At- 
lantic Coast Line, with 24,307 employes, 
made a record of 0.012 casualties per 
100 employes, which is the next best rec- 
ord. The Grand Trunk Western Lines Rd. 
has 1,001 miles of track and 9,699 em- 
ployes, only 2 of whom were injured dur- 
ing the period mentioned. 


January. 1920. 

Electric Railway Department 

Taxation of KIcctric Railway Substructures and Superstructures in Ontario, 

I mliT tlu" Oiit4irio Aum'ssnu-iit Act, 
prior to thi' OiiUirio Lc^rislaturc'.s Inxt 
ncMion, ronsiilfrnlilp (ti.irrimination was 
madv ln'twiTii thi- nio<Io of assejisment of 
electric and .steam milway companies 
proportu's. I'rcvious to this year, a num- 
ber of appeals were proseculiKl by the 
Canndiaii Northern Ry.'s Tax Depart- 
ment on U'half of the Niagara, St. Cath- 
arines & Toronto Ry., a C'.N.R. subsidiary 
company, on the pround.s that the sub- 
structures and superstructure of an elec- 
tric railway, when situated on the com; 
pany's private ri>:ht of way, was exempt 
from taxation. The grounds of the com- 
pany's appeal were substantiated under 
.sec. 44 of the Ontario Assessment Act, 
R.S.O., r.il4, chap. 195, which provides 
that, "The property by paragraph 5 of 
clause (h) of sec. 2 of the act declared 
to be land . . . owned by companies 
operating steam and electric railways, 
etc., shall be assessed in the ward in 
which the head office of such companies 
or person is situate, and in assessing 
such property, whether situate or not sit- 
uate, on a highway, street or road or 
other public place, shall be assessed at 
its actual cash value as the same would 
be appraised upon sale to another com- 
pany, possessing similar rights and fran- 

The property referred to in paragraph 
5 of clause (h) of sec. 2, is described un- 
der this particular section as being "All 
structures, fixtures, affixed to any high- 
way, lane or other public communication." 

The company, therefore, contended that 
the intention of the act was merely to 
assess the structures and fixtures, sit- 
uate on a highway as declared by sec. 44 
above referred to, and to exempt in a 
similar manner to steam railway lands, 
structures and superstructures situate on 
a private right of way. The matter was 
finally disposed of on appeal to the 
county judge in the case of Grantham 
municipality, where it was held that the 
ambiguous subsec. 3 of sec. 44, providing 
for the assessment of lands described 
under paragraph 5 of clause (h) of sec. 
2 (superstructure situate on a public 
highway), would also include superstruc- 
ture situate on a private right of way by 
virtue of the fact that the sub.section 
ambiguously read, "The superstructure 
and substructure on any highway" should 
be assessed whether situate on any high- 
way or not (private right of way), at its 
actual cash value as the same would be 
appraised upon sale to another company 
possessing similar rights and franchises. 
The decision of the county judge in tnis 
matter meant that where steam was the 
motive poweri the superstructures and 
substructures situate on a private right 
of way were exempt from taxation under 
sec. 47 of the act (which specifically held 
this class of property exempt from tax- 
ation), while similar property of a rail- 
way operated by electricity would be held 

Finally, the attention of the Ontario 
Government was drawn to the unfair dis- 
crimination and an amendment was 
passed at the legislature last session pro- 
viding that "Notwithstanding anything 
contained in this section or any other 
section of this act, the structures, sub- 
structures, superstructures, rails, ties. 

poles and wires of an electric railway, 
shall be liable to a.ssessmcnt in the same 
manner anil to the same extent as those 
of a steam railway are under the provi- 
sions of sec. 47 and not otherwise. 

Irrespective of this amendment, the 
City of Toronto again assessed the To- 
ronto Suburban Ry. Co., another C.N.R. 
subsidiary, for substructure, superstruc- 
ture and machinery, etc., situate on the 
private right of way of the com- 
pany. The C. N. R. Tax Commission- 
er, T.G. Watson, prosecuted the appeal 
before the court of revision on June 2. 
The assessment, however, was confirmed 
and further appeal was made to the 
county judge. The principal grounds of 
the appeal are as follows: 

The amendment passed, at the legisla- 
ture's last session, to sec. 44, relating to 
the assessment of electric railway com- 
panies, provides that, "The structures, 
substructures and superstructures, etc., 
of an electric railway company shall be 
liable to assessment and taxation in the 
same manner and to the same extent as 
those of a steam railway are under the 
provisions of sec. 47 and not otherwise." 

Sec. 47 of the Assessment Act provides 
in subsec. (a) that the roadway or right 
of way of a railway company shall be 
assessed at its actual cash value, not in- 
cluding the structures, substructures and 
superstructures, rails, ties and poles, and 
other property thereon and subsec. (c) 
provides that the structures, substruc- 
tures and superstructures, rails, ties and 
poles upon, in, over, under or affixed to 
any highway, shall be assessed at their 
actual cash value as the same would be 
appraised upon sale to another company 
possessing similar rights and franchises. 

Subsec. 3 of sec. 47 provides that, "Not- 
withstanding anything in this act con- 
tained, the structures, substructures and 
superstructures, rails and other property 
on railway lands and used exclusively for 
railway purposes or incidental thereto 
(except station, freight sheds, offices, 
warehouses, elevators, round-houses and 
repair shops), shall not be assessed." 

Further, it is provided, under subsec. 
5 of sec. 47, that, "A railway company 
assessed under this section shall be ex- 
empt from assessment in any other man- 
ner for municipal purposes, except for 
local improvements." 

The Toronto Suburban Ry. Co.'s appeal 
in the City of Toronto was filed on the 
two grounds: First, that the recent 
amendment to the Assessment Act, pro- 
viding that the assessment of electric 
railway companies should be made in the 
same manner and to the same extent as 
the property of a steam railway under 
sec. 47 of the act, above referred to, 
would exclude from taxation the sub- 
structures, machinery, etc., of the com- 
pany, situate on lands owned by the com- 
pany in a similar manner as the exemp- 
tion granted the .same class of property 
of a steam railway. Further appeal was 
prosecuted on the grounds that the To- 
ronto Suburban Ry. would be exempt 
from business taxes under the recent 
amendment to sec. 44, which provides 
that an electric railway shall be as- 
sessed in the .same manner and to the 
.same extent as steam railways under sec. 
47 of the act. 

Subsec. ^1 of sec. 47 provides that, "A 
railway company assessed under this sec- 
tion shall be exempt from assessment in 
any other manner for municipal purponer 
except local improvements." This sub- 
section has always excluded, without 
question, the lands of a railway company 
from business taxes, and it was, there- 
fore, submitted that an electric railway 
company under the recent amendment is 
entitled to a similar exemption. 

The act itself seems perfectly clear on 
this point, and on equitable grounds, it 
would seem reasonable that all railway 
companies, whether operated by steam or 
electricity, should be granted the .same 
basis of assessment. On appealing be- 
fore the court of revision for the City of 
Toronto, the court was smoewhat divid- 
ed in opinion. The assessment was finally 
confirmed and further appeal was, there- 
fore, made to the county judge. 

The matter came before County Judge 
Coatsworth towards the end of October, 
when he at first decided to confirm the 
assessment and then, by request, con- 
sented to reserve decision. It appears 
that he is of the opinion that the com- 
pany's transformers are not in the na- 
ture of a structure and are, therefore, 
correctly assessable under the provisions 
of the 1919 amendment to sec. 44 of the 
Ontario Assessment Act. 

County Judge Coatsworth finally held 
that the Toronto Suburban Ry. Co.'s 
transformers could not be defined as 
structures under the 1919 amendment to 
the Assessment Act which provides that, 
"The structures, substructures and su- 
perstructures, etc., of an electric railway 
company shall be liable to assessment in 
the same manner and to the same extent 
as those of a steam railway company are 
under sec. 47 of the act." 

In this particular case, the Toronto 
Suburban Ry. is not the owner of the 
building containing the transformers, 
and there was, therefore, no appeal by 
the railway as to the assessment of the 
building. The Grand River Ry. has ap- 
peals pending in Preston and Kitchener, 
where the power houses are assessed. It 
would seem that these buildings would 
be exempt from assessment under sec. 
47 of the Assessment Act which declares 
that 'Structures of a railway company 
shall be exempt, except stations, freight 
sheds, offices, warehouses, elevators, 
hotels, round houses, machine, repair and 
other shops." 

Service at Cost Defeated in Minne- 
apolis — The Minneapolis, Minn., City 
Council passed an ordnance, Sept. 4. 
1919, granting a new franchise to the 
Minneapolis St. Ry. (Twin City Rapid 
Transit Co.), on a cost of ser%ice basis. 
The franchise was submitted to the rate- 
payers on Dec. 9 for ratification and 
was defeated by a vote of 30,546 to 

Hydro Electric Power Commission of 
Ontario's Power Canal— In connection 
with the construction of the new Chip- 
pawa Power Canal, the Hydro Electric 
Power Commission of Ontario received 
tenders to Dec. 22 for the erection of 
the steel superstructure for a bridge to 
carry the Michigan Central Rd. tracks 
across the canal at Montrose, Ont. 

January, 1920. 



The Hydro Electric [Power Commission of Ontario's 
Electric Railway Projects. 

The Ontario Picniier, Hon. E. C. 
Drury, received a delegation of repre- 
sentatives of municipalities interested 
in hydro electric power and railway pro- 
jects in Toronto, Dec. 12, and in reply 
to their representations, is reported to 
have said, among other things: "There is 
absolutely no friction between Sir Adam 
Beck and myself. It might not be wise 
at present to appoint him permanently 
as chairman of the commission. An ar- 
rangement will be made to suit Sir 

The development has been the work of 
one man and we want it to be so that 
when that one man is taken from us the 
great work can go on. In regard to the 
proposed hydro radial railways, the situ- 
ation has changed recently. The G.T.R. 
is about to become part of the Canadian 
National Railways. Some of the project- 
ed electric railways would parallel G.T.R. 
branches. I want to be assured that 
there will be no duplication. 

The United Farmers of Ontario adopted 
the following resolution at their meeting 
in Toronto, Dec. 18: — "We view with 
alarm the proposed policy of hydro 
radials, involving expenditure of millions 
of dollars and intending in many in- 
stances the duplication of present rail- 
ways, and be it resolved that the legis- 
lature be requested to move slowly in 
this matter." 

In connection with the building of the 
projected Toronto-Hamilton Electric Ry., 
under the Hydro Electric Power Com- 
mission of Ontario's plans, a press re- 
port of Dec. 13, states that work will be 
started early this year, and that it is 
expected all problems in connection with 
the entrance of this and the Hamilton- 
Galt-Guelph-Elmira line into Hamilton 
will be solved by the end of January. It 
is reported that connection will be made 
with the G.T.R., either across a bridge 
or fill at Carroll's Point, or back on the 
G.T.R. level at the west of the ravine, 
where a bridge would not be necessary. 
The municipalities interested in the 
proposal to build a line from Hamilton 
to Gait, Elmira and Guelph, will vote 
on Jan. 1 on the bylaws to provide their 
several allotments of the total cost of 
$6,530,659. Meetings have been held at 
various centers at which Sir Adam Beck 
spoke in favor of the bylaws. Consider- 
able opposition to the bylaw developed 
in Kitchener. Upon the initiative of the 
Kitchener Light Commissioners, who 
operate the Kitchener and Waterloo 
Electric Ry. The objections were: (1) 
The serious shortage in Niagara power 
at present, and the likelihood of more 
serious shortage before the Chippawa de- 
velopment is completed. With the con- 
tinuous increase in applications for 
power from all over the Niagara system, 
it has been estimated that the total load 
available at the new Chippawa plant will 
l5e required for domestic, commercial and 
manufacturing purposes, without the ad- 
ditional loads required for the proposed 
hydro radial railways. (2) The amount 
of $1,053,080, which is required to be 
guaranteed by Kitchener is altogether 
too large in view of the fact that Pre- 
mier Drury has gone on record as saying 
that no duplication of existing lines will 
be sanctioned by the Ontario Legislature. 
At present there is the G.T.R. line from 
Elmira to Gait, which the proposed 
hydro radial would parallel, and Kitchen- 

er's estimate as above is based on build- 
ing a new line. Should the present G.T.R. 
Elmira-Galt line be turned over to the 
Hydro Power Commission for electrifica- 
tion, the amount, which Kitchener should 
be asked for should be very considerably 
less. (3) The Kitchener Light Commis- 
sioners also objected to certain para- 
graphs in the agreement. The proposed 
extension of hydro radial railways in- 
cludes operating their cars over the Kit- 
chener and Waterloo St. Ry. tracks from 
the city limits to the northwesterly part 
of Waterloo. Paragraph C of the agree- 
ment gives the H.E.P.C.O. power to ac- 
quire the K. and W.S.R. Under clause 
E, the City of Kitchener is required to 
furnish free right of way for the 
H.E.P.C.O. railway and power lines. T. J. 
Hannigan, Secretary, Ontario Hydro 
Electric Radial Railway Association, met 
the Kitchener Light Commissioners, Dec. 
20, and discussed with them points in the 
agreement to which they had taken ob- 
jection. It is reported that an under- 
standing was arrived at on the several 
matters, and that the H.E.P.O.C. will 
embody in a letter to the Kitchener Light 
Commissioners an interpretation of the 
sections of the agreement to which ob- 
jection is taken, on acceptable lines. 

The agreement between the Hydro 
Electric Power Commission of Ontario, 
the City of Toronto and a number of 
municipalities east of the city for the 
purchase of the Toronto Eastern Ry. 
from the Canadian National Rys. and 
its completion at a total estimated cost 
of $8,360,794, had been approved by 
bylaws voted on by the ratepayers of 
the towns of Whitby, Oshawa and Bow- 
manville, and the townships of Scarboro, 
Pickering, West Whitby and East 
Whitby, prior to Nov. 30. Darlington 
Tp. ratepayers passed a similar bylaw 
Dec. 18 by 186 to 24 votes. Toronto rate- 
payers will vote Jan. 1 on a bylaw to 
raise $4,328,665, as its quota of the cost 
of entrance and terminals and York 
Tp. ratepayers will vote on Jan. 17 on 
a bylaw to raise $381,587 for Toronto's 
share of the work. 

Proposals for Buying Ontario Elec- 
tric Railways. 

Dominion Power and Transmission Co. 

— A press report of Dec. 22 states with 
respect to negotiations which have been 
in progress for some time between the 
Hydro Electric Power Commission of 
Ontario and the Dominion Power and 
Transmission Co., that the price at which 
the company's common stock is propos- 
ed to be acquired is par. The common 
stock outstanding is reported to be $7,- 
714,500. There is also outstanding $3,- 
681,000 of preferred stock and $8,000,000 
of bonds. The company's electric rail- 
way properties are: Hamilton St. Ry.; 
Hamilton and Dundas Electric Ry.; Ham- 
ilton Radial Electric Ry.; Hamilton, 
Grimsby and Beamsville Electric Ry., 
and Brantford and Hamilton Ry. 

Guelph Radial Ry. — In connection with 
the Hydro Electric Power Commission 
of Ontario's offer to take over the 
Guelph. Radial Ry., free of all encum- 
brance, as at July 1, 1920, for $150,000, 
Sir Adam Beck, spoke at a meeting of 
Guelph ratepayers, Dec. 4. He stated 
that the idea is to take over the rail- 

way and incorporate it with the proposed 
Hamilton-Galt-Elmira and Guelph line, 
the bylaws for which are to be voted on 
on Jan. 1. Guelph City Council, at a 
meeting Dec. 8, decided to have the rate- 
payers vote on a bylaw to raise $150,- 
000 for the purpose of putting the G.ff.R. 
with the H.E.P.C.O.'s railways. 

London St. Ry. — The report of the 
Hydro Electric Power Commission of 
engineers as to the value of the London 
St. Ry.'s, was considered by the London 
City Council, Dec. 6. The estimated 
value of the property was stated as $1,- 
356,000, and it was estimated that the 
city could not pay what the property was 
worth, and operate it as cheaply as the 
company is able to do. The council de- 
cided not to ask the ratepayers to vote 
on a purchase bylaw on Jan. 1. A press 
report states that the company is will- 
ing to sell for $1,208,000. 

Port Arthur Civic Ry.-Fort William 
Electric Ry. — We are advised that at the 
request of the Port Arthur and Fort 
William City Councils, the Hydro Elec- 
tric Power Commission of Ontario will 
make a valuation of these two electric 
railways. Some of the commission's en- 
gineers have visited the two cities and 
collected some of the information neces- 
sary, but, we are advised that further 
details will be required before a report 
can be completed. 

Samia St. Ry. — The Sarnia City Coun- 
cil passed a resolution, Dec. 14, asking 
the Hydro Electric Power Commission of 
Ontario to make a report upon the Sarnia 
St. Ry. with a view to its acquisition by 
the city, and we are advised that the com- 
mission will have the investigation made. 
We are further advised that the com- 
pany had not been approached up to Dec. 
20, and no statement can be made as to 
whether it would sell. 

Proposal to Change the Rule of the 
Road in British Columbia. 

According to a report from Vancouver, 
legislation will be incruded by the gov- 
ernment at British Columbia Legisla- 
ture's forthcoming session to change the 
rule of the road from the left to the 
right hand. The report adds that the 
Vancouver Board of Trade has passed a 
resolution asking the government in mak- 
ing the change to provide that the cost 
attendant upon the change be borne by 
the people of British Columbia by taxa- 
tion. George Kidd, General Manager, 
British Columbia Electric Ry., attended 
the meeting and explained that the com- 
pany would not oppose the change, pro- 
vided that the cost of making it was 
provided for by the legislature. The esti- 
mated cost of altering street cars, 
switches and overhead equipment, is 
about $500,000. It was arranged that a 
delegation from the board of trade 
should interview the government upon 
the matter. 

A Victoria report states that W. G. 
Mun-in, Assistant General Manager, and 
T. Goward, Victoria Local Manager, B. C. 
E.R., met the Prime Minister and other 
members of the cabinet, Dec. 15, and 
discussed the matter. The report says 
it was estimated that the cost of making 
the necessary changes would be $700,000 
(instead of $500,000 as stated at Van- 
couver), and that it would take a year 
to do the work. It was arranged for the 
B.C. Public Works Department's Chief 
Engineer and the company's engineer to 
meet and discuss details in order that a 
report on the whole matter may be pre- 


January, 1920. 

The Montreal Tramways Go's Snow Fijjhtinj,^ Work. 

Il> Arthur (Ubourjr, Supcrintt-ndcnt, Montreal Tramway* Co. 

I.. an. _. K.~|.,u .,.■ ...,,.,-. 

b< Kiic, from the head down 

to an, and entire conftdoncc 

in oni- :\i..:fi.r. .'t. .Mnrliini'."!; llic best 
that jicirnc-p and ex pr nonce have pro- 
dueed. Thoci- thrf'- i^ii'monts rombincd, 
an.! • ' • • and car 

111' iilion to 

o\- ■ t of the 

Mi' . a maintaining 

B c of our city 

du! . ■ ./.zanls. 

III. .-n.iu!:i.l lor tln' past -0 winters 
has nveraired 104 in., but recently we 
were sriven 128 in., that is nearly 11 ft., 
and when it is said that our sweepers 
were sent out on Nov. 2:i that year, and 
that they were out 65 times after, 
it will tell you that the lot of a tramway 
man is not a very pleasant one in the 
winter. On the other hand, if it is looked 
upon from the right angle, there is quite 
a lot of real sport in it, as there is in 
fighting snow the same ambition to win 
as there is in playing hockey or lacrosse. 

In the early stages of our industry, 
when street cars were in the e.xperimental 
stage, and all other conditions somewhat 
similar, all we could do was to do our 
best. When beaten by the storm king, 
the public had to wait or walk, but today 
the public demands not only that we keep 
our cars running, but that we run them 
on time, and in spite of our modem equip- 
ment and thorough organization, we are 
kept on our tip toes all the time and we 
are taxed to the utmost to meet the ever 
changing conditions that arise. Every 
snow storm is different from the previous 
one; temperature, wind, kind of snow and 
road conditions are all factors, which 
never combine in the same way and keep 
all of us on the qui vi\c to overcome their 
different combinations. Early in Novem- 
ber, we have cold rain and sleet, and from 
December until March we have snow; 
that i.' to say, from November until the 
end of March there is not a moment that 
we can safely say "We are out of dan- 

Our snow fighting battery consists of 
40 sweepers, 6 ploughs, 12 levellers and 
10 other pieces of apparatus of different 
styles, and most of them are of the very 
latest type. Our sweepers have two 
brooms, which rotate rapidly, throwing 
out the snow from the rails to the right 
hand side. Each sweeper is e<iuipped with 
two wings, a large one on the right side 
and a small one on the left side. The idea 
of having the large one is to open a drive 
way for the vehicles, and the small one 
is to remove the snow from the center 
of the tracks. Most of our sweeners are 
of the single truck type, but we have had 
built in the last few years a number of 
sweepers of the heavy type, specially de- 
signed for the steep hills with which our 
city has been so generously blessed by 
nature. Our ploughs arc of the railway 
rotary typn and are used on the .'suburban 
lin. the open country. During 

or nftor a snow storm our 

trii. . >nn< >.t part of the road, 

an<i ri ' v. h;.lr-, and especially autos, im- 
mediately take to them, and naturally to 
the detriment of our car serN'ice. We 
have, in consequence, designed the Icvel- 

liTK, or wmK >ui!>, to open tiif road alung- 

>idc of our trucks wide enough to allow 

horso vehicles and automobiles a safe 

' .ly clear of our cars. Our sweeper 

: ii.nh back the snov. from our track. 

It C ft., and the levellers, which 

iiir ..time of our freight cars e<|uipncd 
with a heavy concave iron wing, pushed 
out by mechanism, pusn further back the 
snow left by our sweepers and leave a 
clear drive way of some 9 ft. for the 

Ne.xt in importance to good equipment 
comes the need of making the best pos- 
sible use of it, and long before winter 
comes, our organization is complete and 
plans have been carefully thought out and 
drawn up. The first actt^l move towards 
the success of the winter's canipaign, 
takes place at the beginning of S'ovem- 
ber each year, when a meeting of all men 
in charge of the machines is called and 
addressed by the Superintendent. This 
address takes the form of a friendly heart 
to heart talk, which further cements the 
esprit dc corps. Special care is taken to 
impress on each man in charge that he 
must feel proud to be called to act as 
lieutenant in this fight, and that he would 
not have been called if it was not felt that 
he was the best man that could be got. 
Suggestions are offered by the men and 
considered, and after further amicable 
testimony of confidence, we separate, each 
feeling that he is an essential spoke in 
the wheel, and each anxiously waiting thc- 
monient that he will be able to show what 
he can do. 

Motormen in charge, and a->istant 
motormen in charge, are appointed for 
each sweeper and leveller, at the begin- 
ning of a winter, and these men keep 
their own sweepers during the entire win- 
ter, subject, of course, to the proper per- 
formance of their duty. The idea of this 
is that if a man is in charge of one special 
sweeper all the time, he will soon learn its 
strength and its weakness, and conse- 
quently we get better work from both 
the man and the sweeper than if he 
worked on one sweeper today and on an- 
other one tomorrow. Each man in charge 
of a sweeper is given a certain one of the 
routes to cover and he remains on this 
route each time he goes out, and thus 
gets to know its difficulties and danger 
points, and how best to overcome them. 
From this system, a keen rivalry 
the different crews has grown up, each 
claiming that his sweeper is the best and 
his route kept the cleanest. 

On the other hand, the Superintendent 
and his assistants have prepared the 
routes and maps to take care of the in- 
side work of the organization. The whole 
street railway system is divided into ter- 
ritories, which arc assigned to the com- 
pany's four operating divisions; regular 
routes are laid out for the sweepers, 
.separate and distinct from the ordinary 
car routes, givintr to each division the 
sweeper routes which can be handled to advantage, and each piece of appar- 
atus is assiirned to a particular route. As 
far as possible the routes are arranged so 
that each can be completely covered by 
its sweeper in from 4.'> minutes to an 
hour, and also arranged so as to have one 
central converging point for three to four 
sweepers, the idea boinit that when help 
is needed, it can be quickly sent by divert- 
ing the sweenor from another route when 
it reaches this spot. Large blue prints 
of these routes arc posted in the Supcr- 

intt-ndenl'ii . ' .idquarlcrs 

and at each . .^'mailer 

blue prints ;. .irh piece 

of apparatu.s, k'.\i'ik' th- .'.e of 

that particular sweeper . 

Thus we h.Tvr- thr ro;. . , de- 

(iiied; sweep. I f.,r ■ .i. )i route, 

a man in ct, .d, who is fully 

aware of tl.. that route and 

who under.'itanil.- hi.-i .vceper and knows 
how to handle it, so as to obtain the best 
results, and when the order is given from 
.vnow headquarters to pull out. there is no 
confusion, no valuable tiine lost in asking 
questions. Each man knows where to go 
und what to do, and he simply goes ahead 
and does it. The best recording baro- 
meters are installed in the home of the 
man in command, and in the snow head- 
quarters down town, an.| the nightly con- 
sultations begin. "Will we sleep tonight 
or not?" "Will it snow or not?" are the 
questions that are asked hundreds of 
times during the winter, when looking at 
the barometer before going to bed. 

The first storm of the season is always 
the one awaited with the most anxiety. 
Sweepers have not been in use for 8 or 9 
months, the men are more or less rusty 
at the first run out, switchmen are not 
available, and all this, added to the fact 
that the first storm always comes when 
least expected, makes the men in charge 
do a lot of anxious thinking. When it 
does come we hustle out the 200 odd men 
to man all the machines and send them all 
out, even if they are not all absolutely 
needed, so as to give each machine a real 
test and see whether they are all ready 
for thir winter's work. It has always 
been our ambition to pull out our whole 
snow battery in less than an hour, and 
when this is done and the order given in 
time, it takes quite a blizzard to stop the 
movement of the cars. 

There is little worry as regards men 
attached to daylight snow storms. The 
real worry begins between midnight and 5 
a.m., and special care ha.^ to be taken, so 
as to be able to locate our men on time 
if snow begins between these hours. Call 
boys are held in each station and sent out 
to get crews as soon as the danger ap- 
pears, so that all our sweepers are ready 
to go out when the first grain begins to 
fall. Our men generally live around the 
stations, and as they c.xjjcct to be calle<l 
at any moment during th« winter, it does 
not take them long to get dressed and on 
the job, especially as each one is.anxious 
to keep his own line better than the other 

The first trouble in .<;now storms comes 
at switches and intersections. The snow 
blocks the switchpoint, and motormen 
have trouble in opening the switches, 
which explains the delays at intersections 
at the beginning of every storm. We have 
continually some 80 odd men looking after 
the hills and switches, brushing off the 
sno\v and salting the switches, and at- 
tending to the rails on the hills, to keep 
them soft and clean; but when the stonn 
comes, some 200 additional men are 
rushed to heln them, so as to keep hills 
and switches in perfect condition. 

Sweeper crews are also provided with 
pood lunches when the need arises. If 
possible, the sweeper is pulled into a con- 
venient siding and the crew given a good 
meal at a nearby restaurant, or if it is 
I.ossible to spare the sweeper off the road 
for half an hour, cans of coffee and good 
sandwiches are sent around to them. 

January, 1920. 



Our snow headquarters are at our cen- 
tral car barn, Cote St., where special tele- 
phones are in operation, and dispatchers 
are at hand, and here the Superintendent 
takes up his position at the center of the 
web, and directs the movement of his 
forces. All orders are issued from this 
spot and all news is transmitted there, 
and I can tell you that there is lots of 
that. Divisional superintendents and in- 
spectors report every hour. Sweeper and 
leveller crews also report every trip, giv- 
ing their sweeper number, the place they 
are reporting from, the ground they have 
covered and the condition of their road, 
and this means some 90 calls an hour. 
All this information is tabulated in such 
a way that the assistant superintendent 
in charge at the desk during the snow 
storm can tell at a glance, the position of 
each sweeper or leveller. There is a lot 
of thinking to do and he must be a man 
having the whole system engraved in his 
mind, as the number of telephone mes- 
sages per minute would not allow time 
to consult any map. In this way a close 
check can be kept on the whole system 
and help can be sent where it is needed 
and a sweeper transferred from its own 
line to another, where danger threatens. 

Our snow season begins, as I said be- 
fore, in November and continues right 
through till St. Patrick's Day. The snow 
in December is soft and comparatively 
easy to handle, as the cold is not severe, 
but in January and February, our snow 
storms live up to their reputation, and 
when the thermometer acts in conjunction 
and drops to 20 or 25 degrees below, then 
indeed we have our work to do. Storms 
m these two months often commence one 
day, continue all that day and night and 
the next day sometimes, and although the 
snow fall is scientifically given as 10 or 
12 in., this means that the streets are 
covered with piles of snow 3 or 4 ft. deep. 

In storms like these, something more 
is needed than equipment and plans, and 
that is men. If your men are of this 
kind that work only for pay, then the 
most complete equipment, the most care- 
fully laid out plans, will not pull you 
through. What you need, and need badly, 
are men who are real men, men who work 
not only for their pay, but do work such 
as cannot be paid for, in mere money. 
Esprit de corps must permeate your whole 
staff from Superintendent down to switch- 
man. Men arc wanted whose ideals are 
so well put by Ivjpling when he sayS: 

"No one shall work for money. 
No one slmll work for fame, but 
Each for the joy of the working." 

Men who answer the call, on the jump, 
who phone headquarters even before they 
are called, who pull out their sweepers at 
the beginning of a storm, and return it 
only when the storm is over, whether it 
be after 12, or 24, or .S6 hours, and who 
are indignant when offered relief for a 
few hours of needful rest. With a staff 
that starts in with the storm and stays 
right with it, eating sometimes, sleeping 
at no time, but fighting at all times, you 
feel your feet on solid ground and are 
ready to do your best in the battle with 
nature's storm king. And after the storm, 
when the last sweeper has been ordered in 
and your inspectors are phoning in "cars 
on schedule time," you turn homeward 
for a much needed clean up, tired and 
worn out physically, but your mind at 
ease, and as you see the streets piled up 
with snow, but with the car track clean 
and shining in the sun, the cars filled with 
passengers riding safely and comfortably 
down to \york, you are suddenly filled 
with a feeling of joy and pride — joy in the 
doing of a man's work, and pride in the 
organii^ation of which you are the head. 

The foregoing paper was read before 
the Montreal Publicity Association. 

Sale of Sandwich, Windsor and Amherstburg Ry. to Hydro Electric 
Power Commission of Ontario. 

The voting by ratepayers of W^indsor, 
Ont., and 8 other and adjoining munici- 
palities for bylaws providing for the 
raising of $2,100,000 by debentures for 
the construction and operation of an 
electric railway under the Hydro Elec- 
tric Power Commission of Ontario, de- 
tails of which were given in Canadian 
Railway and Marine World for Dec, 
1919, pg. 667, took place Dec. 6, and re- 
sulted in the bylaws being carried in all 
the municipalities except Anderdon Tp. 
Following are particulars of the votes: 

For Against 

Sandwich East Tp 214 14 

Sandwich West Tp 123 45 

Anderdon Tp 56 133 

Ford City Town 180 

Walkenillc Town 198 7 

Sandwich Town 179 17 

Ojibway Town 8 

Amherstburg Town 216 40 

Windsor City 1,100 29 

Total 2,254 286 

The fiuares for Sandwich West Tp. are stated 
to be incomplete. 

In connection with the defeat of the 
bylaw in Anderdon Tp., a resolution was 
passed by the Sandwich West Township 
Council, Dec. 10, guaranteeing that that 
township would assume its proportion of 
the $143,536, which Anderdon Tp. was 
to have provided and other municipali- 
ties will probably do the same. 

While the bylaws and the agreements 
to be signed by the municipalities under 
them provide for the construction of an 

electric railway, no new line will be built, 
but the Sandwich, Windsor and Amherst- 
burg Ry. lines will be acquired from the 
Detroit United Ry. for $1,849,000. It 
was reported that the company's pro- 
perty would bo taken over within sixty 
days, from the voting, and that very 
soon thereafter work would be started on 
certain betterments which are required, 
and fur which there has been consider- 
able agitation. The bylaws provide 
$251,000 for this purpose. 

The bylaws state that the amount 
estimated to be required for the main- 
tenance of the railway, apart from oper- 
ating expenses is $134,000 a year. The 
operating revenue is estimated at $491,- 
000 and the operation and maintenance 
expenses are estimated at $339,000. 

The Sandwich, Windsor and Amherst- 
burg Ry. also owns a light and power 
plant, which it is also proposed to be 
acquired by the Hydro Electric Power 
Commission of Ontario for $190,000. 
The total price therefore for the railway 
and the light and power plant, is $2,- 
039,000, which will be paid in the Hydro 
Commission's 40 year iVzVo bonds. The 
light and power plant is operated en- 
tirely in the City of Windsor, and will 
be handed over to the city's hydro elec- 
tric commission for operation. A bylaw 
to raise the $190,000 necessary to pay 
for this plant will be voted on by Wind- 
sor ratepayers on Jan. 1. 

Electric Railway Employes Wages, 
Working Conditions, Etc. 

British • Columbia Electric Ry.— We 

have received a copy of the agreement 
made between the British Columbia Elec- 
tric Ry., and its employes, under the 
terms of the award of the board of con- 
ciliation's award referred to in Canadian 
Railway and Marine World for Dec, 
1919, pg. 671. The new wage schedule 
was made retroactive to Sept. 8, 1919, 
and is to continue in operation until 
changed; 30 days notice of any desired 
change to be given by either party. As 
the wages to be paid differ in some cases 
from those mentioned in our last issue, 
the schedule of conductors and motor- 
men, as contained in the agreement, is 
given as follows: 

City and Suburban Lines : Per hour 

First 6 months 45c 

Second 6 months 60c 

Third 6 months , 63c 

Thereafter 66c 

Motormen and conductors in work train service 
receive 2c an hour in addition to the above rates. 
Interurban Lines — District 1, District 4. Saanich 
Line, 16th St. Yard and Carroll St. Yard: 
Passenger Conductors and Motormen : 

Per hour 

First 6 months 45c 

Second 6 months 51c 

Third 6 months 67e 

Thereafter 68c 

Freight Conductors and Motormen : 

First 6 months 47c 

Second 6 months B3c 

Third 6 months 57c 

Thereafter 60e 

Passenger Brakemen : 

First 6 month s 4.Sc 

Second 6 months 59c 

Third 6 months 52c 

Thereafter 65c 

Freight brakemen 53c 

Trolleymen 52 ^^c 

Work done on Sundays and holidays to be paid 
time and a half. Extra men to be guaranteed 6 
hours work a day. 

Edmonton Radial Ry.— As a result of 
an application by the Street Railway- 
men's Union of Edmonton, Alta., the 
City Commissioners were reported, Dec. 
15, to have taken up with the Alberta 
Government the question of securing for 
the Edmonton Radial Ry. employes, full 
pay from the Workmen's Compensation 
Board for sickness, or injury, caused by 
accident over which they have no control. 

The Montreal and Southern Counties 
Ry. has advanced its conductors and 
motormen's wages as follows: 

Suburban Interurban 
lines lines 

Conductors and motormen.. 37c to 46c 38c to ■18c 
Conductors and motormen.. 46c 48c 

The new rates are an advance of from 
6c to 9c an hour. 

The Quebec Ry., Light and Power Co. 

increased its conductors and motormen's 
wages on its city division 3c an hour 
on Nov. 15 and 2c an hour more on Dec. 
1, the rates per hour now being: 

First year Sic 

Second year „ 84c 

Third to 6th year S6c 

Aftt-r 7 years ..88c 

Toronto Ry. and the Don Bridge — In 

connection with the building of a bridge 
on Queen St., Toronto, over the Don 
River, the Board of Railway Commis- 
sioners made an order in 1909, allocating 
the cost of the bridge among the several 
parties interested. The amount which 
the Toronto Ry. was ordered to pay was 
approximately $110,000; the total cost of 
the bridge being $748,035. The com- 
pany appealed, and subsequently paid 
$80,000 on account under protest. The 
case went to the Imperial Privy Council, 
which gave judgment Dec. 18, against 
the company with costs. 



January-, 1920. 

Canadian Klectric Railway Association's Annual 
Meet in jj:. 

Thf Canadian Klit-lru' lOiilwav Anno- 
< intion'n annual nKt-tintr wa!< held in 
Montn-al, Piv. .1 ami I, the l*r.-ni<K-nt, A. 
Ka!<tman, Vice PrcHitK-nt nnd (irni-ml 
Mnnaircr, WimUor, K.isi-x & Ijiki- Shore 
liapid Railway, in the i-hair. 

The Honornry Swretary - Treasurer, 
Acton Hurrows, reported on the axiiocia- 
tion'« work durinK the year, the report 
boinc di^ruKited under its different head- 

.1. A. Coderrc, in rhnr»;e of Division of 
Wood Preservation, Forest Products La- 
boratories of Canada, Interior Depart- 
ment, in co-operation with McGill Uni- 
MTsity, read n paper on the preservation 
of ties, poles and other timber used hy 

J. E. Ha(ch«*on. 
G^nrrftl Manatecr. Montrral Tramways Co., who 
has bcvn elected Honorar>- ProKident. Canadian 
Fleetric Railway A»aociation. 

electric railways, which was illustrated 
by lantern slides. 

The resignation of Acton Burrows, as 
Honorary Secretary - Treasurer, after 
serving for over 12 years, tendered by 
him in July, I'JllI, and at the executive 
committee's request, held in abeyance 
until the annual meeting, was discussed, 
and as Mr. Burrows stated that it was 
absolutely impossible for him to con- 
tinue to occupy the position, owing to 
demands on his time for his business 
and his private interests, it was accepted 
with an expression of regret, and he was 
elected as the association's first honorary 

Considerable time was spent in dis- 
cussing a proposed re-organization of 
the association, so as to widen its activ- 
ities, and extend its work, nnd the revi- 
sion of the constitution and bylaws was 
referred to the executive committee, 
which reported at the seconrl day's meet- 
ing. It is proposed to appoint a paid 
secretary-treasurer or manager, to de- 
vote his whole time to the association's 

The following officers were elected for 
the current year: — 

Honorary President, J. E. Hutcheson, 

General ManaKrr, Montreal Tramways 

Ilonnrnry Vice President, Acton Bur- 
rows, Mnnnging Director, Canadian I{ail- 
wny and .Marine World. 

Presiilent, A. Ciahoury, Superintendent, 
Montreal Tramways Co. 

Vice President, (i. Gordon Gale, Vice 
President and General Manager, Hull 
Klectric Co. 

Honorary Secretary - Treasurer (pro 
temi, A. Kastman, Vice President and 
General Manager, Windsor, Essex & 
Ijike Shore Kapid Railway Co. 

Executive Committee — The President, 
Vice President, and K. D. Burpee, Super- 
intendent, Ottawa Electric Railway Co.; 
C. C. Curtis, Manager, Cape Breton Elec- 
tric Co.; A. Eastman, Vice President and 
(Jeneral Manager, Windsor, Essex & 
Lake Shore Rapid Railway Co.; Geo. 
Kidd, General Manager, British Colum 
bin Electric Railway Co.; M. W. Kirk- 
wood, General Manager, Grand River 
Railway Co.; A. W. McLimont, Vice 
President and General Manager, Winni- 
peg Electric Railway Co.; R. M. Reade. 
Superintendent, Quebec Railway, Light 
and Power Co.; Licut.-Col. G. C. Royce, 
General Manager. Toronto Suburban 
Railway Co.; C. L. Wilson, Assistant 
.Manager, Toronto & York Radial Rail- 
way Co. 


About Electric Railway 

O. E. Baldwin is reported to have been 
appointed Manager, Guelph, Ont., Radial 
Ry., at a salary of $1,800 a year. 

Sir .\dam Beck, Chairman, Hydro 
Klectric Power Commission of Ontario, 
was presented with an illuminated 
Christmas card by the London, Ont., Ro- 
tary Club, Dec. 8, on the eve of his de- 
parture for England, where Lady Beck 
is ill. 

Albert Eastman, who was Vice Presi- 
dent, Canadian Electric Railway Associa- 
tion, 1917-1918; President, 1918-1919, 
and who on Dec. 4 was elected Honorary 
Secretary-Treasurer, pro tem, was born 
in Bosanquet Tp., Ont, Aug. 21, 1870. 
He entered transportation service in 
1889, and was to 1891, operator, Michi- 
gan Central Rd.; 1892 to 1900, freight 
and ticket clerk and operator, G.T.R., 
Detroit, Mich.; 1901, assistant agent, 
.Michigan Central Rd.; 1892 to 1900, to 
Nov., 1902, Travelling Express and Pas- 
senger Agent, Detroit United Ry.; Dec, 
1902, to May, 1903, General Express 
Agent, Utica and Mohawk Valley Ry.; 
May to Nov., 190.'!, Division Superintend- 
ent, Detroit ITnited Ry.; Nov., 1903, to 
Nov., 1907, Superintendent of Employ- 
ment, Public Service Corporation of New 
.Jersey; Nov., 1907, to May, 1910, General 
Express and Passenger Agent, New York 
State Railways, Syracuse and Utica, 
N.Y.; May, 1910, he was appointed Gen- 
eral Manager, and in 1914, also Vice 
President, Windsor, Essex and Lake 
Shore Rapid Ry., Kingsville, Ont. 

Arthur Gaboury. who has been elected 
President, Canadian Electric Railway As- 
sociation, was born at Montreal, April 0. 
1875, and entered Montreal Street Ry. 
Co.'s service, June 4, 1S94, since when he 
has been, to Oct., 1900, conductor and 
motorman; Oct to Nov., 1900, Assistant 
Inspector; Nov. to Dec.. 1900, night clerk. 

Cote St. Barn; Dec, 1900. to .Sept., I»o:i, 
flay chief clerk, St. Denis; Sept.. 1906. to 
.May. HtOfi. Claimn Agent; May, 1906, Uj 
1907, AssiNtant Superint<-ndent; and from 
1907, Sup«'rintendent, which position he 
still occupies in Mf>ntreal Tramways Co.'s 
service. Me was, early in I91H, appoint- 
e<l. by the French (iovemment, an officer 
of the French Academy. He has been a 
member of the Canadian Electric Rail- 
way Association's executive committee 
for several years, and was its Vice Presi- 
dent, 191X-1919. 

(i. (iordon Gale, M.E.I.C., who has 
been elected Vice President, Canadian 
Klectric Italiway Association, after hav 
ing been a member of the executive com- 
mittee for several years, was bom at 
Quebec, Que., Oct. 9, 1K«2, and prior to 
I'.iOT was .X'l-istant Knt'inifr. Canadian 

Acton Burrows. 
ManaKins Director. Acton Burr\>ws Ltd.. pro- 
prieton. Canadian Railway and Marine World, 
who has resiirned the Honorary Secret*rT-Tre«- 
surership of the Canadian Electric Railway 
AsHuciation, after having been unanimously re- 
elected for 12 consecutive yearsi. and who baa 
been elected an honorary member of the aaao- 
ciation and its Honorary Vice Preaident. 

Rubber Co.'s electrical plant; 1907 to 
Nov., 1908, Superintendent of Power, 
Hull Electric Co.; Nov., 1908 to 1909. 
acting General Superintendent, same 
company; 1909 to June, 1914, General 
Superintendent same company; June, 
1914 to Jan., 1917, General .Manager, 
same company, and from Jan., 1917, S'ice 
President and General Manager, same 

J. E. Hutcheson, who has been elected 
Honorary President, Canadian Electric 
Railway Association was bom at Brock- 
ville, Ont, Sept. 10, 1858, and entered 
railway service in 1874, in the G.T.R. 
mechanical department, afterwards ser\'- 
ing in that company's ticket freight and 
telegraph departments. In 1884 he was 
appointed a dispateher, C.P.R., at Ot- 
tawa, in 1886 Chief Dispatcher, and in 
1S88 Trainmaster, which position he held 
to 1891, when he took charge of the Ot- 
tawa Electric Ry. Co.'s operation of 
which he was Superintendent until July, 
1912, when he was appointed General 
Manager, Montreal Tramways Co. He 

January, 1920. 



has taken an active part in the Canadian 
Electric Railway Association's work 
since its inception, having served for sev- 
eral years as a member of the executive 
committee, and also having been Vice 
President, and for the year 1908-09, 
President. He was, for several years, a 
member of the 4.Srd. Regiment, retiring 
with the rank of Major, in 1910, on his 
return from England, where he acted as 
Adjutant in charge of the Canadian team 
at Bisley. He was subsequently appoint- 
ed an honorary lieutenant colonel. He 
has been a member of the Militia Depart- 
ment's small arms committee for several 

H. A. Lemmon has been appointed Sec- 
retary, Xova Scotia Tramways & Power 
Co., vice 11. R. Mallison, resigned. 

-Uexander .MacDonald, whose appoint- 

The Waterloo-Wellington Railway. 

Arthur Gaboury. 
Superintendent. Montreal Tramways Co., who has 
been elected President. Canadian Electric Rail- 
way Association. 

nient as Traffic Superintendent, Winni- 
peg Electric Ry. was announced in our 
last issue, was born Apr. 7, 1872, and 
entered electric railway service .Tune 5, 
1897, since when he has been, to 1900, 
conductor and motorman; 1900 to 1903, 
Inspector; 1904 to July, 1912, Superin- 
tendent, Hochelaga Division, Montreal 
St. Ry.; .July, 1912 to Nov., 1919, Super- 
intendent, St. Denis Division, Montreal 
Tramways Co. 

H. C. Nickle, General Superintendent, 
Kingston, Portsmouth & Cataraqui Elec- 
tric Ry., who has been elected mayor of 
Kingston, Ont., by acclamation, was born 
there, May 26, 1874, and entered trans- 
portation service in Sept., 1893, and has 
been with the K.P.& C.E.R. Co. ever 
since the introduction of electric cars in 

F. W. Summer, who was a director of 
the Moncton, N.B., Tramways, Electricity 
and Gas Co., from its inception, died re- 

The Berlin and Bridgeport Electric 
Street Ry. Co., began operations between 
those two Ontario municipalities in 1902, 
and in 1912, with a view to extending 
the line northerly, an act was secured 
from the Ontario Legislature, changing 
the name to the Berlin and Northern Ry. 
Co. and authorizing the extension of the 
line to Fergus and Elora. In 1919, ow- 
ing to the change of the name of the 
City of Berlin to Kitchener, the Ontario 
Legislature authorized the company to 
change its name to the Waterloo-Wel- 
lington Ry. Co. and extended the time 
within which the additional line of rail- 
way could be built for three years. 

'The company owns 2.7.") miles of track 
serving Kitchener, Bloom ingdale and 
Bridgeport, and operates over about a 
mile of the Kitchener and Waterloo Ry. 

20,000 people at the Guelph end, and 
three villages directly on the route, with 
several more nearby, and a fine, pros- 
perous rural territory and population in- 
tervening, an electric railway giving a 
good service between Kitchener and 
Guelph, 15 miles, would, it is contended, 
pay well within a few years. W. H. 
Breithaupt, Kitchener, Ont., is President. 

Toronto Ratepayers to Vote on 
Street Railway Questions. 

Toronto ratepayers will vote on the 
following questions at the municipal 
elections Jan. 1 : Are you in favor of: — 
(1) The operation of the Toronto Ry. 
System by a commission of three rate- 
payer.'^, resident in the municipality, to 

The Electrification of the Italian State 

Railways is, it is reported, to be carried 
out by an Italo-United States combine 
with a capital of 800,000,000 lire (at nom- 
inal rates of exchange $1.50,000,000). 

G. Gordon Gale, 
Vice President and General Manager. Hull Elec- 
tric Co., who has been elected Vice President. 
Canadian Electric Railway Association. 

tracks, owned by the City of Kitchener. 
The company also owns a park and ca- 
sino, on the Grand River at Bridgeport, 
where there is also a race track, coun- 
try club and other features attracting 
a large summer business. The company 
operates its line directly, and uses there- 
on 3 motor cars, double truck and 2 
single truck. One of the latter is a one 
man car and it is found entirely satis- 
factory. The company also owns 3 steel 
dump cars for hauling gravel, and .5 ad- 
ditional smaller cars. 

We are officially advised that the com- 
pany has had some negotiations with the 
City of Kitchener, as to the purchase or 
taking over and operating the W.-W. line 
in conjunction with the city's line, but 
no arrangement has been reached further 
than the conclusion of an operating 
agreement for the use of power and the 
use of trackage in the city for another 

We are further advised that the com- 
pany has a project under way for ex- 
tending its line to Guelph; the city au- 
thorities of which are reported as having 
expressed themselves as being strongly 
interested in the project. With 26,000 
people at the Kitchener end, and about 

Albert Eastman, 

Vice President and General Manager, Windsor, 
Essex and Lake Shore Rapid Railway, who was 
President, Canadian Electric Railway Associa- 
tion, 1918-1919. and who has been elected ita 
Honorary Secretary-Treasurer, pro tern. 

be appointed by the city council and to 
act without salary? and (2) The city 
applying for legislation enabling it to 
borrow money without a further vote of 
the electors, to acquire the Toronto Ry. 
Co.'s property, which the city is entitled 
to take over under the agreement be- 
tween the city and the company, and for 
the purposes of the transportation com- 
mission, and to make arrangements for 
the operation thereof?" 

A third bylaw, which will also be vot- 
ed on an Jan. 1, affirms the expediency 
of the city taking over certain real and 
personal property of the Toronto Ry. Co., 
pursuant to the statutes and to the 
agreement with the city. 

The Ontario Court of Appeal, on Dec. 
8, refused to grant the Toronto and York 
Radial Ry. leave to appeal against an 
order of the Ontario Railway and Munic- 
ipal Board, authorizing Toronto City 
Council to cross the company's line on 
Yonge St., with its projected Mount 
Pleasant civic car line. It is reported 
that the case will probably go on to the 
Imperial Privy Council. 


January, 1920. 

Klectric Railway I*rojects, Construction, Hettcrments, Etc. 

ttrilist) ( nluMiliia rir.lri.- It\ . -Wv an- 
,.!' my pr.)- 

|. ,:i I'Xton- 

Ki. ■ 111 KiMir 

Ku^aiil ^:t.. en (Jriiis;lli St. \'< i-onncct 
with the tracks n»w InitI mi Wilson Koud 
(•ll.ll Sl.l, which will I'lUihli- n direct 
Horvico to he k' I veil U'twi-on KerrisilaU- 
Ami Vnncouvrr. I'ndiT the ajrrwmont 
Iwlwccn till- i.imimiiy and the (.'.I'.K., tho 
work i.-i to l>c Nlurti-d ut onco. It is ox- 
pt'clisl to have tho now .Hi-rvicc in opera- 
tion hy May 1. (Nov.. I'JV.i, pR. 612). 

CalKary Muniripnl Uy. — Tender!* are 
beint; Bsko<l for lo.OilO railway ties and 
5 tons of trolley wire for use in recon- 
struction work on the various lines in 
Calcary, Alt«., during this year. (Dec., 
19111. pp. C70). 

<'hathani, WallareburR and I>ake Erie 
Ry.— We are olVicially advised that al- 
though the company has bought rotarie.s 
and transformers to be used in connec- 
tion with the installation of hydro elec- 
tric power, tho machinery has not been 
installed, and it is not expected to put 
it in operation before Jan. 1.5. It is in- 
tended to use two 250 rotary converters 
at Chatham. Ont., one 2.50 rotary con- 
vertor at Wallace, and one of similar ca- 
pacity at Cedar Springs. The line is still 
beinp operated by tho company's own 
steam plant, and it is intended to use this 
as an auxiliary in case of failure of the 
hydro power. 

Edmonton Radial Ry. — We are offi- 
cially advised that the following new 
track is under con.struction in Edmonton, 
.\lta.: To exhibition grounds, 3,000 ft.; 
to Calder suburb, 2.000 ft. 

Grand River Ry.— We are officially ad- 
vised in regard to the company's appli- 
cation to the Board of Railway Commis- 
sioners for approval of diversion of the 
line in WaU-rloo Tp. and the City of Kit- 
chener, Ont., that the change in location 
has been brought about by the city advis- 
ing the company, about a year ago, that 
on the expiration of the franchise on Oct. 
8, VJVJ, the city intended exercising its 
rights by taking over the portion of the 
line on King St., between the city limits 
and Albert St., 4,700 ft., with a view to 
building a second track, and paving the 
street, for the purpose of extending the 
service on the Kitchener and Waterloo 
St. Ry. to the city limit.s. As the line in 
question serves the company's Kitchener 
freight terminal, and Waterloo, branch- 
ing off between the city limits and Al- 
bert St., it became necessary for the 
company to seek a new location to carry 
on freight and express service properly, 
and it has been decided to do so on a pri- 
vate right of way. After preparing the 
plans and submitting them to the city 
for approval as to street crossings, the 
Hydro Electric Power Commission of On- 
tario appeare<l and opposed the applica- 
tion unless the G.T.K. agreed to grant 
the commission's proposed electric rail- 
way priority rights in the way of dia- 
mond crossing, signal plant and opera- 
tion should the commission <locide to 
cross this same land at some future date. 
This the C.T.R. refused to agree to, con- 
sequently il.s application for approval of 
plans was heard by the Hoard of Rail- 
way Commis.sioners at Hamilton. Oct. 29. 
The board's decision on the matter has 
not been announced. (Dec, 1019, pg. 

NipiHHing Central Ry. — Residents of 
the part of Quebec lying round the 

northern end of Ij»kt> Timiskaming, are 
reported to l>e denirous of securing con- 
nection with l.iskenrd. Cobalt, llailey- 
bury and other Ontario towns. A sug- 
gestion has boon made that the N.C.R.. 
which has a Dominion charter, and au- 
thority to build lines in Quebec, might 
be extended from I.iskeard through the 
area in question, as far as the Ues Quinze 
River, where a large water power could 
be developed. The N.C.R. is owned by 
tho Ontario Government. (July, 1918, 
pg. .'iOK). 

Nova Scotia Tramways and Power 
C. — We are officially advised that the 
company has in progress the building of 
a new line on Cogswell St., Halifax, N.S., 
about .'^OOO ft.; double track, which will 
connect the existing track on Gottingen 
and Windsor St., the rebuilding of 1,800 
ft. double track on the Spring Garden 
Road, and the rebuilding of 3,400 ft. 
double track on Agricola St. The com- 
pany has in contemplation the rebuild- 
ing of other track as follows: — Cobourg 
Road, 2.000 ft. double track; Quinpool 
Road. 4.100 ft., double track; Windsor 
St.. 1,500 ft., double track; Gottingen St., 
4,000 ft., single track. 

Ottawa Electric Ry. — A press report 
states that laying rails for the street rail- 
on the new Chaudiere Bridge, Ottawa, is 
being gone on with, and that as soon as 
this work is completed the temporary 
bridge will be removed. The Ottawa City 
Council was asked by a citizens' depu- 
tation, Dec. 6. to favor the building of 
a loop on Crcighton St.. and decided to 
refer the matter to the company for con- 
sideration. (Dec. 1919, pg. 670). 

Quebec Ry., Light and Power Co. — We 
are officially advised that the agreement 
between the company and the Quebec 
"City Council, signed Nov. 25, under the 
provisions of the bylaw passed by the 
city council Nov. 15, contains the fol- 
lowing provisions as to extensions of 
lines, etc., to be built in consideration of 
the increase of fares authorized to be 
charged: Extension on. Dorchester St., 
about 0.5 mile; extension on Charles- 
bourg Rd., from Lamontagne St. to Com- 
missioner St., 650 ft. (^Construction of 
subway under Canadian Northern Ry. 
Ry. tracks on Beauport Road instead of 
placing a railway diamond for level 
crossing, as previously provided, this ex- 
tension is completed, leaving the subway 
only to be built. The company had un- 
dertaken previously to extend its line in 
Belvedere Ward, and by the new agree- 
ment tho city has agreed to extend the 
time limit in connection with the build- 
ing of this extension. The company is 
expected to commence the extension not 
later than July 1, and to complete it not 
later than Nov. 25. 

The company has also agreed to pay 
the same amount as paid last year to 
proprietors and tenants in connection 
with the removal of snow thrown on 
their properties by its sweepers. (Dec, 
1919, pg. 670). 

Regina Municipal Ry. — A special com- 
mittee of the Reginu. Sask., City Coun- 
cil is reported to have recommended the 
council to authorize tho building of a 
loop of the spur line now running to the 
Imperial Oil works plant, and to instal 
an interlocking plant at tho intersection 
of the Fourth Ave. line with the C.P.R. 
Bulyea lino. (Nov., 1919, pg. 612). 

Regina Municipal Ry. — Superintendent 
Houston is reported to have recommended 

that the following workii be carried out 
on tho Regino. Sask., Municipal Rv., dur- 
ing thi.s year; Building a second track 
on Fifth Ave., west of Angus St.; build- 
ing another three track unit to the car 
barns, oast of the existing units, and 
exl4'nd the building south to a line flush 
with tho offices. If a second story is 
added to the office building, it would then 
be possible to carry the roof across to 
the new unit, providing a good sized cov- 
ered area, the width of the existing units 
and the length of the present office build- 
ing, which would also provitle partial pro- 
tection for cars not parked in the storage 
barns. The existing bams comprise a 
three-track unit, and a one-track unit in 
the repair shops. 

The Sherbrooke Ry. and Power Co.. dur- 
ing 1919, laid 1,800 ft. of additional 
track from Short St. to Drummond St.. 
and 1.700 ft. of second track on Welling- 
ton St. The company is building about 
.'1,000 ft. of new track on Alexander, Gait 
and Belvedere SU. (Dec, 1914, pg. 670). 

Toronto Civic Ry. — A second track is 
being built on Bloor St. West, between 
Quebec Ave. and Runnymede Road; 60 lb. 
rails being laid on gravel ballast. Other 
material is being secured and the work 
will be proceeded with as soon as wea- 
ther permits. D. W. Harvey is Superin- 
tendent and Engineer. (Dec, 1919, pg. 

Winnipeg Electric Ry. — The Manitoba 
Public Utilities Commissioner was asked 
Dec. 10, to direct the removal of the Win- 
nipeg Electric Ry. tracks to the center of 
Portage Ave., from the Winnipeg city 
limits to the intersection of the line of 
the westerly limit of Douglas St., and for 
the building of a double track subway. 
(Oct., 1919, pg. 563). 

London and Port Stanley Railway 
Betterments, Etc. 

The London, Ont., Railway Commis- 
sion asked the city council recently to 
have the ratepayers vote on Jan. 1. on a 
bylaw authorizing the issue of $218,000 
of debentures for London and Port 
Stanley Ry. purposes. A city council 
committee recommended that the amount 
be reduced to $200,000. and this amount 
was inserted in the bylaw which will be 
voted on Jan. 1. 

We are officially advised that the woric 
proposed to be done includes the follow- 
ing: — An extension of car barns at Lon- 
don to provide additional space for re- 
pairs and storage. $7,000. Double track- 
ing of line through St. Thomas, which in 
addition to tracks already laid, will give 
the railway 2.5 miles of double track 
through that city. $.35,000. A new slip 
dock at Port Stanley, $8,500. An exten- 
sion of Port Stanley station, $19,000. 
Extension of other buildings there $11,- 
000. Installation of track scales in Lon- 
don. $9,500. Shelters and platforms at 
various concession stops along the line. 
$9,:!00. Overhead railway bridge in St. 
Thomas. $5,700. Electric locomotive and 
5 or 6 passenger cars, $95,000. 

These expenditures are said to be ne- 
cessary on account of tho business done 
on tho railway being about two and a 
half times as great as was estimated 
when the citizens were asked to vote on 
the electrification of the line in 1913. 
The commission has spent on various 
betterments and on additional equipment 

January, 1920. 



the surplus which have accrued from 
operation durinjr the past four years. 

The additional double track work in 
St. Thonia.s is necessary to take care of 
the heavy freight and passenger business 
into and through that city. The work 
at Port Stanley includes some additions 
to the station, the erection of a freisht 
shed, and the provision of a closed ter- 
minal at the beach station, to properly 
control and handle the crowds that are 
carried to and from that resort during 
the summer. It is proposed to extend the 
other buildings at Tort Stanley in order 
to accommodate the patrons of the vari- 
ous concessions there. 

A press report states that the new sta- 
tion near Talbot St., St. Thomas, is near- 
ing completion. It is of brick, with tile 
roof, and is thoroughly modern in all its 

Appraisal of Winnipeg Electric 
Railway's Properties. 

It was reported in Winnipeg, Dec. 2, 
that a copy of the appraisal of the Win- 
nipeg Electric Ry.'s property and made 
at the instance of the Manitoba Public 
Utilities Conmiissioner in connection with 
the company's application for an order 
for the fi.xing of passenger fare perman- 
ently at 6c, was delivered to the city of- 
ficials Mar. 30. The reports as to the 
figures contained in the document are to 
the effect that the present value of the 
company's holdings is estimated as $12,- 
934,293.85, and that it would cost $15,- 
724,501.16 to replace the plant. This 
valuation, it is pointed out, x'epresents 
a part only of the company's property, 
and does not include rolling stock, land, 
pas property, the Winnipeg River Power 
property, and intangible assets. Press 
comments on the figures further set out 
that the J. G. White Co.'s valuation of 
1915 put the valuation of the company's 
holdings at $23,995,860, and that it would 
then have cost $27,182,322 to replace 
them. The company's rolling stock, which 
is not included in present valuation, was 
valued at $1,500,000 in the J. G. White 
Co.'s report, while the Public Utilities 
Commissioner, about a year ago, valued 
the company's gas plant at $2,200,000 
for rate making purposes. 

At a meeting of the city council, Dec. 
9, it was resolved that the City Solicitor, 
after using the services of such city of- 
ficials as may be found suitable, and 
after consultation with the chairman of 
the transportation committee, appoint 
such e.xpert assistance as he may require 
in connection with the valuation of 
street railway properties, the finance 
committee to provide sufficient funds for 
such purpose. The mayor informed the 
council that the idea was to show the 
actual cash put into the concern. There 
■was a great di.screpency between the 
company's appraisal and the appraisal 
made by the Public Utilities Commis- 
sion's experts, and the city wanted its 
experts to check over the different valua- 

The Toronto Board of Police Commis- 
sioners decided, Dec. 16, to make an al- 
lowance of 25c a day to all members of 
the Toronto police force who, during the 
period between the issues of the new 
police badges, which the Toronto Ry. re- 
fused to recognize, and the date of the 
issue of the present T.R.C. badges, paid 
their own street car fares. The amount 
involved is estimated at $600. 

Increases in Electric Railway Freight and Passenger 


British Columbia Electric Rv. — The 

freight and passenger tariffs filed with 
the Board of Railway Commissioners as 
given fully in Canadian Railway and 
Marine World for Dec, 1919, are, we are 
officially advised, the same as were in 
force under provincial jurisdiction, on 
city lines in Vancouver, New Westmin- 
ster and Victoria and the interurban 

The Board of Railway Commissioners 
considered the question of its ju,risdic- 
tion over the B.C.E.R. at a sitting in 
Vancouver in Nov., 1919, reserving judg- 
ment, which had not been delivered up 
to Dec. 26. 

Burnaby Municipality's Solicitor was 
in Victoria, Dec. 16, to discuss the mat- 
ter with the B.C. Government. He is 
reported to have said: — "The point to be 
urged against the Board of Railway 
Commissioners' jurisdiction is that while 
the Dominion Parliament has the right 
to declare any railway system to be for 
the general advantage of Canada, and as 
such under its control, those railways 
must be specifically named, and parlia- 
ment has no power to insert an omnibus 
clause bringing lines under control with- 
out specifying them." 

The British Columbia Premier is re- 
ported to have said in connection with 
the matter on Dec. 20: — "I am not, of 
course, in a position to judge of the legal 
side of that question, but the Attorney 
General is taking it up with the Board 
of Railway Commissioners, and the pro- 
vince's side of the case will be thoroughly 
investigated. It is not possible to state 
just now what the final outcome will be, 
but the Attorney General will not neglect 
any phase of this question." 

Grand River Ry.— The Board of Rail- 
way Commissioners passed order 29,145, 
Dec. 12, 1919, as follows:— Re Grand 
River Ry. apjilication, for authority to 
file tariffs providing for a general ad- 
vance in tolls for carriage of passengers 
for its lines, in the same manner and to 
the same extent as has been permitted 
by the board in the case of steam rail- 
ways. It is ordered that the company be 
authoi'ized to increase its standard 
maximum fare for the carriage of pas- 
sengers to 2.875c a mile, such increased 
fare not to become effective until the 
company has complied with the require- 
ments of the Railway Act, sec. 334. 

London St. Ry. — London, Ont., rate- 
payers will vote Jan. 1 on a proposal to 
reduce the number of tickets sold for 
25c by one. At present 7 tickets are 
available all day, and 9 limited tickets 
are sold for 25c. 

Quebec Ry., Light and Power Co. — We 
are officially advised that the Quebec 
City Council pas.sed a bylaw, Nov. 15, 
authorizing an increase in fares on the 
company's lines and a new contract was 
signed Nov. 25, the new rates becoming 
effective Nov. 20, remain in force for 5 
years. The new tariff is as follows: — 
Cash fare, from 5 a.m. until midnight, 
7c; cash fare after midnight, 10c; with- 
out privilege of transfer. Seventeen 
tickets to be sold for $1, and 4 tickets 
for 25c. Six "limited employes" tickets, 
heretofore known as workmen's tickets, 
to be sold for 25c, good between 6 and 
8 a.m., and 5 and 7 p.m., daily except 
Sundays; all employes in factories, of- 
fices, stores, etc., will be entitled to use 

this style of ticket. School children 16 
years and under, 10 tickets for 25c. Chil- 
dren, carried in arms with parents, and 
who do not occupy a seat, travel free; 
children under 7 years, 3c cash fare or 
10 tickets for 25c. These rates replace 
those which had been in effect from June 
22, 1918, as follows:— Cash fare, 5c; 21 
tickets for $1. Seven workmen's tickets 
for 25c, good between 6 and 8 a.m., and 
5 and 7 p.m., daily except Sundays; 
school children's tickets, 10 for 25c, good 
for children attending school, 14 years 
of age and under. Children carried in 
arms with parents and who do not oc- 
cupy a seat, travel free; children 7 years 
of age and under, 3c cash fare, or 10 
tickets for 25c. 

Electric Railway Finance, Meet- 
ings, Etc. 

British Columbia Electric Ry. and sub- 
sidary companies— 

Sept. 30, Sept. 30, 
Sept.. 1919 Sept.. 1918 1919 1918 

Gross $681,946 $575.<176 $1,991,206 $1,633,788 

Expenses 503.135 444,928 1,496,478 1,295 634 

Net 181,811 130.548 497.728 238.149 

The net for Sept., 1919 includes $23,- 
612, being Ic out of each 6c fare collect- 
ed in Vancouver, and held in suspense 
under the terms of the Public Utilities 
Act, pending the commissioner's decision. 
Calgary Municipal Ry. — Earnings, ex- 
penditure, etc., for Nov., 1919: 

Fares $74,985 

Advertising .. j 956 

Profit . $11,828 

Statement for the 11 months ended 
Nov. 30, 1919, is as follows: 

Revenue $736,659 

Expenditures 718,182 

Profit t 23,877 

Edmonton Radial Railway — 

Oct., 1919 Nov., 1919 

Total revenue $ 69,294.62 $ 65.733.16 

Passengers carried 1.006,012 1,121,492 

Montreal Tramway.s Co. — At a meet- 
ing of driectors, Dec. 22, to consider the 
question of dividends on the common 
stock, which were deferred in 1918, it 
was decided to pay a quarterly dividend 
of 2',2 7<j at the rate of lO'/c per annum, 
for the year ended June 30, 1918, on the 
paid up capital stock of the company to 
shareholders on record Dec. 29, 1919. 
Financial circles takes this as an indi- 
cation that the company will continue to 
pay regular dividends, and that a meet- 
ing of the directors will be held early in 
the new year to consider paying arrears. 

Regina Municipal Railway — 

Passenger receipts Nov.. 1919 $29..603.7B 

Number of passengers carried 610,444 

Toronto Ry., Toronto & York Radial 

Ry., and allied companies — 9 mens. to 
Sept. 30, Sept. 30. 
Sept., 1919 Sept.. 1918 1919 1918 

Gross $1,124,159 $1,119,925 $9,318,468 $9,596,697 

Expenses 726.221 565.069 6.786,231 5,201.958 
Net 897.938 554.866 8,632.227 4,394.644 

Winnipeg Electric Ry., and allied com- 
panies — 
Sept. 80. Sept. 30, 
Sept., 1919 Sept., 1918 1919 1918 

Gross $381,248 $286,670 $2,947,060 $2,674,137 

Expenses .... 816.037 207.477 2,346,188 2.028.450 
Net 65,211 78,193 600,872 646,687 

The surplus for October, after allow- 
ing for fixed charges, was $44,661.57. 


January, 1920. 

Electric Railway Notes. 

The Hydro Kk-rtric Powrr rommi»»ion 
i.f Ontnrin han onlerwl 2 truckn for cloc- 
tru- liioomotivvt from Caniiduin Car and 
Koundry Co. 

Siidbur>'-Copp«'r ("liff Sutmrhan Eloc- 
■ ir Ky. han rifrivwl n comliination itnow 
iiioUKh and iiwci>p«T from Utlawa Car 
Manufarturintr <"o. 

The British Columbia Electric Ry. of- 
iice ntntT hn^ its nnnuni dinner at Van- 
couver. I>rr. d; Cioorpe Kidd, General 
Mann^rtT in thr rhnir. 

Thno Rivers Traction Co., Three 
Rivers. Que., has ordered 2 one man, near 
side ^ars, making 4 now on order, from 
Ottawa Car Manufncturinp Co. 

A. I.. Farquharson, Manager, Fort 
William Klectric Ry., left Fort William, 
Ont., Dec. 7 to secure options on new 
and second hand cars to replace those 
destroyed in the recent fire. 

The Ottawa Electric Ry. will, it is 
.said, in future he the plaintiff in actions 
due to colli.sions between automobiles 
and street cars, where they are due to 
careless automobile drivinp. 

The Brantford, Ont., City Council will 
consider the repulation of the speed at 
which Brantford and Hamilton Ry., and 
Ijike Erie and Northern Ry. cars shall 
be operated within the city limits. 

The Repina, Sask., Municipal Ry., man- 
apemcnt has under consideration the pur- 
chase of some motors from Winnipeg, 
which it is proposed to instal on the 6 
old cars, which were bought in England, 
to speed them up. 

The Niagara, St. Catharines & To- 
ronto Ry.'s car bam at Niagara Falls, 
Ont., was destroyed by fire Dee. 10, to- 
gether with 2 of' the latest type of cars 
and a snow plough; the damage being 
estimated at $40,000. 

The Winnipeg City Council on Dec. 8 
authorized the preparation of a bylaw 
creating a standing committee on trans- 
portation to deal with all questions of 
transportation, and to consist of -5 mem- 

The Regina, Sask., Municipal Ry., is 
considering the question of the operation 
of cars on .Sundays to a later hour at 
night than at present. Under the pres- 
ent schedule, all cars are in the bams 
a little after 10 p.m. 

The Calgary, Alta., Municipal Ry., is 
reported to be buying 4 cars, and lo be 
considering the buying of 2 additional 
cars. Superintendent T. H. McCauley, 
who was in the east recently, received 
telegraphic instructions as to the matter 
Dec. 5. 

The Moncton Tramways, Electricity 
and Gas Co.'s car barn and machine 
shop, at Moncton, N.B., was bumed Dec. 
2.t; considerable machiner>', one car, and 
a sweeper being destroyed. The watch- 
man died from injuries received during 
the fire. 

The Regina, Sask., Street Railway De- 
partment has begun the issue of a twice 
a month pamphlet, giving information 
and items of interest in connection with 
the street railway. It is entitled the 
Regina Municipal Railway Headlights, 
ami is issued free to the public. 

The Toronto Suburban Ry.'s bylaw au- 
thorizing W. .1. Radford, Assi.stant Man- 
ager, to jjrepare and issue passenger 
tariff.i, and F. Butcher, Freight Super- 
intendent, to prepare and issue freight 
tariffs, was approved by the Board of 

Railway Commissioners by order 2U,12-I, 
Dec. fi. 

The Imperial Privy Council on Dec. r>, 
reserved judgment on the Toronto Ry.'s 
apiM'al against the City of Toronto re- 
garding the removal of snow. A second 
appeal case, in which the same parties 
were involved, having to do with penal- 
ties for alleged inadequate service, was 
also heard. 

County Judge Gunn, Ottawa, is Chair- 
man of a board of conciliation which 
commenced its sittings in Toronto, Dec. 
8, to interpret certain parts of the award 
of Sept. 2:5, 1!)19, respecting the Toronto 
Klectric Co. and its employes. W. H. 
Moore is the company's representative, 
and F. Bancroft represents the men. 

The Nova Scotia Tramways & Power 
Co.'s 24 cars ordered for its Halifax, 
N.S., electric railway as mentioned in 
our last issue, are of the standard Birney 
safety type, arranged for double end 
operation. They were ordered from 
American Car Co., St. Louis, Mo., for 
deliverj' during Dec, lOVJ. 

The Montreal Tramways Co. is apply- 
ing to the Quebec Legislature for an act 
determining its rights and obli,?ations 
with regard to its contribution to the 
building and maintenance of sewers in 
Montreal and other municipalities to 
which its lines extend; to amend laws, 
relating thereto, and for other purposes. 

The Hamilton, Ont., City Council's 
street railway committee is reported to 
have abandoned its idea of appealing to 
the Ontario Railway and Municipal Board 
for an order to compel the Hamilton St. 
Ry. to give an improved service pend- 
ing the outcome of the negotiations be- 
tween the Hydro Electric Power Commis- 
sion of Ontario and the Dominion Power 
and Transmission Co., for the purchase 
of the latter's interests. 

The Commissioner of Public Safety of 
St. John, N.B., is reported to have called 
the attention of the New Brunswick 
Power Co. to the frequent overloading 
of street cars in contravention of the 
law. The company is stated to have re- 
cently put on 6 extra ears on two routes, 
in order to lessen the overcrowding. Dur- 
ing the rush hours and on rainy, days 
tht company's conductors could not keep 
people from getting on cars, even when 
they were already well filled. 

The Winnipeg Electric Ry. put in ef- 
fect on Dec. 7, a general rerouting of 
cars on a number of its lines, aiming, in 
so doing, as the more even distribution 
of car service, and permitting a greater 
number of extra cars in sections of the 
city, where traffic is heaviest during 
rush hours. A protest against this re- 
routing was made at a meeting of the 
city council, Dec. 8, when it was intim- 
ated that the council would determine 
whether or not the company is obliged 
to consult the city when making changes 
in routing. 

The Winnipeg City Council and the 
Winnipeg Electric Ry. are reported as 
having arrived at an understanding in 
reference to taxation matters. The city 
claims approximately J.'iOO.OOO for un- 
paid taxes from and including 1916. The 
company alleged overcharges, particular- 
ly in connection with street paving work. 
Representatives of the city finance de- 
partment met A. W. McLimont, Vice 
President and General Manager, at the 
end of November and subsequently with 

the result that it was reported, Dec. 9, 
that an arrangement had been made. 

The hearmg of the New Brunswick 
Power Co.'s appeal in connection with 
the fixing of the original cost of the com- 
pany's investment in St. John, N.B., for 
street railway purposes, has been con- 
cluded before the New Brunswick Court 
of Appeal and judgment re.Her%'ed. The 
special commission appointed by the N.B. 
Legislature in 11M8, after an investiga- 
tion, fixed the value of the investment 
at $2,800,000 on which a return of 7% 
was to be secured. In the appeal, the 
St. John City Council asked for a reduc- 
tion to below $2,000,000, while the com- 
pany argued that it should be increased 
to about $5,000,000. 

The Sandwich, Windsor & Amherst- 
burg Ry.'s Superintendent suspended 4 
conductors and motormen, in connection 
with their alleged refusal to handle a 
broken live trolley wire in Nov., 1"J19. 
The matter was referred to the Ontario 
Railway and Municipal Board, which 
sent the following telegram to the com- 
pany's General Manager: "Ontario Rail- 
way and Municipal Board, on report of 
inspector, finds fault in car house fore- 
men not acting promptly when telephon- 
ed, and finds motormen and conductors 
in fault in not telephoning between 9 
and 11.30 o'clock, and orders reinstate- 
ment forthwith of 4 suspended employes 
and payment to them of half pay for 
period of suspension." 

Electric Railway Track Laid in 

Following is a preliminary statement 
showing new electric railway track laid 
during 1910:— 

Miln MUe* 
Brantford Municipal Ry.— 

Colbornc St. to St. Paul Ave 1.95 

T..H.& B. tracks to G.T.R. track* .40 Z.SS 

Montreal Tramways Co. — 

Cote de Neiffes Cemetery i^te to 

Queen Mary Road 0.S4 

Monk Boulevard. Church to 

Allard 1.05 

Iberville, Maason to Bclanser LIS 2.74 

OtUwa Electric Ry.— 

Raymond St. to Powell Ave 0.20 

Three other extensions - 0.20 0.40 

Quebec Ry., Ltjrht and Power Co. — 
Ileauport Road. C.N.R., to city 

limitii, RoinR wcat. „ 1. 15 

C.N.R. to 3rd Ave., alons 10th 

St.. Koing wc»t _ O.BO 1.68 

Sherbrooke Ry. and Power Co. — 

Short St. to Dnimmond St...- 0.M 

ToUl 7.48 

The Nova Scotia Tramways and Power 
Co. is rebuilding about 4 miles of double 
track, which is being rclaid with concrete 
filler in pavement. 

The Sherbrooke Ry. and Power Co. 
laid 1,700 ft. of second track on its Wel- 
lington St. line. 

The Wellington-Waterloo Ry., laid a 
turning Y in Bridgeport, Ont, about 320 
ft. of track. 

London and Lake Erie Ry. and Trans- 
portation Co.'s Liquidation — St. Thomas, 
Ont., ratepayers decided, Dpc. 1, by a 
vote of 475 to 37 to authorize the issue 
of $25,000 of debentures to buy the com- 
pany's car barns, power house and land 
in the vicinity of the Michigan Central 
Rd., and the overhea<l wiring on Talbot 
St. Negotiations are reported to be in 
progress for the sale of the company's 
property on Horton St.. London, the 
buildings on which were u.scd as a freight 
station and the ticket office by the rail- 
way before its abandonment. 

January, 1920. 


Marine Department 

Canadian Government Merchant Marine, Ltd., Shipbuilding, Operation, Etc. 

Orders for Steamships — The table on 
page 39 of this issue containing partic- 
ulars on orders for steel cargo steam- 
ships for Canadian Government Merchant 
Marine Ltd., gives full particulars of 53 
ships ordered by the Marine Department, 
and partial particulars of 3 others, 56 
in all. We were officially advised Dec. 
17, that the contracts for the 3 ships of 
which only partial particulars are given, 
viz.: 1 from Midland Shipbuilding Co. of 
approximately 3,950 d.w. tons, and 2 from 
Wallace Shipyards, Ltd., of approximate- 
ly 8,350 d.w. tons each, had not then been 
signed. If not signed at the time of writ- 
ing this (Dec. 26), they doubtless will 
be in the near future. Although no of- 
ficial information was obtainable up to 
Dec. 19, Canadian Railway and Marine 
W'orld is aware that further orders have 
been decided on which will bring up the 
fleet to at least 60 ships. These addi- 
tional orders include 2 'tween deck ocean 
going steel cargo steamships of approxi- 
mately 3,950 d.w. tons each, to be built 
by Collingwood Shipbuilding Co., one at 
Collingwood, Ont., and the other at King- 
ston, Ont. It is said that the Nova Scotia 
Steel & Coal Co., New Glasgow, N.S., 
has another order for a steamship of 
approximately 2,800 d.w. tons, similar to 
the first two orders placed with it, and 
that the Port Arthur Shipbuilding Co. 
has an order for another steamship of 
approximately 4,300 d.w. tons, in addi- 
tion to the orders placed with it previ- 

Oil Fuel — Referring to the question of 
equipping the 4 steel cargo steamships, 
of approximately 8,350 d.w. tons each, 
which were ordered by the Marine De- 
partment from Canadian Vickers Ltd., 
on Sept. 30, to use fuel oil instead of 
coal, Canadian Railway and Marine 
World was advised Dec. 9, that the de- 
partment had not come to any decision 
on the question in regard to any of the 
ships being built under its orders. 

Launchings of Steamships — Since Can- 
adian Railway and Marine World for 
December was issued we have been ad- 
vised of the following launchings: 

S.s. Canadian Importer; Marine De- 
partment contract 34; builder's yard no. 
11; approximately 8,100 d.w. tons; J. 
Coughlan & Sons, Vancouver, B.C.; IDec. 
6, 1919. 

S.s. Canadian Beaver; Marine Depart- 
ment contract 31; builder's yard no. 15; 
approximately 3,'750 d.w. tons; Colling- 
wood Shipbuilding Co., Kingston, Ont.; 
Dec. 10. 

S.s. Canadian Farmer; Marine Depart- 
ment contract 46; builder's yard no. 65; 
approximately 3,950 d.w. tons; Colling- 
wood Shipbuilding Co., Collingwood, Ont., 
Dec. 27, 1919. 

S.s. Canadian Raider; Marine Depart- 
ment contract 7; builder's yard no. 102; 
approximately 5,100 d.w. tons; Wallace 
Shipyards Ltd., North Vancouver, B.C.; 
Dec. 11. 

Delivery of Steamships — In addition to 
the steamships mentioned in Canadian 
Railway and Marine World previously, 
the following have been delivered to the 
Marine Department by the builders, and 
were transferred to Canadian Govern- 
ment Merchant Marine Ltd., for opera- 
tion on the dates mentioned. 

Nov. 18, 1919, s.s. Canadian Sower; 
Marine Department contract 20a; build- 
er's yard no. 42; approximately 3,400 d.w. 
tons; Port Arthur Shipbuilding Co., Port 
Arthur, Ont. She was loaded with gen- 
eral cargo at Montreal for St. John's, 

Nov. 22, 1919, s.s. Canadian Navigator; 
Marine Department contract 23; build- 
er's yard no. 73; approximately 4,300 
d.w. tons; Canadian Vickers Ltd., Mont- 
real. She was loaded with general cargo 
at Montreal for London, Eng. 

Dec. 2, 1919, s.s. Canadian Settler; 
Marine Department contiact 13; build- 
er's yard no. 5; approximately 5,100 d.w. 
tons; Tidewater Shipbuilders Ltd., Three 
Rivers, Que. She was loaded with gen- 
eral cargo at Montreal for St. John's, 

Dec. 6, 1919, s.s. Canadian Spinner; 
Marine Department contract 27; build- 
er's yard no. 71; approximately 8,350 
d.w. tons; Canadian Vickers Ltd., Mont- 
real. She was loaded with general cargo 
at Quebec for South America. 

Dec. 20, 1919, s.s. Canadian Sealer; 
Marine Department conti'act 40; build- 
er's yard no. 5; approximately 2,800 d.w. 
tons; Nova Scotia Steel & Coal Co., New 
Glasgow, N.S. She has since been re- 
ported to be icebound at Pictou, N.S. 

Three steamships are now at Quebec 
ready to be delivered to Canadian Gov- 
ernment Merchant Marine Ltd., viz.: 
Canadian Planter, approximately 8,100 
d.w. tons, built by Canadian Vickers Ltd.; 
Canadian Rancher, approximately 5,100 
d.w. tons, built by Tidewater Shipbuild- 
ers Ltd.; and Canadian Trapper, approxi- 
mately 5,100 d.w. tons, built Davie Ship- 
building & Repairing Co. In view of the 
unusual ice conditions in the St. Law- 
rence, they will not be put in service until 
next spring, and will be moored at Que- 
bec for the winter. 

Officers of Steamships — The following 
officers have been appointed by Canadian 
Government Merchant Marine Ltd. The 
first column contains the names of the 
ships, the second those of the captains 
and the third those of the chief engin- 

Canadian Importor A. O. Cooper 

Canadian Planter A. L. Starratt J. Yountr 

Canadian Rancher W. Bradley 

Canadian Recruit C. J. Murphy W. Byers 
Canadian Sower L. Cunning- 

Canadian Volunteer E. C. Sears J. Campbell 

Canadian Voyageur J. D. MacKenzie 

Canadian Warrior C. R. Biasett 

Steamship Services — The Vancouver 
Board of Trade is reported to have re- 
ceived word that as soon as possible, 
Canadian Government Merchant Marine 
Ltd., will establish a steamship service 
between Montreal, Halifax and British 
Columbia ports, via the Panama Canal. 

The Canadian Merchant Service Guild 
has sent a petition to the Minister of 
Marine, asking that a government pas- 
senger steamship service be established 
between Vancouver, Victoria and San 
Francisco. It is pointed out that there 
was at one time an indifferent service 
given between these points by vessels 
under the U.S. flag, but that this was 
withdrawn some time ago. 

The s.s. J. A. McKee has been charter- 
ed to the Newfoundland Government, for 
a short time, to carry coal from Cape 

Breton to Newfoundland, where there is 
a serious shortage. She is screw driven 
by engine of 204 n.h.p., and is 2,158 tons 
gross, 1,375 tons register. 

The s.s. Canadian Recruit, 3,964 d.w. 
tons, built by Collingwood Shipbuilding 
Co., and delivered to Canadian Goverji- 
ment Merchant Marine Ltd., June 7, 1919, 
left Montreal, Dec. 8, with a general 
cargo for Kingston, Jamaica, and Ha- 
vana, Cuba. She was to call at Sydney. 
N.S., to fill her bunkers, and was to take 
a return cargo of sugar to St. John, N.B. 
She passed Crane Island Dec. 16, en- 
countered serious ice trouble, lost her 
rudder, and went ashore on Vache Reef, 
near the mouth of the Saguenay, Dec. 
20. The officers and crew were landed 
ashore, and the owners have notified the 
underwriters that the ship has been 

The s.s. Canadian Spinner, approxi- 
mately 8,350 d.w. tons, built by Canadian 
Vickers Ltd., and delivered to Canadian 
Government Merchant Marine Ltd., Dec. 
6, left Quebec Dec. 16, with a general 
cargo, via Halifax, for Rio de Janeiro. 
Santos, and Buenos Aires. She passed 
Red Island Dec. 18, and at the time of 
writing, Dec. 27, was stuck in the ice 
about 8 miles off Metane, with her rudder 
post being reported as broken. The Do- 
minion Government ice breaking s.s. 
Lady Grey made two attempts to go to 
her rescue, leaving Quebec Dec. 24 and 
25, but put back each time; the captain 
declaring it impossible to proceed owing 
to ice conditions. 

S.s. Canadian Trapper — An action has 
been entered at Quebec by Tidewater 
Shipbuilders Ltd., Three Rivers, Que., 
against the Davie Shipbuilding and Re- 
pairing Co., Lauzon, Que., for $180,600, 
claimed to be due for installation of 
machinery by plaintiffs in the s.s. Can- 
adian Trapper's hull, built by defendants. 

The s.s. Volunteer, approximately 4,530 
d.w. tons, built by Wallace Shipyards 
Ltd., and delivered to Canadian Govern- 
ment Merchant Marine Ltd., June 19. 
1919, left Montreal Dec. 6, with a gen- 
eral cargo for London, Eng., and arrived 
at Quebec, Dec. 9, having struck three 
times near Cap la Roche, causing leaks 
in the bilges. Owing to the lateness of 
the season she will be kept at Quebec 
until the spring. 

Canadian Vickers Ltd.. Montreal, de- 
livered the s.s. Canadian Navigator; Ma- 
rine Department contract 23; builder's 
yard no. 73; approximately 4,300 d.w. 
tons; to the Marine Department, Dec. 2, 
1919. She was immediately transferred 
to Canadian Government Merchant Ma- 
rine Ltd., and was loaded at Montreal 
with general cargo for London, Eng. 

The company also delivered the s.s. 
Canadian Spinner; Marine Department 
contract 27; builder's yard no. 71; ap- 
proximately 8,350 d.w. tons; to the Ma- 
rine Department, Dec. 6, 1919. She was 
immediately transferred to Canadian 
Government Merchant Marine Ltd., and 
loaded at Quebec with general cargo for 
South America. 

Collingwood Shipbuilding Co., which 
has contracts from the Marine Depart- 
ment for 2 steel cargo steamships, of 
approximately 3,950 d.w. tons each, 
launched one of them, Canadian Farmer, 


January, 1920. 

.Miii;ii. I>i piirtiiK'nt oiintrncl i(\; build- 
er's ynnl no. •>.'•; nt iU CollinirwiicHl, Ont., 

ynr.l. I>r.- fT. I!>):>. 

('nnnilinn ()l>srrv»T, 

^' conlrurt 47; huild- 

• vpoctt'd to Ik> laiinch- 

^.mkI 111 Kt'hruno'- 

:. Inunrhrd nt iU KitiKxton, 

'•.'. .• l'<H-. 10, the .H.H. C'unndian 

H«'avi'r; .Mnnnc nppartnicnt contract .Tl; 
buililrr'n ynrd no. ir>; npproximntrly 3,- 

;. . iliinnt; Dcrcnibcr, rccciv- 
111 thf Murine Dcnartnu-nt, 
fiir L* n.Ti- stoi'l rnrtro .ttcaniships of 
approxinintoly ;t,!i50 d.w. ton.n each, one 
to hv built at the Kin(r.'<ton plant and 
ono nt tbf Collinjrwood plant. 

J. Couehlan and Sons, Vancouver, B.C., 
have, as st4itcd previously in Canadian 
Railway and iMarine World, contract.^ 
from the .Marine Department for 4 .steel 
oartro steainship.s of approximately 8,100 
il.w. tons each. The first of these, Can- 
adian Importer, Marine Department con- 
tract ;t4; builders yard no. 11; was 
launched Dec. 6, 1919, the christeninR 
ceremony beinjr porformed by Mrs. R. C. 
Cooper, wife of the Colonel of the 7th 
Battalion, who carried a bouquet show- 

injr the msi(;nia, - of the battalion. The 

steamship, when launched, carried the 
Canadian ensigrn, the Canadian Govern- 
ment Merchant Marine flat;, and the 
Prince of Wales' honor fla^, on the bow. 

The second steamship, Canadian Ex- 
porter, was expected to be launched 
about Dec. .{0, 1019. Approximate 
launchinf; dates for the other two are, 
('anadian Inventor, Jan. 30; Canadian 
I*rospector, Feb. 28. 

Nova Scotia Steel and Coal Co., New 
Glasjrow, N.S., delivered the s.s. Cana- 
dian Sealer; Marine Department contract 
40; builder's yard no. a; approximately 
2,800 d.w. tons, to the Marine Depart- 
ment, Dec. 20, 1919. 

The s.s. Canadian Miner, a sister ship 
to Canadian Sealer, is expected to be 
ready for launching' by the end of Janu- 
ar>', but will probably be kept on the 
ways till the latter part of February, and 
.■"hould be delivered early in April if the 
river is free of ice. 

Port Arthur Shipbuilding Co., Port 
.\rthur, Ont., delivered the s.s Canadian 
.Sower, Marine Department contract 20a; 
builder's yard no. 42; approximately 3,- 
100 d.w. tons; to the Marine Department, 
Nov. 18. She was immediately trans- 
ferred to Canadian Government Mer- 
chant Marine Ltd., and was loaded at 
.Montreal with general carpo for St. 
John's, Nfld. This was the fourth ship 
delivered to the Marine Department in 
1919 by this company, the others beinp 
Canadian Trader, July 18; Canadian 
Sailor, Aufr. 7, ancl Canadian Adventurer, 
Oct. 29; full particulors of which are 
Kiven in the toble on pace .'i9. 

The company is building for the 
.Marine Department, 2 steel cartfo steam- 
.ships of ajiproximatvly 4,300 d.w. tons 
each, Canadian Runner and Canadian 
Carrier; thi" keels of which were laid 
AuK. 29. 1919. They will bo launched 
early in the sprinir and should be ready 
t« .sail in June or .July for Buffalo, N.Y., 
where they will be cut in two, so as to 
lio through the canals lo Montreal. 
After they are rejoined at Montreal their 
trial trips will be run and delivery made 
to the .Slariiie Department. 

Tidewater .Shipbuilders Lt4i, Three 
Rivers, Que., delivered the s.s. Canadian 

Settler: .Marine Di'pnrtnient cunlract 13; 
builders yard no. fi; ■pproximntcly 5,100 
d.w. tons; to the Marinr Department, 
Dw. 2, 1919. She was immediately 
transferred lo Canadian Government 

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Montreal with general cari;o for St, 
John's, Nfld. 

The deconrl ship, ("anadian lUincher, 
Marine Department contract 14; build- 
er's yard no. 6; left Three Rivem in the 
second week of December for Queln-c to 
have some final work done and to be de- 
livered to the Marine Department. The 
keels for the two other ships this com- 
pany is buildintf. Canadian Fisher and 
Canadian Forester, were laid Sept. 20 and 
Nov. 1, 1919, respectively. 

Canada Steamship Linen lAd. Diri- 

dends — At the monthly meeting of di- 
rectors of Canada Steamship Lines Ltd., 
at Montreal, Dec. 2, it was announced 
that the common stock had been placed 
on a l':'o dividend basis, effective Jan. 
1. The dividend of 1% for the then cur- 
rent quarter, payable to shareholders of 
record, Dec. l.i, was declared. An in- 
crease in the dividend was expected, but 
it was anticipated that it would be made 
Gr't , with a bonus of 2'7<- ; the directors, 
however, decided that a straiKhl increase 
in the dividend was the better plan, as 
beinK of a more permanent character. 
Some confusion took place on the Mont- 
real Stock Exchanue, on account of the 
company not having notified the ex- 
chanpe of the change, but the company 
explained that as it was merely a deci- 
.sion to place the stock on a 7r'<r> basis 
for 1920, it was not considered necessary • 
to notify. 

The Sinking of the Empress of Ireland 
— The appeal of the C.P.R. airainst the 
Supreme Court of Canada's judfrment in 
connection with the collision between the 
Norwegian s.s. Storstad and the C.P.R.'s 
s.s. Empress of Ireland, in the St. Law- 
rence River, May 29, 1914, came before 
the Judicial Committee of the Imperial 
Privy Council. Dec. 5. The Supreme 
Court decided that in the distribution of 
the proceeds of the sale of the Storstad, 
preference would be given to the claims 
of the passengers, but the Privy Coun- 
cil, has now decided that the C.P.R. shall 
share equally with the other claimants. 
The chief point dealt with was whether 
the disaster occurred in Canadian ter- 
ritorial waters or on the high seas. 

The Marine Navigation Co. of Canada 
Ltd., which is operating several vessels 
between Canada and France, was incor- 
porated at the end of 1916, and early in 
1917 operated the steamships Niiraristan 
and North Cambria between Halifax and 
St. Nazaire. In addition to these steam- 
ships, several schooners, some with aux- 
iliary power, were operated, chiefly in the 
lumber trade. The company is practic- 
ally a subsidiary of the Marine Naviga- 
tion Co., Ltd., of England, controlled by 
Sir William Garthwaite, Paris, France. 
Murray Kennedy, is President of the 
Canadian company, which is managed by 
McLean, Kennedy and Co., Montreal. 

Hudson's Bay Co.'s Steamships — Dur- 
ing 1919 the company's steamships, 
Athabasca River. Peace River and Port 
Simpson, and the motor boat Fort 
Churchill, were not in operation, and we 
are advised that the s.s. Athabasca River, 
and the motor boat. Taltahn, are being 
dismantled, the former at Peace River 
Crossing, Alta., and the latter at Port 
Simpson, B.C. The company has regist- 
ered the steamboat Liard River, which 
was built at Fort Smith, Alta.. in 1919. 
She is paddle wheel driven by engine of 
.'l n.h.p.. and her dimensions are: length, 
81.8 ft.; breadth, 16.8 ft.; depth, 3 ft; 
tonnage, 113, 77 registered. 

January, 1920. 






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January. 1920. 

St. Lawrence KivtT Winter Navigation Possibilities. 

Ity Hon. I). O. l.'Kitprranrr. (hairmnn (jurhrr Harbor < iimtniitHiun. 

The iHiHitibilitii-t o( niiviKutint; the St. 
Ijiwrrnco in winter nn<l making: yiiclnH- 
nil nil year o|H'n port, may ut glance 
liMik to many an a l<K-al iiulijfct afft'ct- 
inK ranacia alone, and. tluTrfurc, nf lit- 
tlf loni'fm to the I'nitod Statv.H. How- 
rviT. if Wf thruw a look at ihi- map of 
thi' North Anu'ricnn continent, wo find 
that tho roulc'.i of transtportation by rail 
and water are so intimately connected 
and interl(H-ked in all the territory alonf; 
tho St. Ijiwronco and tho Groat Lakes, 
that anythintr which in apt to affect or 
proKln^r the navigation on any portion 
of this >:reat waterway is of vita! con- 
cern, not only to Canada, but also to our 
Croat entorprisinK neighbor to tho south. 
Any one who, in recent years, has fol- 
lowed closely the construction of rail- 
ways in Canada, and the rapid improve- 
ment and development of our trade 
routes, may well ask himself why the 
port of QuoIk-c from which flows clear 
and open water during 12 months of the 
year ripht throufrh to the Atlantic, is 
clo«ed during 4 months to ocean traf- 
fic, and this at a time when the use of 
that trreat waterway would be of im- advantafrc for the transportation 
of the over fjrowinp products of the 
west. What is the chief reason for this 
unfortunate state of affairs? 1. Is it the 
lack of facilities in the port of Quebec? 
2. Are the railways sorvinp Quebec in- 
adequate to handle the traffic which a 
more extended use of the port would 
develop? 3. Is the cause to be found in 
the fact that winter navigation as far 
as Quebec is a physical impossibility ? 
To the first two questions I will reply 

Quebec Port Facilities — Quebec, locat- 
ed on the St. Lawrence River. 181 miles 
above the entrance to the Gulf of St. 
Lawrence, at Father Point, and 1G6 miles 
below Montreal by the river, is in a eom- 
mandinfT position at the widening of that 
jrreat natural waterway. The facilities 
afforded in Quebec harbor for the accom- 
modation of larce vessels were demon- 
strated in a decisive manner when, dur- 
ing the embarkation of the first Cana- 
dian overseas contingent, in Sept., 1914. 
thirty-one steamships, ranping from 
4,000 to 19,000 tons, were accommodated 
at the deep water docks and wharves, 
for takintr on board men, horses, ammu- 
nition, and supplies for the continjrent. 
In 1918, the last year of the war, there 
were on several occasions 14 larpe steam- 
•ihips lyin»r at the berths at the same 
time, arrtrreKating over l.')0,000 gross 

The harbor facilities are such that 
.steamships of any size, or class, can be 
berthed at any time, day or niftht. The 
present shod space for ocean steamships 
has a capacity of .')2.'i.000 sq. ft. Eleven 
of these sheds have railway tracks serv- 
ing them. The site selected for the de- 
velopment of wharves is unusually favor- 
ed, from the standpoint of desirable re- 
quirements for water terminals. In ad- 
dition to the large natural basin, with 
its many shelters, from a point several 
miles below Quebec, in fact, as far as 
Murray Hay, a distance of 8.5 miles, to 
.'i miles above the City of Quebec, the 
port affords the most ideal shelters for 
ships awaiting loads of wharf assign- 
ment, and provides ample sea room to 
guarantee at all times a full reserve of 
ves.sels to occupy dockage. This is n 

favorable feature in that, by providing 
the proper cur storage room, the trans- 
portation companies can be always as- 
surctl of constant employment of the 
yard ami dock labor, which is necos-sary 
to maintain a (KTmanent organization as 
Well as an ofliciont one. The port of 
Quebec, in recent years has been pro- 
perly and adequately equipped for han- 
dling of passengers, grain and other 
freight traffic. Unlimited space exists 
for further improvements in sheds, grain 
elevators, docks, etc., as the development 
of trade justifies. (For further infor- 
mation, see Quebec Harbor Commission's 
annual reports). 

Itallways Serving Quebec — From the 
standpoint of railways converging into 
Quebec the port offers unrivaled facili- 
ties. It is served by three through trans- 
continental railways, under unique man- 
agement. Tho Canadian Pacific Ry.. with 
its numerous branches and connections 
by rail and water all over the world; the 
National Transcontinental and the Can- 
adian Northern Ry.. now owned and oper- 
ated by the Canadian Government. Be- 
sides, it is served by the Grand Trunk 
Ry., tho Quebec Central Ry., the Que- 
bec and Saguenay Ry. and the Interco- 
lonial Ry.; the two latter roads owned 
and operated as part of the Canadian 
National Rys. These railways form a 
vast not all over Canada and tap all the 
great trade routes of the North Amer- 
ican continent. Through the building of 
the National Transcontinental, Quebec 
has been made nearer to Winnipeg by 
some 214 miles, and owing to the low 
gradients of that railway, the grain of 
the west can bo hauled at a much re- 
duced rate. All these railways have 
direct access to the Quebec Harbor Com- 
mission's docks. 

Winter Navigation — The approach by 
water to the City of Quebec via the Gulf 
of St. Lawrence and the St. Lawrence 
River, affords a most desirable entrance 
to the port of Quebec for the largest 
of ocean vessels, but in the past, this 
approach has not been navigated during 
the winter, usually closing early in De- 
cember and remaining so until the latter 
part of the following April. Without 
seriously going into the problem, this 
condition has been accepted, and still, 
by some authorities, it is argued that 
navigation on the St. Lawrence River 
from tho Gulf to the port of Quebec is 
impossible during winter. The principle 
obstacles that have been accepted in the 
past as making the navigation of the 
river impossible are, by order of im- 
portance: 1. Ice. 2. Snow storms. 3. 
Absence of navigation guides. 

As early as the middle of November, 
in some years, the ice forming on the 
river above Montrealand to a point at 
Cap Rouge above Quebec, gra<lually 
flows with the current to the narrows of 
the river at Cap Rouge and at this point 
forms an ice bridge, effectually backing 
up tho ice as far as tho port of Mont- 
real. Below this point the ice forms in 
the small bays and the gulf al<mg the 
river to the port of Quebec and in the 
Straits of Belle Isle in the same manner, 
and with the rising of the tides, it is 
severed from its shores anchorage and 
forced by northeasterly winds into the 
channel. This ice obstacle never forms 
to any great extent in floes of sufficient 
size to impede navigation and with tho 

outgoing tide u.sually diAappearn or re- 
mains in such small cakes as to be al- 
most negligible as an obstacle. I give 
here in support of this contention the 
names of vessels and trips made in win- 
ter, from Quel)ec, after the official close 
of navigation: 
Drttmhrr — 

Montnuuny left fur Halifax D«c. », l»IO. 
Carlrton Irft for Antlro>tl, Drr. U. 1*11. rr- 

tuminx l>Ff. 22. 
MontmMcny Irft for Halifax. D«-. U. 1»U. 
J. D. Hairn Irft for ArrhaniH. Ruuta. t><«. 

21. l»l«. 
Sicoa Irft for Halifax. Drr. 21, ItlT. 
CaaUlia Irft for ara, Drr. SO. 19l«. 
January — 

Montcalm Irft for north ihorc port«. Jan 14, 

Kavoritr Irft for Boaton. Jan. II. t«l». 
Montralm Irft for Gaapr porta. Jan. I«. 1*18. 

rrtuminfc Jan. 23. 
Canadian VoyaRrur Irft for Halifax. Jan. 21. 
Frbmary — 

Ijidy Grry left for north ihorr and Gulf ports. 

Feb. 29. 1908. 
Montcalm Irft for Gulf porU. Frb. h, 1»11 
Montcalm left for Gulf porU. Frb. ». 1912. 
Savoy Irft for Gulf porta. Mar. 26, 1»0S. 
Montcalm Irft for Gulf portu. Mar. 23. 1»1«. 
Montcalm Irft for Gulf iwrU. Mar. 16. 1»12. 
Montcalm Irft for Gulf porta. Mar. 31. 1»13. 
Grncral Wolfr Irft for Gulf porta. Mar. 24. 1910. 
Aranmorr and Nataahquan Irft for north coaat. 
Mar. 28, 1912. rrtuminK April 6. 
April — 

St. Olaf left Qurbrc for Gulf porU. April 7. 

KinK Edward Irft for Gulf porta, April 9. 1994 

and April 12. I90r,. 
Polino left for Newfoundland. April 12. 1»0S. 
Aranmorc left for north shore ports. April 4. 

Aranmore left for Gulf ports. April 9. 1911. 

retuminK April 19. 
Savoy left for Anticosti, April 15. 1911. rrtum- 
inK April 22. 
Laurentian left for north shore ports. April IS. 

Druid left for Gulf porU. April 4. 1917. 

These .sailings have been made in 
winter, during all kinds of weather, 
with signal stations all closed up, and 
without any of the improvements 
which are suggested hereafter to make 
winter navigation safe. This fact alone 
should suffice to convince the unprejudic- 
ed mind that, with the inventions and 
means that modern science has placed 
at our disposal, winter navigation on the 
St. Lawrence as far as Quebec can eas- 
ily become an accomplished fact. 

Ice — Another obstacle to navigation 
in the form of ice affecting the operation 
of the Gulf is caused in the spring from 
the middle of April to the middle of May 
by the rush of ice out of the Gulf, caus- 
ing a block between the St. Paul Islands, 
northwest of Cape Breton Island, and 
Cape Ray. the southwest point of New- 
foundland. This block, which sometimes 
lasts for two weeks and completely pre- 
vents the passage of ships, is known as 
the bridge and it is a matter of record 
that at one time 300 ships have been de- 
tained by this obstacle and many wrecks 
have occurred in consequence on the 
Newfoundland coast. Ice from the Gulf 
is generally met with in Cabot Strait 
early in .January, and at this time it is 
thin, but increases gradually to as much 
as ."i ft. thick. Occasionally small bergs, 
some 18 ft. high, are seen, although a 
large berg is seldom visible, and the 
ice has been known to float in this man- 
ner as late as the beginning of June. 
The prevalence of northwesterly and 
northerly winds drive tho ice towards the 
strait and along the north coast of Cape 
Breton, while incoming vessels meet no 
ice except southward of St. Paul Island. 
Southwest gales occasionally take ice be- 

January, 1920. 



tween Magdalen Island and Cape Breton 
Island. When this ice meets the main 
body flowing past Bird Rock, and closes 
the strait between St. Paul Island and 
the Newfoundland coast, northwesterly 
winds open the Newfoundland coast, and 
the strait clears quickly, so that in about 
36 to 46 hours very little ice in visible 
quantities passes through for some per- 
iod after navigation is open, particularly 
with north winds. Vessels not strongly 
built to encounter this ice are seriously 
impeded by encountering it, but it has 
been found that vessels specially 
strengthened for ice conditions have no 
difficulty in navigating. 

This last condition appears to be the 
most serious obstacle in the operation of 
the St. Lawrence River during winter, 
but when it is considered that this con- 
dition at its worst, exists for but a short 
period of two weeks, at most, it is con- 
cluded that vessels encountering this ob- 
stacle can be diverted to Halifax, N.S., 
and St. John, N.B., and as the time that 
this occurs is not at a period when rail 
traffic is most seriously congested, the 
operation for the handling of traffic di- 
verted to those ports could adequately 
be carried on by the present facilities af- 
forded at those ports and lines serving 

As an extra precaution and guard to 
navigation, information as to ice, wind, 
temperature, and weather conditions can 
be obtained by communication between 
vessels and any of the marine or signal 
stations in the Gulf and River St. Law- 
rence at Cape Ray, St. Paul Island, Mag- 
dalen Island, Anticosti, New Brunswick 
coast points, Gaspe coast and as far 
north as the Labrador coast. It is only 
necessary that the small additional ex- 
pense of operating these stations dur- 
ing the winter and early spring be added 
to that of the summer season, and the 
short distances between those points of 
warning are an additional safeguard in 
that they afford sufficient time for ships 

to seek shelters that are numerous, en- 
abling them to be protected against any 
unusual conditions. 

Investigations have shown that strand- 
ings in the Gulf and River St. Lawrence, 
and the approaches, including the New- 
foundland coast, are not, owing to the 
danger of the route, but to the want of 
care and attention to navigation. There 
is a wide variation in the magnetic bear- 
ing between Belle Isle and Montreal, par- 
ticulai'ly between the first named point 
and Anticosti, and the frequent wrecks 
which occurred formerly on the eastern 
part of Anticosti, in foggy weather, were 
doubtless due to non allowance for 
change in variation, but such obstacles 
to a route should not be considered a 
hindrance when modern day care and 
navigation instruments are considered. 

Snow Storms are at times severe, last- 
ing from 24 to 48 hours. They consti- 
tute the most serious menace to naviga- 
tion on the St. Lawrence River during 
their duration, owing to the impossibil- 
ity of sight. From observation during 
one of these storms it was found that 
objects at a distance of 50 ft. were en- 
tirely obliterated. This condition can 
be adequately met, so as to entirely 
eliminate any chance of collision or 
groundings, by careful warning of ves- 
sels, as suggested in the meeting of the 
ice condition, and anchorage can be had 
in shelters. The most serious wrecks 
occurring during those snow storms have 
resulted from vessels anchoring in the 
stream, and drifting to shore, after hav- 
ing anchor chains cut by the floe ice. To 
meet this condition, two breakwaters, 
providing adequate shelters could be es- 
tablished along the river, behind which 
ships would be sheltered from the floe 
during the storms. Other recommenda- 
tions have been suggested, such as 
guards carried by vessels for anchor 
chains. It is estimated that if it was 
found necessary to establish the break- 
waters mentioned, a total investment of 

$1,000,000 would be adequate. 

It would also be necessary to fit every 
ship coming up the river with an iron 
or wooden apron over the bow, and ves- 
sels so equipped become in themselves 
icebreakers of no mean ability. Such out- 
fits are in use on all ships running to 
Russian ports, and adequately protect 
ships from harm. 

During the past the keepers of some 
lighthouses have been withdrawn from 
service during the winter, and other 
river markings have been remjaved dur- 
ing the flow of ice. This practice can be 
discontinued and the markings made suf- 
ficiently i)ermanent to place them above 
the danger resulting from the ice flow, 
and the expense of such works and their 
operation would be almost negligible 
when compared with the great economy 
effected by the handling of freight by 
water transportation. 

It appears that in short there are no 
serious obstacles for the entire winter 
navigation of the St. Lawrence River. In 
all northern countries, when the aver- 
age winter temperature is below the 
freezing point, the water becomes frozen, 
and attempts to continue navigation are 
made with great difficulty. As popula- 
tion increases, and demands for cheaper 
and more effective communication grow, 
the question will arise as to the feasi- 
bility of operating the waterways and 
harbors in Canada during the winter. 
This matter has been found to be of no 
very serious moment, except in one or 
two instances. Winter navigation has 
been maintained for many years between 
Prince Edward Island and the New Bruns- 
wick mainland and similar communi- 
cation has been carried on with New- 
foundland, but when the volume of trade 
grows there can be no question as to 
the needs of cheaper methods of tran- 
sit as afforded by water. In Russia win- 
ter navigation has been found to prove 
feasible and many ports require ice- 
breakers in summer to reach northern 

Vessels Registered in Canada During October, 1919. 

In compiline the foUowinsr list* of vessels registered, steamboats and motor boats, operated by engines of less than 10 n.h.p., 
are sailing vessels of less than 100 tons register. 

eliminated, as also 

No. Name Port of Registry Where and when built * a 5 S, ,i"^rtJ: Owners or managing owners 

*^ u • S fl? o B^2 

J n a »H «H « 

103690 Luckportd) Midland. Ont. Midland. Ont 1898 126.0 21.6 12.0 231 134 57 Sc. Midland Transportation Co.. Mid- 
land, Ont. 

141484 Vaudreuil (2) Montreal Cleveland, Ohio 1889 278.0 40.0 20.8 2514 1436 136 Sc. C. A. Barnard, Montreal, Que. 

Lauzon. Que 1919 

(1) Formerly. Magnolia, a recovered wreck. (2) Formerly. Frontenac^ 

Port of Begistry Big 


Where and when bnilt 

141383 Audrey P. Brown LaHave. N.S Schr Liverpool. N.S 

1411.51 C.P.R. No.6 Victoria. B.C Barge ....Nelson. B.C 

141228 Charlotte Comcau... Weymouth, N.S Schr Little Brook. N.S.. 

141448 Dollar VllI Vancouver. B.C Scow Dollarton. B.C 


141447 E. C. E. 8.. 

..Vancouver. B.C.. 
..Whitehall. N.Y.. 



123.4 28.9 

22h.5 42.0 

172.0 37.4 

107.0 36.0 

97.3 28.5 

96.5 17.8 

10.8 2.12 
8.0 652 
13.4 779 

Owner or Managing Owner. 


!.4 235 235 



14148.1 F. L. Heidritter Montreal Barge 

141409 Freda M. Himmel- 

man Lunenburg. N.S Schr Lunenburg. N.S 1919 125.4 26.9 

141095 Holmes A. Frank Chatham. N.B " Nordin. N.B 1919 174.0 88.5 

141449 J.C. No. 14 Vancouver. B.C Scow New Westminster, B.C 1911 84.0 28.1 

141450 K. 50 ■• •• •• 1919 87.9 33.7 

141410 Marjorie Hennigar..Lunenbur«, N.S Schr Chester Basin, N.S 1919 U6.1 27.0 

141411 MaryH. Hirtle " " Lunenburg, N.S 1919 124.2 26.8 

141227 Nettie C Weymouth. N.S " Saulnierville. N.S 1919 150.0 83.3 

7.3 123 108 

10.6 174 

13.0 690 
7.0 139 
8.9 227 

10.6 161 

10:6 169 

13.1 495 

Peaceland Annapolis Royal, N.S.. 

Rose Anne 

Belliveau Weymouth. N.S 

Seaman. A. O Parrsboro. N.S 

Whiteson *' 

..Annapolis Royal, N.S 1919 114.0 80.0 10.6 287 

..Belliveaus Cove, 
..Cape d'Or. N.S.... 
..Alma. N.B 


130.5 30.8 
152.0 34.5 
175.0 37.6 

18.1 812 762 

218 C. H. Ritcey. M.O.. La Hav 
662 C.P.R. Co.. Montreal. 
728 I. M. Comcau Shipping Co.. 
Brook. N.S. 
Canadian Robert Dollar Co., 

couver. B.C. 
Evans. Coleman & Evans, 

Vancouver. B.C. 
Richelieu Transportation Co., Mont- 

n. M.O.. Lunenburg. 
Millerton. N.B. 
lillan. Vancouver, B.C. 
S. McKccn, Vancouver. B.C. 
H. Ritcey. Riverport, N.S. 
Hirtle. M.O.. Lunenburg, N.S. 
449 Acadia Shipping Co., Meteghan 

River. N.S. 
262 Annapolis Shipping Co., Annapolis 
Royal. N.S. 

B. Belliveau, Belliveau's Cove, N.S. 
S. M. Field. Cape d'Or. N.S. 

C. T. White & Son. Sussex. N.B. 

114 A. Himn 
637 J. Robin 
139 J. McL. 




January, 1920. 

Sil>«Ti«. Winter naviiration turn been 
n»«inUinc«l for nuiny year* on the Great 
Ijiki'ii, nn<l at »ome |M>inli« on Lake On- 
tario, i.ebreakinjf ferrien are operaled 
tJirouKh .1 or 4 ft. of nolid ice for a di»- 
taiue of fiO or CO mileii. 

The whole cowl of niakinK the St. Law- 
ri'nce Kiver naviKable in winti-r aa far 
B« Quebec-, incluilini; the conntruction of 
two iiebreakem. the dredjtinK of the 
rhannel to a minimum of 40 ft. and pro- 

iwr equipment of lijfhta and buoyii. ha* 
been estimali-d at 1 1 0,000,000, in round 
rtirureii. The advnnlaKen to be derived 
by kcepinj: the port of Quebi-c open the 
year round are no ifreat that the coat of 
ec|uipmrnt to meet thenc conditiona ap- 
p«'nr« inxicnincant. 

The foreicoinif paper wan read before 
the American Axsoeiation of I'ort Au- 
thorities at ilH annual mectint; in Galves- 
ton, Texa.H, recently. 

Wreck Commissioner's Enquiries and Judj^ments. 

.'<<trnndmK of s..s. Germanirux 
Held at .Montreal, Nov. 21, by ("apt. 
L. A. Diincrs, Dominion NVreck Com- 
missioner, n.s.siiitcd by ("apt. C. Ljipicrrc 
and Commander C. J. Stuart, R.N.R., 
into the of the stranding of the 
■3. Gennanicu.4 on the northwest reef of 
Bicquette Island in the River St. I>aw- 
rence, Nov. 7. while bound to Montreal 
from Rotterdam. The s.s. Germanicus 
was formerly a German steamship and 
is beinp operated by Ropener & Co., on 
behalf of the British Ministry of Ship- 

The court found that the master's evi- 
dence showed a marked indifTerence as 
to the manner in which the ves.sel was 
navipated. At Cape MaKdalen the ves- 
sel had apparently deviated from her 
course, and the evidence showed that 
either the courses by compass were 
faulty, or were badly steered, or other 
agencies were at work which were not 
explained. There were no unusual cur- 
rents and, thouph strong winds were ex- 
perienced, it was said that they did not 
tend to take the ship from her course. 
At the time of the strandinp, the mate 
was in charvre, it beinp alle^'ed that the 
master was intoxicated, and that it was 
impossible to arouse him. The vessel 
struck while poins at half speed and im- 
mediately the order full speed astern, was 
Riven, and at that time the master ap- 
peared on the bridpe. Subseciuent effort 
to release the vessel proved unavailing 
and further attempts will be made if 
possible, in the spring. 

With regard to the pilot boat, the court 
expressed the opinion that there was 
nothing in the weather conditions to pre- 
vent her beinpr, if not at the pilotage 
grounds, at least at her station, which is 
Father Point and not Bic. It may happen 
in rough weather that the pilot boat 
would be forced to take refuge at Bic 
Island, but the moment the weather 
moderated her place would be Father 
Point, and the court was assured that at 
the time of the stranding, the pilot boat 
was west of the reef on which the vessel 
stranded and in a position not justified 
by the weather existing. 

The court found that the master, Capt. 
John Olive, was incapable of administer- 
ing or exercising the vigilance and care 
for property with which he was entrust- 
ed, through having indulged freely in in- 
toxicating liquors. It cancelled his cer- 
tificate an master, but recommended that 
a mate's certificate be granted to him. 
On account of the extenuating circum- 
stances, the court exercised leniency to- 
wards the mate, Thomas Pinkney, and did 
not deal with his certificate, but severely 
reprimanded him for not taking into ac- 
count the state of the tides. The second 
ofTicer was exonerated from all blame and 
his certificate returned to him. With nv 
gard to the pilot boat being away from 
her station, the court expressed the 
opinion that it is a matter which should 

be investigate.! by the .Marine Depart- 
nient, and rcconimen<led that that course 
be adopted at the earliest moment pos- 

Stranding of sa Rio Negro. 
Held at Quebec, Que., Dec. 3, 1919, be- 
fore Capt. L. A. Demers, Dominion 
Wreck Commissioner, assisted by Capt. 
C. Lapierre and Commander C. J. Stuart, 
R.N.R., into the stranding of the s.s. Rio 
Negro near Point des Monts, on the north 
shore of the Gulf of St. Lawrence, Nov. 
17. The master's evidence, which was 
given in a very straightforward manner, 
indicated that the ship's courses and dis- 
tances had been made good up to Martin 
River, and a .safe distance was allowed 
off the land in order to reach Father 
Point. On leaving the bridge, he left 
written instructions in the night order 
book, as well as verbal instructions, that 
he should be called when Cape Chat was 
visible, or the distance run. When the 
distance had been run, the second ofTicer 
did not carry out the instructions to call 
the master, and the ship proceeded on 
the course. He was succeeded by the 
first officer, who stated that the weather 
was clear, though his log book shows 
that a heavy snow storm had come on. 
Seeing what he considered to be the 
Matane light ahead of him, he imme- 
diately put the ship full speed astern and 
hard aport, and called the master. The 
first officer then ordered half speed 
ahead, and then full speed, with the in- 
tention of leaving the light, thought to 
be the Matane light, astern of him, and 
getting an offing. This speed was main- 
tained for about four minutes after the 
master came on deck, and then full speed 
astern was ordered, when land became 
visible, the ship striking at that time. 

The court was of opinion that the cause 
of the casualty was the disobeying of 
instructions by the second officer, as to 
calling the master, and he was declared 
in default for not carrying out implicitly 
the instructions he had received. The 
first officer erred in judgment, by being 
led astray as to the light he saw being 
the -Matane light, and considered that he 
should have made sure of the nature of 
the light before acting on his assumption, 
or to have taken soundings and stopped 
the ship until his position was verified. 
He was, therefore, found in default for 
lack of judgment. The court considered 
that there was nothing in the master's 
conduct to give rise to criticism, but, on 
the contrary, the fact that he released 
the ship from her precarious position, 
with such slight damage under the cir- 
cumstances, is much to his credit. The 
certificate of the second officer, David 
Davies, was suspended for three months, 
and the first officer, Alfre<l Hodder, had 
his master's certificate suspended for 
two months, dating from Dec. 3, 1919. 
The master and third officer were exon- 
erated from all blame. 

Repair of (.erman Ships Interned 
in South America. 

The .Montreal Gazette's London, Kng., 
correspondent sent the following copy- 
righted cable dispatch, Dec. 4:— The 
award of the contract to repair enemy 
ships inu-med in South American waU-rs 
to a German instead of a Canadian firm, 
ha.s been explained in the House of Com- 
mons at the instance of Percy Hurd, 
M. P. Col. Ix-slie Wilson, Parliamentary 
Secretary to the .Minister of Shipping, 
under took to defend the contract, but to 
anyone with inside knowledge of the ne- 
gotiations, his statement appears very 
curious. He said: "The ships which 
could not be properly repaired on the 
spot, are being towed to German yards 
to be repaired, the expenses being met 
by Germany." There would not be a 
year's delay, as suggested would be oc- 
casioned, but on the contrary, the work 
should be expedited, as the majority of 
the ships were built in Germany, and 
German shipbuilders are in possession of 
the drawings, patterns, etc., of the dam- 
aged parts. Even if it had been possible 
for any British or colonial firm to have 
undertaken the repairs, it would have 
cost a large sum, which would have to 
be financed in cash by the British Gov- 

Col. Wilson appears to have been 
badly misinformed. Had the Canadian 
contract been accepted, the ships would 
have been accepted, the ships would have 
been ready six months ago, and their 
operation would have paid the whole 
cost of repairs by now. As it is, it will 
be another six months before they are 
ready. As for Germany bearing the ex- 
pense of the repair, the Secretary admit- 
ted to your correspondent, provision had 
to be made for this under the treaty obli- 
gation. Meanwhile Canada has been de- 
prived of the use of the ships. 

Proposed Drydocks at Vancouver — In 

addition to the applications for subsidies 
for the construction of drydocks at Van- 
couver, made by J. Coughlan & Sons, 
Davidson & Cameron, and Wallace Ship- 
yards, Ltd., details of which were given 
in Canadian Railway & Marine World 
for Nov.. 1919, page 621, we are officially 
advised that the Raymond Concrete Pile 
Co. Ltd., Montreal, has applied for a sub- 
sidy in connection with its project to 
build a masonry graving dock of the first 
class at Burrard Inlet, Vancouver. The 
Drydock Subsidy Act provides tiiat a 
drj-dock of the first class shall cost not 
more than $5,500,000, and shall be of the 
following dimensions, clear length of bot- 
tom from caisson groove or hollow-quoin 
to head, 1,150 ft.; clear width of en- 
trance, 125 ft; depth of water over sill 
at high water ordinarj- spring tides, 38 
ft. The subsidy to be paid for such dock 
is at the rate of 4'a'"r per annum of the 
cost of the work, payable half yearly for 
not exceeding 35 years from the comple- 
tion of the work. 

The s.s. Frontenac. which, as stated in 
Canadian Railway and Marine World for 
Nov.. 1919, was bought from U.S. owners 
by the Davie Shipbuilding and Repairing 
Co., Lauzon, Que., has been thoroughly 
overhauled at the company's yard and has 
been placed on the Canadian register un- 
der the name of Vaudreuil, in the name 
of C. A. Barnard, Montreal. She is screw 
driven, by engine of 136 n.h.p., and her 
dimensions are: length, 278 ft.; breadth, 
40 ft.; depth, 20.3 ft.; tonnage, 2,514 
gross, 1,436 registered. 

January, 1920. 


General Shipbuilding Matters Throughout Canada. 

steamships for French Government — 
In reference to the Ottawa press report, 
to the effect that the French Govern- 
ment was prepared to order 121 steel 
cargo steamships, to be Duilt in Canada, 
a; $170 a ton, which was referred to in 
Canadian Railway and Marii:e World 
for December, we are informed by the 
head of the Technical Department of the 
Merchant Marine, French Hij^h Commis- 
sioner's office, New York, that nothing 
is known there of such an intention, but 
that M. Falcoz, a representative of the 
Messageries Maritimes, has been in the 
United States for the purpose of pricing 
the construction of several cargo steam- 
ships for themselves. 

Virtually all of the vessels contracted for 
in the U.S. are completed, although a 
few remain to be finished. A question 
that is still pending between the U.S. 
and French Governments is said to be 
preventing a large number of contracts 
for tank steamships being given to U.S. 

Omar Blinn, Grosses Coques, N.B., 
launched a barquentine of 692 net tons 
for C. E. K. Warren, Halifax, N.S., early 
in December. She is equipped with gaso- 
line engines for hoisting, and full elec- 
tric light installation. 

Canadian Vickers Ltd., Montreal — In 
addition to the 4 steel steamships which 
this company is building for Canadian 

Dominion Shipbuilding Co., Toronto — 
Of the 8 steel steamships delivered dur- 
ing 1919, by this company, as mentioned 
in our last issue, the first was sold to 
the Marine Trading Co., New York; 4 
have been sold to the Aalesund Steam- 
ship Co., of Norway, and the other 3 
are being operated by Christoffer Han- 
nevig Inc., New York. 

The company launched the steamship 
T. L. Church, Dec. 20, the christening 
ceremony being performed by Mrs. L. H. 
Clarke, wife of the Lieut. -Governor of 
Ontario. The ship has been designed for 
ocean service and was built on yard ac- 
count. Her dimensions are: length, 261 
ft.; breadth, moulded, 43'/^ ft.; depth. 

Steamship War Vixen. 3.500 d.w. tons, for British Govornmint. 
The S.8. War Vixen, and sister ship. War MaKic. were both built by Canadian Allis-Chalmers Ltd.. Bri<li,'uburB, Ont., for the British Government, under 
orders from the Imperial Munitions Board, and went into service in Nov., 1918. Canadian Allis-Chalmci-s Ltd., are building two precisely similar ships 
for private account. 

A New York press dispatch of Dec. 
20 said: — An executive officer of French 
High Commission states that France has 
definitely decided not to build ships in 
United States or Canadian yards. It is 
stated that the decline in the exchange 
rates is responsible for the decision. 
Should the rate of exchange become much 
more favorable, it is possible that the 
French Government will change its atti- 
tude. Until recently it was anticipated 
that France would order about 150,000 
tons of ships from American yards. An 
unverified report was current this week 
to the effect that a French syndicate had 
placed a contract in U.S. yards for the 
construction of 11 tank steamers; 9 of 
large dimensions and 2 of small register. 
Enquiry at the French High Commission 
revealed that the tankers had not been 
ordered by the government, and an exe- 
cutive stated that he knew nothing of 
private interests having placed this con- 
tract. In Canadian yards, the French 
Government has had a number of oil 
barges of about 1,.500 d.w. tons register 
built, but these have been completed and 
are now on their way to French ports. 

Government Merchant Marine, Ltd., for 
delivery during 1920, it has orders for 
2 steel steamships, each of approximately 
8,3.50 d.w. tons, for Norwegian interests. 

CoUingwood Shipbuilding Co., Colling- 
wood, Ont.— The Northern Navigation 
Co., s.s. Hamonic will be docked by this 
company during the winter, for wheel 
repairs. •' 

J. Coughlan & Sons, Vancouver, B.C. — 
The trial trip of the s.s. War Chariot, 
the last of the ships built by this firm 
for the British Government, under orders 
from the Imperial Munitions Board, made 
her trial trips in November, completed 
her cargo at Burrard Inlet and sailed for 
Great Britain at the end of November. 
This firm has built 10 steamships of 
8,800 d.w. tons each, for the British Gov- 
ernment, viz.: War Camp, War Charger, 
War Chariot, War Chief, War Noble, 
War Cavalry, War Convoy, War Column, 
War Company, and one other which was 
christened Alaska, and was on the stocks 
at the time the Imperial Munitions Board 
placed its original order, and was taken 
over by it on behalf of the British Gov- 

moulded, 23 ft.; deadweight carrying ca- 
pacity, 3,350 tons. She is equipped with 
triple expansion engines of approximate- 
ly 1,200 h.p. 

Grant & Home, St. John, N.B., launch- 
ed the 4-masted schooner Cutty Sark, 
Dec. 8. 

Halifax Shipyards Ltd., Halifax, N.S. 
— The s.s. Troja, which was built by the 
Dominion Shipbuilding Co., Toronto, and 
which stranded on the Old Proprietor 
Ledge, early in 1919, and became almost 
a total loss, has been practically rebuilt 
by Halifax Shipyards Ltd. After dock- 
ing and examination, it was found that 
all the bottom plating to the bilge strake, 
floors, intercostals, and 859r of the dou- 
ble bottom, with 11 tank top plates in 
the fore hold and a large number of 
frames and hold supports, had to be re- 
newed. The interior fittings were de- 
stroyed by fire, while the vessel was on 
the ledge, and considerable damage was 
done to the steel plating in connection 
with the officers' quarters. The engines 
and boilers had to be completely over- 
hauled and all missing parts replaced. 
The contract was awarded the Halifax 


January. 1920. 

■ '>m|Miny. mtVer rompfUUun with ncvvral 

,... I < ,f,"i- Am- 29. I91P. The 

■ .' iiin.t ithow tho 

'in Halifax dr)'- 

i .K. .1. .1 44i' <iH> I thp rrpnint hnil 
I..I II c.implotod. 

that, un account of his ilfsth, the yard 
will ho cloned. 

Midland ShIpbuildinK <'o.. Ltd.. Mid- 
Innd, (Int., is huililinK a full canal nizc 
KtccI .Htcaniship under it« yard no. l>, of 
nppriixiniatcly 2,.M)0 d.w. tonn, for the 

Built for Kincslry N>viiration C 
OnL ThU ihip wu fully drsrr 


Kinolry. l.SOO d.w. 
B.C.. by Canadian 
■ n Railway and Mar 

r * Foundry Co.. Fort William. 
World for Nov.. 1919. pg. 617. 

inxtullatiun and all modem appliancea. 
The hoilera will be ll'-i ft. diar. by 11 
ft. lonK, fur a working nrcHRure of IHO 
ll>.. but the entrines will probably be 
transferred from another vesoel. 

The ».». F. P. Jones, which, as stated 
in our laxt issue, was purchased recently 
from the t'nited States Shipping Board 
by the Great I..akeH Transportation Co.. 
hu.s been thorouKhly overhaule<l by the 
.Midland Shipbuilding Co., and a complete 
derrick arronKement, with 8 deck 
winches, has >>ecn installed. All steam 
pipes have been placed on deck, as for a 
rejfular oceon type vessel, and the boiler* 
have been equipped for buminK fuel oil, 
insteail of coal as heretofore. Arranfte- 
ments have also been made so that 
enouKh oil for various voyapres can be 
carried in no. 3 tank, and for stor- 
aev, so that she may run oil into a land 
storaKc tank, to enable the owners to 
operate mills on land for Krindin^; suf^ar. 
The derrick posts have been put on in 
such a way that they can be easily re- 
moved, should the vessel be transferred 
from ocean to lake ser\'ice. The vessel 
has been chartered for operation in 
southern waters, to carry su^ar cane, 
and the accommodation for the crew has 
all been remodelled, and spare lifeboats 
added. The name of the vessel has been 
changed to Glencaden, and not Glenca- 

Foundation Co., Victoria, B.C. — The 
trial of the s.s. Nouvelle Ecosse, took 
place Dec. .'!, and was considered satis- 
factory, a Kcneral averattc of 12.42 knots 
an hour on the Parrj- Bay course beinjr 
obtained. This is the last of the 20 
wooden steamships oT approximately 
3,000 d.w. tons built by this company for 
the French Government. 

Wm. Lyall .Shipbuilding Co., North 
Vancouver. B.C. This yard, at which a 
number of wooden steamship bulls were 
built for the British Government, under 
orders from the Imperial Munitions 
Board, and also for the French Govern- 
ment, and which was closed on the com- 
pletion of its contract-s, will, it is reported 
locally, be reopened for resumption of 
business in the near future. The plant 
was offered for sale recently. 

W. N. MacDonald, Sydney, N.S., is 
building a concrete motor ship, Pcrman- 
encia. which was launched at Sydney. 
N.S., Dec. She was built under Lloyd's 
special survey for classification at the 
highest rating. She is 128 ft. long over 
all. 27 'i ft. beam, and with a depth of 
12 '-I ft. There are two hatches, each 12 
by 14 ft., with the deck house and bridge 
placed amidships, between the hatches. 
The vessel will have deadweight carry- 
ing capacity of from 4.'>0 to 500 tons, 
and sleeping accommodation for 10 pas- 
sengers, in addition to the crew. She will 
be equipped with a Bolinder crude oil 
engine of 240 b.h.p.. for a speed of from 
9 to 10 knots an hour when loaded, sup- 
plied by the Swe<lish Steel and Import- 
ing Co. Ltd.. Montreal. When completed 
she will be operated between Cape Bre- 
ton. Prince Edward Island, and New- 
foundland ports. 

McKay and Mclean. F.cononiy. N.S.. 
Iaun<he<l the tern schooner Hinini F). Mc- 
Ix'on. 4.")0 tons register, at midnight. 
Dec. f.. She is fitted with all the latest 
improvements, including gasoline power 
for hoisting the sails and anchor, and is 
classed in Bureau Veritas for 12 years. 
She subsequently went to Walton to load 
plaster for New York. She was named 
after Hiram D. .McLean, one of the part- 
ners, who died recently, and it is stated 

Great Lakes Transportation Co. It is 
being built so that it can operate on 
either the lakes or the ocean, which ever 
it may be called upon to do. It will be 
equipped with complete electric lighting 

dam, as stated in our last issue. 

New Westminster Engineering & Con- 
struction Co., New Westminster, B.C. — 
It is reported fnat the shipbuilding yard 
at Poplar Island, New Westminster, B.C., 

January, 1920. 



operated recently by this company for 
building wooden steamship hulls, for the 
British Government, under orders from 
the Imperial Munitions Board, has been 
sold, and that it will be remodelled and 
equipped to build steel steamships under 
the manaKement of Haley and Christian. 
The I'ort Arthur Shipbuilding Co., Port 
Arthur, Ont.. in addition to building the 
steel cargo steamships for the Marine 
Department, which are referred to under 
"Canadian Government Merchant Marine 
Ltd.," on another page, completed early 
in 1919, four trawlers for the Naval Ser- 
vice Department, which were commenced 
late in the autumn of 1918. The com- 
pany, during 1919, repaired over 30 
ships, over 20 of which had to be docked. 
Although in 1918 the company turned 
out six :),400 d.w. ton steel cargo steam- 
ships and 6 trawlers, and a tug, 13 ships 
in all, as against 8 in 1919, a lot of the 

to build a number of wooden sailing ves- 
sels, provided some government assist- 
ance was given. The proposal was made 
by J. O. Cameron, I'resident of the com- 
pany, that it would build 2 such vessels, 
and that H. C. Hansen would build 2, 
and he is reported to have stated that 
plans were in course of preparation, and 
that it was expected orders would be re- 
ceived to proceed within a few weeks. 
D. O. Cameron, of the same company, is 
reported to have stated that the matter 
was merely a proposal laid before the 
minister, with the object of trying to 
get some government assistance for the 
revival of wooden shipbuilding, and that 
it would be impossible to build vessels 
without such assistance. 

Wallace Shipyards Ltd., North Van- 
couver, B.C., laid the keel recently for 
a steel steamship for the Union Steam- 
ship Co. of British Columbia, and it was 

Projected Harbor Improvements 
at Vancouver, B.C. 

steamship Troja, after having been repaired by Halifax Shipyards Ltd. 

1918 work was done under war rush con- 
ditions and entailed a lot of overtime 
work. During 1919 the plant was stead- 
ily busy and the increased amount of 
repair work done over 1918 was large, 
so that the number of employes through- 
out 1919 was within about 200 of the 
number employed in 1918. 

Prince Rupert Dry Dock and Engineer- 
ing Co., Prince Rupert, B.C. — The Grand 
Trunk Pacific Coast Steamship Co.'s 
steamships, Prince Rupert, Prince 
George, Prince Albert and Prince John, 
will, each in turn, be overhauled at this 
yard, during the winter. The s.s. Prince 
Rupert was withdrawn from service, for 
that purpose, towards the end of De- 

Victoria, B.C. — When the Minister of 
Finance was in British Columbia recent- 
ly, a plan was outlined by the Cameron 
Lumber Co., by which it would undertake 

announced that the builders hoped to 
launch the ship by the end of January. 
All the material, including the engines, 
is on the ground, and no delays are an- 
ticipated. The steamship will be 173 ft. 
long, and approximately 800 d.w. tons. 

Vancouver Steamship Co. Ltd., has 

been incorporated under the British Co- 
lumbia Companies Act with $2,000,000 
authorized capital and office at Vancou- 
ver, B.C., to own and operate steam and 
sailing ships, and to carry on a general 
navigation and transportation business. 

The British Government is reported to- 
have allotted the German steamship 
Kronprinz Friedrich Wilhelm, one of the 
vessels taken over from the enemy, to 
Canadian I'acific Ocean Services Ltd., to 
replace the s.s. Melita, which has been 
requisitioned to return troops from Great 
Britain to India. 

In connection with the recommenda- 
tions placed before the Vancouver Har- 
bor Commission-, for a number of im- 
provements in the harbor, as outlined in 
our last issue, we are officially advised 
that the Vancouver Harbor Commission- 
ers have submitted to the Marine De- 
partment, a proposal to purchase the 
necessary site and to build thereon a 
modern pier 1,200 ft. long, with double 
deck sheds and the latest loading and 
unloading devices. Among other matters 
submitted for approval, are, the opera- 
tion of a car ferry service between Van- 
couver and North Vancouver, and a pro- 
posal for terminal railway construction. 

A Montreal press dispatch of Dec. 11, 
stated that the Vancouver Harbor Com- 
missioners and the Dominion Government 
had approved of the general scheme of 
harbor development for Vancouver as 
prepared by A. D. Swan, M. Inst, C.E., 
Montreal, and that the commissioners, 
after an extended tour of harbors in 
eastern Canada, and in the United States, 
had authorized Mr. Swan to prepare 
plans and specifications, so that tenders 
may be asked as early as possible, for 
the first unit, which will consist of deep 
water accommodation, by the provision 
of 4 modern steamship berths with 2- 
story reinforced concrete sheds, equipped 
with mechanical devices for handling 
cargo, the estimated cost of the work 
being about $.'S,000,000. 

The Marine Department at Ottawa, ad- 
vised Canadian Railway and Marine 
World, Dec. 18, that up to that date none 
of the harbor commissioners' proposals, 
as outlined above, had been approved. 

A Novelty in Ship Repair — The British 
Government has completed, at its 
Chatham dockyards, the joining together 
of the bow of the destroyer Zulu and the 
stern of the destroyer Nubian, thus 
making a new vessel out of the wrecks 
of two. Both vessels were damaged by 
mines, during the war. The new vessel 
has been named Zubian. 

The Convoy Steamship Co. Ltd., has 
been incorporated at Halifax, N.S., to 
own and operate the s.s. War Convoy, 
one of the steel steamships of 8,800 d.w. 
tons, built by J. Coughlan & Sons, Van- 
couver, B.C., for the British Govern- 
ment, under orders from the Imperial 
Munitions Board. The name of the ves- 
sel has been changed to Willdomino. 

The Canadian National Ry.s. Train 
Ferry Steamship Scotia running between 
Mulgrave and Point Tupper, N.S., ran 
aground Dec. .5 at ,5 a.m. while transfer- 
ring the night express passenger train 
for Sydney across the Strait of Canso. 
The ferry was released on the following 
day without damage and the service was 

Tide Tables for Eastern Coast, includ- 
ing the St. Lawrence River and Gulf, Bay 
of Fundy, Northumberland and Cabot 
Straits, have been prepared by the Tidal 
and Current Survey, Naval Service De- 
partment, under the superintendence of 
W. Bell Dawson. 

The St Lawrence Navigation Season 
of 1919 was officially closed Dec. 10, so 
far as ocean shipping was concerned, 
with the departure of the Elder Demp- 
ster and Co.'s s.s. Bassa. The Canadian 
Government Merchant Marine Ltd., s.s. 
Canadian Planter, just completed by 
Canadian Vickers Ltd., left for Quebec, 
to take on cargo, Dec. 12. 


January, 1920. 

Canadian Notices to Mariners. 

OnUrio — I.iKht to br mUblinhed on 
Roulhrrn cxtroniity of r<iinto aux I'inii, 
■bout 2.r> niilcii east of Kon<lfnu harbor. 
OrcultinK white BcctyliTio lii;ht shown 
from a Icnii lantern on n pole. The liRht 
is unwatchrd. 

OnUrio— St. .Maryn River. I'ointc aux 
I'lns. main liKht, on outer end of low sand 
point, the »>th order dioptric apparatus 
will be replaced by a 4tli order dioptric 
ap|>ar«tus. The lijrht will be fixed white 
as at present. 

Ontario — I.ake .Superior, Port Arthur 
Harbor- -Durinir the past season the slip 
at the Thunder Bay elevator wharf, 1,200 
ft. lone by 1.^0 ft. wide, was dredjred by 
the Public Works Pepartnient to 21 ft. 
below the zero of the harbor >rauKC. 

I'nitrd States — .St. Marys River, Vidal 
Shoals — Gas buoy established, on north 
side of channel; occuitinjr red lipht every 
10 seconds, thus: lipht 5 seconds, eclipse 
h seconds; steel cylindrical; red; depth, 
2.'S ft. 

British Columbia — Vancouver Island, 
West Coast, Quatsino Sound— .1. H. Bing- 
ham of the tupboat Canpack reports the 
existence of a rock, with 1 ft. of water 
on it, in the channel south of Limestone 
Island, between Sinple Island and Foul 
Islots, where the charts shows 20 

British Columbia — Chatham Sound, 
Malacca Passage — Lipht established, on 
southwest side of Genn Island; occult- 
inp white acetylene light, automatically 
occulted at short intervals; elevation, 30 
ft.; visibility, 7 miles from all points of 
approach; steel cylindrical tank, sur- 
mounted by pyramidal steel frame sup- 
porting lantern; color, white; the light 
is unwatched. 

British Columbia — Chatham Sound, 
Entrance to Prince Rupert Harbor- 
Light established on northwest side of 
East Kinahan Island; occulting white 
acetylene light, automatically occulated 
at short intervals; elevation, ,30 ft.; 
visibility, 7 miles from all points of ap- 
proach; white steel cylindrical tank sur- 
mounted by a pyramidal steel frame sup- 
porting lantern; the light is unwatched. 

Ontario^I^ke SL Clair, Thames River 
— During the summer of 1919, the Pub- 
lic Works Department dredged a chan- 
nel 2,500 ft. long by 2.') ft. wide with a 
least depth of 5 ft, from about II2 miles 
above the mouth of the Thames River 
through the marsh, on a bearing of 134° 
30' (S. 43' E. mag.) to Jeannettes Creek 

Ontario— Lake Superior. Port Arthur 
Harbor, Dredging — Additional dredging 

has been performed by the Public Worka 
Department in the approach to the Kich- 
■ rd.son and .Saskatrhewan Co-oporative 
elevators and in the Richardson slip, as 
follows; the middle ground immediately 
in front of the elevators has been dredg- 
ed to 21, ft. deep to within 200 ft. from 
the front face of the wharves; on the 
south side of the entrance basin a strip 
120 ft. wide and HOO ft. long was dredged 
to 2.') ft. deep from the 2', ft. contour 
shoreward; on the north side of the en- 
trance basin a strip 120 ft. wide and 8.50 
ft. long was dredged to 2.5 ft. deep from 
the 25 ft. contour shoreward; the Rich- 
ardson slip was completed to a length 
of l,.tOO ft. ami a width of 150 ft. to 25 
ft. deep for the outer 600 ft. and 22 ft. 
deep for the inside 700^ ft. 

United States — St. Marys River, Squaw 
Island — Pipe Island Twins, lipht estab- 
lished on northerly end of East Twin 
Island in the lower St. Marys River; 
flashing white light, showing one flash 
of 0.5 second duration every 2 seconds; 
elevation, 26 ft; black pyramidal steel 
skeleton tower on concrete foundation 
pier; gas buoy 5B, will be discontinued; 
on southerly edge of Squaw it^land in 
the lower St. Marys River; flashing red 
light, showing one flash of 0.5 second 
duration every 2 seconds; elevation, 26 
ft.; red pyramidal steel skeleton tower 
on concrete foundation pier; gas buoy, 4, 
will be discontinued. 

United States — .St. Marys River, Hay 
Lake Cut — North entrance light no. 27 
re-established on former position, on 
west side of north entrance to Little 
Rapids cut: occulting white light every 
5 seconds thus; light, 2.5 seconds; eclipse, 
2.5 seconds; elevation, 35 ft.; black .pyra- 
midal steel skeleton tower on concrete 
pier; temporary fixed red light will be 

Ontario — Georgian Bay, Parry Sound 
approach, .Jones Island back range light, 
change in illuminant — The fixed white oil 
lipht has been replaced by an unwatched 
(ixed white acetylene pas light. 

Ontario — Lake Superior, Whitefish 
Bay, Corbeil Point, non-existence of 
shoal — During a recent examination of ■ 
the vicinity of Corbeil Point, by the 
Hydrographic Survey, Naval Service De- 
partment, it was found that the shoal 
reported about 2.16 miles 287° 30' (N. 
69° 30' W. mag.) from Corbeil Point 
lighthouse does not exist, a least depth 
of 14 fathoms having been found on this 

Nova Scotia — West Coast, Yarmouth 
harbor corner beacon temporarily dis- 

Vessels Added to and Deducted From the Canadian Register During 
October, 1919. 

Built In Caniicla 

PurrhA»r«l from forricnvn 

TrMiifrrrpel froni Britiih pa«MMioii«~._ 
Nrw mcUUrm .__.„_..._„_..___.__...__ 


— Tonnaffc — 
GroH. RosUtercd. 



Wiwkrd or othmrlw lot „ 

Brokrn up or until for uw 

S<ild lo forrlicnpn 

Trannf^rrrH to llnltml Kinxioni.. 

Tnin»frrrrH to Brltinh poucwiolu 

New mcUtrn 

Tunnavf! altrratlon*. without ro-nstitir.. 


— TonnaBc — 

Gran. Reslatcnd 

6.440 6.922 









continued— Position, S mile southwcat- 
ward of the long wharf, Yarmouth; dur- 
ing dredging operations in Yarmooth 
harbor the comer beacon will be discon- 

Prince Edward Island — South Coast, 
Bede<|uc Bay, Dunk River, Kurds Point 
pier, dredging — A channel 2,130 ft. long 
and 60 ft. wi<le with a least depth of 9 
ft. has been dredged by the Public Works 
Department from deep water to Hurds 
Point pier, about 2Vi miles south of Sum- 
merside, on the Dunk River; from a point 
600 fe. north of the pier head the dredged 
channel gradually widens to 130 ft. in 
front of the pier, where there is a turn- 
ing basin 130 ft. square. 

Quebec — Gulf of St. Lawrence, Mouth 
of Ro<'k River, Shelter Bay — Change in 
color of private range lights; on or about 
Dec. 1, 1919; on the islet south of the 
island about 1 ^ miles long at the mouth 
of Rock River; the range lights will be 
changed from fixed red to fixed white. 

Nova Scotia — South Coast, Ship Har- 
bor — Uncharted shoal; 2% cables 113* 
.30' (S. 45' E. mag.) from Wolf Point 
light; depth, 13 ft; pinnacle of rock 10 
ft. across, dropping immediately to 36 ft, 
of water to the eastward and 27 ft. of 
water to the westward. 

Nova Scotia — South Coast, Sheet Har- 
bor — Uncharted shoal; I'-a cables south- 
ward of Monahan Island (marked L. 
northeast of Malagash Island); depth, 
11 ft.; large boulder, about 9 ft. square, 
dropping immediately -off to 30 ft. waten 
Nova Scotia — South Coast, Mary-Jo- 
seph harbor — Uncharted shoals; 1 1-3 
miles 91° (S. 67° 30' E. map.) from 
Thrumcap lighthouse; depth, 17 ft.; 
boulders over rock, 10 yds. across, with 
a depth of 5 fathoms; 3 cables 271* (N. 
67° 30' W. mag.) from Lang shoals; 
depth, 9 ft.; large stones covered with 
kelp over solid rock, 50 yds, across with 
a depth of 3V5 fathoms; 1\ miles 68° 
30' (E. mag.) from Gull Ledge; depth, 
5 fathoms; pinnacle of rock, 8 fathoms 
of water 30 ft. off. 

British Columbia — Vancouver Island — 
The car ferry slip on the south side of 
the Canadian Western Fuel Co.'s wharf 
in Nanaimo harbor has been dredged by 
the Public Works Department to a least 
depth of 17 ft. and a width of 60 ft. from 
the shore end of the slip to deep water. 
British Columbia — Grenville Channel, 
Camp Point — Light established on point 
of land directly opposite Yolk Point, 
southern entrance to Grenville Channel; 
white acetylene light, automatically oc- 
culted at short inter\als; elevation, 22 
ft.; visibility, 10 miles from all points of 
approach; structure, concrete base, sur- 
mounted by a staff carrying a wooden 
structure, concrete base, surmounted by 
a sUiff carr>'ing a wooden slatwork ball, 
with lantern on top; color, white; the 
light is unwatched. 

Job Shipyard Corporation, controlled 
by Job Bros, and Co., St. Johns, Nfld., 
has opened a yard at Machias, Me., to 
build sailing and auxiliary powered 
vessels between 100 and 2,000 tons. 

The Canada Atlantic Transit Co.'s di- 
rectors for the current year, as elected 
at the recent annual meetinp, arc as fol- 
lows: It. G. Kelley. President; W. D. 
Robb, Vice President; Frank Scott, Sec- 
retary and Treasurer; W. H. Bippar, 
K.C, and J. E. Dalryniple. They are 
all G.T.R. officials. 

January, 1920. 



The Proposal to Close the Straits 
of Belle Isle. 

Wireless Telegraphy Requirements for British Ships. 

F. W. Hyndman, Charlottetown, P.E.I., 
has written the local press as follows: — 
I am satisfied that no sane man having 
a person knowledge of the conditions ex- 
isting in the Gulf of St. Lawrence and 
Straits of Belle Isle would for one mo- 
ment give favorable support to the pro- 
posal to close the Straits of Belle Isle, 
and thereby to cause a great change in 
climatic conditions in the Maritime Pro- 

Some years ago, when I was an as- 
sistant in the hydrographic survey of the 
Gulf of St. Lawrence and Newfoundland, 
working under the British Hydrographic 
Department, I spent two summers in the 
Straits of Belle Isle surveying those 
straits and the adjacent coasts of Labra- 
dor and Newfoundland. During those 
two seasons our particular attention was 
given to recording the currents of the 
straits and the action of this Arctic 

We found that the flow of water from 
the River St. Lawrence, the Miramichi, 
and other rivers emptying into the gulf 
caused a continuous flow of the Straits 
of Belle Isle to be out to the Atlantic, 
and there was no current coming in. The 
consequence was that there was no flow 
of ice from the Arctic currents inwards 
through the straits, and in those two 
summers we only saw two small icebergs 
enter the straits, and they were driven 
by a heavy easterly gale which lasted 
three or four days. The fact is that the 
Arctic current which comes down along 
the Labrador coast, and east coast of 
Newfoundland is so wide, deep, and swift 
that it pays no attention to the Straits 
of Belle Isle; besides the constant out- 
flow of water from the gulf to the At- 
lantic prevents it having any effect. 

To close the Straits of Belle Isle, 
would, in my opinion, have a disastrous 
effect upon the climate and inhabitants 
of the gulf coasts and Prince Edward 
Island. The ice of the northern part of 
the gulf is now carried out with the out- 
going current of the straits, which, if 
closed, would remain in the gulf until 
late in the summer, and have an exceed- 
ingly bad influence upon the farming 
portions of those coasts. The Gulf stream 
which passes eastbound some 120 miles 
south of Nova Scotia and Newfoundland 
would not be affected in the slightest 
degree by the closing of the Straits of 
Belle Isle. 

I sincerely trust that before the Cana- 
dian Government take any steps, such as 
have been recommended, it will consult 
the British Hydrographic Office in Lon- 
don, where I am satisfied my contentions 
will be fully upheld. 

Tugs for Fisheries Protection Ser- 
vice — The Naval Service Department, 
Ottawa, will receive tenders to Jan. 23, 
for the construction of 3 first class, single 
screw tugs, of approximately the follow- 
ing leading din\ensions, viz.: length be- 
tween perpendiculars, 75 ft.; breadth, 
moulded, 17\2 ft.; depth, moulded, 9 ft.; 
mean draft, loaded, 7V2 ft.; deadweight 
on that draft, approximately 30 tons; 
speed on measured mile, 10 knots; com- 
plement, oflicers and men, 6; to be de- 
livered at Port Stanley or Kingsville, 
Ont., for use on Lake Erie. Contractors 
must submit with their tenders, an out- 
line of the general arrangement plan 
and midship section, and detail specifica- 
tions of hull and machinery. 

An act to make further provision with 
respect to wireless telegraphy on ships 
(chap. 38), was passed by the British 
Parliament, Aug. 18, as follows: — 

1. — (1) Every seagoing British ship 
registered in the United Kingdom being 
a passenger steamer or a ship of 1,600 
tons gross tonnage or upwards shall be 
provided with a wireless telegraph in- 
stallation, and shall maintain a wireless 
telegraph service which shall be at least 
sufficient to comply with the rules made 
for the purpose under this act, and shall 
be provided with one or more certified 
operators and watcliers, at least, in ac- 
cordance with these rules: Provided that 
the Board of Trade may exempt from 
the obligations imposed by this act any 
ships or classes of ships if they are of 
opinion that, having regard to the nature 
of the voyages on which the ships are 
engaged, or other circumstances of the 
case, the provision of a wireless tele- 
graph apparatus is unnecessary or un- 

(2) The Board of Trade, in consulta- 
more than one operator would have been 
tion with the Postmaster-General, shall 
make rules prescribing the nature of the 
wireless telegraph installation to be pro- 
vided, of the services to be maintained, 
and the number, grade, and qualifications 
of operators and watchers to be carried: 

Provided that no ship shall be required 
to carry more than one operator unless 

required under the provisions of the 
Merchant Shipping (Convention) Act, 

(3) If this section is not complied with 
in the case of any ship, the master or 
owner of the ship shall be liable in re- 
spect of each offence to a fine not exceed- 
ing £500, and any such offence may be 
prosecuted summarily, but, if the offence 
is prosecuted summarily, the fine shall 
not exceed £100. 

(4) A surveyor of ships or a wireless 
telegraph inspector may inspect any 
ship for the purpose of seeing that she 
is properly provided with a wireless tele- 
graph installation and certified operators 
and watchers in conformity with this act, 
and for the purpose of that inspection 
shall have all the powers of a Board of 
Trade inspector under the Merchant 
Shipping Acts, 1894 to 1916. If the said 
surveyor or inspector finds that the ship 
is not so provided, he shall give to the 
master or owner notice in writing point- 
ing out the deficiency, and also pointing 
out what in his opinion is requisite to 
remedy the same. Every notice so given 
shall be communicated in the manner di- 
rected by the Board of Trade to the chief 
officer of customs of any port at which 
the ship may seek to obtain a clearance 
or transire, and the ship shall be detain- 
ed until a certificate under the hand of 
any such surveyor or inspector is pro- 
duced to the effect that the ship is pro- 

Sault Ste. Marie Canals Traffic. 


Lumber Eastbound 


Wheat " 

Grain, other than wheat 


PiK Iron 

Iron Ore 


General Merchandise " 

PassenKers " 

Coal, soft Westbound 

Coal, hard 

Iron Ore " 

Manufactured Iron and Steel.. " 




General Merchandie 

Vessel Passages 

Repistered Tonnage 
FreiKht— Eastbound 
Total Freight 


iry for 1919. 



U.S. Canal 


M. ft. B.M. 
















Short tons 




Short tons 




Short tons 




Short tons 




Short tons 








Short tons 




Short tons 






Short tons 




Short tons 



Short tons 




Short tons 




Short tons 

















Short tons 




Short tons 




Short tons 




The Canadian canal was opened Apr. 12 and closed Dec. 16, 1919 ; season, 248 days. 
The U.S. canal was opened Apr. 10 and closed Dec. 16, 1919 ; season, 260 days. 



Vessels : Steamers Number 

Sailing Number 

Unregistered Number 

Total Number 

Lockages Number 

Tonnage : Registered « Net 

Freight Short tons 

Passengers , ~ Number 

Lumber M. ft. B.M. 

Flour «..« Barrels 

Wheat - ~ " Bushels 

Grain Bushels 

Copper Short tons 

Iron Ore - Short tons 

Manufactured and Pis lion — — Short tons 

Coal : Soft ..._ Short tons 

Hard ....„ ~ Short tons 

Salt " Short tons 

Oil Short tons 

Stone " Short tons 

General Merchandise Short tons 






















Januar>'. 1920. 

i>*rly provided with wirelcm U'luKraph 
(nxUllatinn and rprtlflod oppratom nnil 
wati-hiTH in conftirniity with this net. 

(T.) The obliKalions imposi-d l>y thin 
■cl iihall not come into optTation while 
the oblljfations with n-spt-ct l<> wirule.i» 
tsloKTsphy on nhips iniposrd by the De- 
fence of the Realm ReKulntion» remain 
in force, but shall b<- in addition to, and 
not in »ubstitutit>n for, the obliKBtions 
as to wireless telcKraphy imposed by the 
Wireless Telv»fraphy Act. 1904, or any 
order in council, or reirulations made 
then-under. or by the Merchant Ship- 
pinK (Convention) Act, lit 14. 

2. The fon-KoinK provisions of this act 
•hall, as from a date three months after 
the coming into operation of the obliira- 
Uons imposed by this act on ships 
renistert^d in the United Kingdom, ap- 

ply to ships other than Britiah ahipa 
recistored In the I'nited Kingdom, while 
they are within any port in the United 
KinKdom in like manner as they apply 
to British ships ho reKist^-red. 

'.i. — (1) This act nvay be cited as the 
Menhnnt ShippInK (Wireless Telegra- 
phy) Act, 1919, and the Merchant Ship- 
ping Acts, IHIM to 1916, and this act may 
be citeil together as the Merchant Ship- 
pinK Act.H, 1894 to 1919. 

(2) This act shall be construed as one 
with the Merchant Shipping Act, 1894, 
and "pas.seni^er steamer" shall mean a 
steamer which carries mure than 12 pas- 
senRers, and "wireless teleirraphy in- 
spector" means an officer appointed un- 
der sec. 20 of the Merchant Shipping 
(Convention) Act, 1914, for the purpose 
therein mentioned. 

Re-organization of British Columbia Pilotage 

The pilotuRC districts and pilotage 
commis.sions of Vancouver, Nanaimo and 
Victoria-Ksquimalt, have been abolished 
and the F'ilotaKe District of British Co- 
lumbia have been established in charge 
of Commander B. L. Johnston, D.S.O., as 
Superintendent, British Columbia Pilot- 
age Authority. The Pilotage District of 
New Westminster has not been changed, 
and is still in charge of a commission. 

Order in Council — The following order 
no. 1,876, was passed at Ottawa Sept. 10, 
1919: — The Deputy Governor General in 
council, on the recommendation of the 
acting Minister of Marine, and under the 
provisions of the Canada Shipping Act, 
chap. 113, Revised Statutes of Canada, 
1906, sec. 416, is pleased to order as fol- 

Thc orders in council of Feb. 6, 1904; 
April 15, 1879, and Feb. 20. 1880; fixing 
the limits of the pilotage districts of 
Vancouver. Nanaimo, and Victoria-Esqui- 
malt, are hereby cancelled. 

A pilotage district, to be called to 
Pilotage District of British Columbia, is 
hereby established, with limits from the 
International Boundary, between Canada 
and the United States on the south, to 
the International Boundary between Al- 
aska and Canada on the north, excepting 
thereout and therefrom the waters of 
the Pilotage District of New Westmin- 
.ster, as established by order in council 
of Feb. 6, 1904. 

The Deputy Governor General in coun- 
cfl, under the provisions of sec. 430 of 
the said act, is hereby further pleased 
to order that the payment of pilotage 
dues in the said Pilotage District of Bri- 
tish Columbia shall be compulsory. 

The Deputy Governor General in coun- 
cil, under the provisions of sec. 4.32 of 
the said act, as amended by the Statutes 
of 1919, chap. 41, hereby appoints the 
Minister of Marine, the pilotage author- 
ity for the said Pilotage District of Bri- 
tish Columbia. 

The above provisions shall become and 
be effective on and after Jan. 1, 1920. 

Notice to MarinerH — The Marine De- 
partment issued the following notice, 
Dec. 2, 1919:- Pilotage stations at Van- 
couver and Nanaimo will be discontinued 
as from midnight. Dec. 31. 1919. A pilot 
may join a ship before it reaches British 
Columbia waters, on request, and by the 
ship paying in addition to the regular 
pilotage dues, the pilot's transportation 
and living expenses. 

PILOTAGE DUES shall be the same 
for vessels propelled by sails, steam or 
in tow, other than scows. 

To or from Quarantine. Royal Roads or 
Brotchie Ledge, into Victoria, or vice 
versa — 50c a ft. draft, and '-zc a ton net 
registered tonnage to a maximum of 3,- 
000 tons net registered tonnage. Esqui- 
malt and the inner harbor of Victoria 
shall be deemed to be part of the port 
of Victoria. 

To or from Quarantine, Royal Roads 
or Brotchie Ledge, into any ports or 
ports (other than Victoria and ports on 
the Fraser River, including New West- 
minster) as far as Union Bay or Comox, 
or vice versa — $2 a ft. draft, and Ic a 
ton net registered tonnage. 

On entering or leaving any port in the 
Pilotage District of British Columbia 
shall be $2 a ft. draft, and Ic a ton net 
registered tonnage, but vessels calling at 
more than one port on the same voyage 
shall pay only ?1 a ft. draft and Ic a 
ton net registered tonnage on entering 
the second or subsequent ports, provid- 
ed such port is not Victoria. Chemainus 
and Boat Harbor shall be deemed to be 
part of the port of Ladysmith. 

In case of ships registered elsewhere 
than in Canada, engaged exclusively in 
the coastal trade between any port or 
ports in British Columbia and any Pa- 
cific port in the U.S., including Alaska, 
the following pilotage charges shall be 
paid: — 

Victoria: — '^c a ton net registered 
tonnage, if over 1,000 tons, to a maxi- 
mum of 2,000 tons net registered ton- 
nage; movages free, if pilots are not 

In all other ports — %c a ton net reg- 
istered tonnage, if not exceeding 1.000 
tons net registered tonnage; mc a ton 
net registered tonnage, if over 1,000 tons 
net registered tonnage; IMic a ton net 

rpgistcn-d tonnaire, on every scow; mov- 

dtie!< .shall U' pai<l both in and out of 
eaih and any port. 

.MOVAGE.S- (a) In the port of Van- 
couver: (I) in Burrard Inlet, bctww-n 
first and Kecond narrows, $10 a move; 
(2t in Burrard Inlet from any place be- 
low second narrows to any lace above 
Mcond narrows or vice verso; $15 a 
move; (41 from Creek U> any place 
in Burrard Inlet above second narrows, 
or vice versa, $.30 a move. 

(b) In the port of Ladysmith |15 a 

(c) In all other ports not already spe- 
cified, $10 a move. 

The charges for the services of a pilot 
shall be $10 while compasses are being 
adjusted, $15 for trial trips, and $20 for 
trial trips if compasses are being ad- 
justed at the same time. 

While a pilot is on board, a special 
rate of $.'t0 a day or fraction of a day, 
shall be payable, in addition to any other 
pilotage due.s, on any vessel proceeding 
to ports north of Comox to the Alaska 
boundary, or to ports on the west coast 
of Vancouver Island or Queen Charlotte 

For determining the pilotage dues pay- 
able under the preceding sections, it shall 
be understood that they are to be cal- 
culated on the draft, or on the net regis- 
tered tonnage, of the vessel, or on both, 
as provided; any portion of a foot not 
exceeding 6 ins. shall be paid for as half 
a foot and any portion of a foot exceed- 
ing 6 ins. shall be paid for as 1 ft. 

Appointment of .Superintendent — The 
Dominion Civil Ser%-ice Commission, 
in August, 1919, invited applications 
as follows: — A Superintendent for the 
British Columbia Pilotage Authority, 
with headquarters at Victoria, B.C., Ma- 
rine Department, at an initial salary of 
$3,060 a year. Candidates must hold a 
master mariner's certificate, and must 
have been actually in charge of a sea- 
going or coasting pas.senger ship for at 
least one year. They must be thoroughly 
familiar with the work of the masters, 
seamen, and pilotage branch, and must 
have administrative ability. Preference 
will be given to residents of British Co- 

We are oflficially advised that Com- 
mander B. L. Johnston. D.S.O., has been 
appointed to the position. He was at 
one time captain of the Grand Trunk Pa- 
cific Coast Steamship Co.'s s.s. Prince 
Rupert, and was a pilot at Vancouver, 
for a number of years, except from Aug. 
14 to June, 1919, when he was on war 

C. W. Morse, Piesidcnt, United States 
Steamship Co., suggests a federal ship 
loan act to provide capital to enable the 
U. S. merchant marine to maintain the 
advantage given it by the war and to 
keep the U. S. flag on the seas as a 
powerful competitor for a fair share of 
the world's trade. 

Grain Shipped From Port Arthur and Fort William, Ont. 

The following table shows the bushels adian and U.S. ships to Canadian and 
of each kind of grain shipped from Fort U.S. porta, from Sept. 1 to Dec. 12, 19l'5): 
William and Port Arthur, Ont., in Can- 

Canxlian Canadian Sam* period 

■hip> I'.S. nhipii ToUl port> I'.S. ports ToUl 1918 

Wheat . ..B2.257.6OR-X0 S4r..27r..20 n2.»02.l)8S-.'iO Rl.SR.';.<!>7-20 l.SIT,S8»-S0 SS.SCK.SSS-.IO SO.iiT 1.281 -30 

OaU 7.70«.0.'i2-21 1.4S9. 12.1-14 9.1 411.1 76-01 7.041.010-OS 2.104. 1«S-S2 V.US.ITO-Ol 

Karlrr 8.27S.702-1S 40.1.2SB-52 3.676,9II7-4S 8.278,702-1.1 40S,2S&-.12 S.«76.987-4.'> S7S.202-31 

Klax 22S.U8-42 90.0II-48 S19.170-34 122.:«0-&0 196.409-40 S19.170-34 64«.t40-4S 

R„ 600.327-30 r,00.S27-S0 .".00.327-30 KOO.327-30 106.474-S4 

MUc«i 4.011.661-00 4.011.661-00 4,0ll.«6l-00 4.011.661-00 

.SrrorniniPi 8.957-00 13.197-00 22.K.4-00 22.1.S4-0O 22.i:.4-00 8.152-18 

January, 1920. 


Canadian Merchant Shipping Losses During the War. 

The following particulars have been 
compiled from a return "Merchant Ship- 
ping Losses," prepared by the British 
Admiralty, and presented to the British 
House of Commons recently. They show 
the names and tonnages of Canadian 
registered merchant ships which were 
destroyed or captured by the enemy dur- 
ing the war, together with the approxi- 
mate places of capture, the means of 
destruction, when destroyed, and the 
number of lives lost. Where the name 
of the ship is followed by the letter "(s)," 
it was a sailing ship: 

Dec. 2. — Drummuir (s), 1,800 gross 
tons) owned by Ship Drummuir Co., Vic- 
toria, B.C., captured and sunk by bombs 
by the s.s. Leipzig, near Cape Horn. 

May 26. — S.s. Morvvenna, 1,414 gross 
tons, owned by Ardeola Steamship Co., 
Liverpool, Eng., and chartered to Domin- 
ion Coal Co., Sydney, N.S., captured and 
sunk by torpedo by a submarine near 
Fastnet; one life lost. 

July 1. — L. C. Tower (s), 518 gross 
tons, captured by submarine and set on 
fire near Fastnet. 

Aug. 13. — Royal Edward, 11,117 gross 
tons, owned by Cunard Steamship Co., 
and owned formerly by Canadian North- 
em Steamships Ltd., torpedoed and 
sunk without warning by submarine 
near Kandeliusa; 132 lives lost. 

Aug. 4.— S.s. Midland Queen, 1,993 
gross tons, owned by Midland Naviga- 
tion Co., Midland, Ont., captured and 
sunk by submarine gun fire near Fastnet. 

Sept. 28.— S.s. H. C. Henry, 4,219 gross 
tons, owned by Steamer H. C. Henry, 
Vancouver, B.C., captured and sunk by 
submarine gun fire near Cape Matapan, 
Mediterranean Sea. 


Feb. 27.— S.s. Empress of Fort Wil- 
liam, 2,181 gross tons, owned by Canada 
Steamship Lines, sunk by mine near 

Mar. 27. — S.s. Empress of Midland, 
2,224 gross tons, owned by Canada 
Steamship Lines, sunk by mine near 
Kentish Knock. 

May 13.— S.s. Eretria, 63,464 gross 
tons, owned bv Steamship Eretria Co. 
Ltd. (Battle Line), St. John, N.B., sunk 
by mine near I'le d'Yeu. 

Dec. 2. — S.s. Palacine, 3,268 gross, tons, 
captured by submarine and sunk by 
bombs near Ushant. 

Dec. 6.— Duchess of Cornwall (s), 152 
gross tons, owned by R. Moulton Ltd., 
St. John's, Nfld., captured by s.s. Mowe, 
and crew made prisoners; fate of vessel 

Dec. 24.— Harry W. Adams ((s), 127 
gross tons, owned by H. W. Adams, Lun- 
enberg, N.S., captured and sunk by sub- 
marine gun fire near Cape Villana. 

Dec. 30. — Jean (s), 215 gross tons, 
owned by T. DesBrisay, Bathurst, N.B., 
captured and converted into a raiding 
vessel by s.s. Mowe, near St. Paul Rocks; 
fate of vessel unknown. 

Jan. 19. — Lillian H. (s), 467 gross 
tons, owned by Lillian H. Ship Co., Fox 
River, N.S., captured by submarine and 
sunk by bombs near Old Head of Kin- 

Jan. 28. — Perce (s), 364 gross tons, 
owned by Robin Jones & Whitman Ltd., 
Halifax, N.S., captured by s.s. Seeadler 
and sunk by gun fire near St. Paul Rocks. 

Jan. 31. — S.s. Dundee, 2,278 gross 
tons, owned by Canada Steamship Lines, 
sunk by submarine torpedo, without 
warning, near St. Ives Head; one life lost. 

Feb. 16. — Mayola (s), 146 gross tons, 
owned by T. DesBrisay, Bathurst, N.B., 
captured by submarine and sunk by 
bomb near Cape St. Vincent. 

Feb. 26.— British Yeoman, 1,953 gross 
tons, owned by Ship British Yeoman Ltd., 
Victoria, B.C., captured by s.s. Seeadler 
near St. Paul Rocks. 

Mar. 10.— James Burton Cook (s), 133 
gross tons, captured by submarine and 
sunk by gun fire near Malaga. 

Mar. 11. — Kwasind, formerly Turret 
Belle, 2,211 gross tons, owned by the 
Arctic Steamship Co., Quebec, Que. 
sunk by mine near Southwold. 

Apr. 13. — S.s. Strathcona, 1,881 gross 
tons, owned by Canada Steamship Lines 
Ltd., captured by submarine and sunk 
by bomb near Ronaldshay, nine lives lost 
and master, chief and third engineers 
made prisoners. 

Apr. 16. — Victoria (s), 165 gross tons, 
captured by submarine and sunk by 
bombs near Beachy Head. 

Apr. 19. — Thomas (s), 132 gross tons, 
captured by submarine and sunk by 
bombs near Cape St. Vincent. 

Apr. 22. — S.s. Neepawah, 1,799 gross 
tons, owned by Canada Steamship Lines, 
captured by submarine and sunk by 
bombs near Bishop Rock. 

Apr. 25. — Invermay (s), 1,471 gross 
tons, captured by submarine and sunk 
by bombs near Eagle Island, 

May 1.— S.s. C. A. Jaques, 2,105 gross 
tons, owned by Canada Steamship Lines, 
sunk by submarine torpedo, without 
warning, near Boulogne; three lives lost. 

May 14. — Carnmoney (s), 1,299 gross 
tons, captured by submarine and sunk by 
bombs hear Fastnet. 

May 16.— Dorothy Duff (s), 186 gross 
tons, captured by submarine and sunk 
by bomb near Cape Culena. 

May 24.— McClure (s), 220 gross tons, 
captured by submarine and sunk by 
bombs near Cape Carbonara. 

June 10.— S.s. Scottish Hero, 2,205 
gross tons, owned by Hero Steamship 
Co., Halifax, N.S., sunk by submarine 
gun fire, one life lost. 

July 21.— Willena Gertrude (s), 317 
gross tons, captured by submarine and 
sunk by bombs near Azores. 

Sept. 29.— Percy B. (s), 330 gross 
tons, sunk by submarine gun fire near 
Cape Villana. 

Nov. 5. — Hilda R. (s), 100 gross tons, 
captured by submarine and sunk by 
bombs near Cape St. Mary. 

Dec. 11.— S.s. D. A. Gordon, 2,.301 
gross tons, owned by Canada Steamship 
Lines sunk by submarine torpedo, with- 
out warning, near Cape de la Huertas, 
one life lost. 


.Jan. 10.— W. C. McKay (s), 145 gross 
tons, attacked by submarine off the 
Azores; fate unknown; 6 lives lost. 

Mar. 15. — S.s. Armenia, .'3,226 gross 
tons, owned by Canada Steamship Lines, 
sunk by torpedo, without warning, near 
Porquerolles Island, 7 lives lost. 

May 16. — S.s. Tagona, 2,004 gross 
tons, owned by Canada Steamship Lines, 
sunk by torpedo, without warning, near 
Trevose Head, 8 lives lost. 

May 24. — Ruth Hickman (s), 417 gross 
tons, captured by submarine and sunk by 
bombs near Azores. 

Aug. 2. — Motor ship Domfontein, 766 

gross tons, captured by submarine and 
burnt near Brier Island, N.S. 

Aug. 5. — S.s. Freshfield, 3,445 gross 
tons, owned by R. L. Smith, Montreal, 
sunk by torpedo, without warning, near 
Cape Colonne, Italy, 3 lives lost. 

Aug. 5. — Luz Blanca, 4,868 gross tons, 
owned by Imperial Oil Ltd., sunk by tor- 
pedo, without warning, near Halifax, N. 
S., 2 lives lost. 

Sept. 16.— S.s. Acadian, 2,305 gross 
tons, owned by Canada Steamship Lines 
Ltd., sunk by torpedo without warning 
near Trevose Head, 25 lives lost. 

Oct. 4. — Industrial (s), captured by 
submarine and sunk by bombs near Nan- 
tucket Island, N.Y. 

The above particulars show a total of 
43 vessels, of 74,323 gross tons, and 199 
lives lost. The list does not include a num- 
ber of Canadian vessels, and vessels en- 
gaged almost solely in the Canadian 
trade, the majority of which were on 
the British register, and which were de- 
stroyed by the enemy. 

In addition to the foregoing, the fol- 
lowing fishing boats were captured by 
the enemy during a sporadic raid on 
the Canadian Atlantic coast in Aug., 
1918. All were sailing boats, except the 
Triumph, which was captured and con- 
verted into a raider. The following were 
captured and destroyed by bombs: — C. 
M. Walters, 107 gross tons; E. B. Wal- 
ters, 107 gross tons; E. B. Walters. 98 
tons; Elsie Porter, 136 tons; Gloaming, 
100 tons; Lucille M. Schnare, 121 tons; 
Nelson A, 72 tons; Pasadena, 91 tons; 
Potentate, 136 tons; Uda A. Saunders, 
125 tons; Verna D. Adams, 132 tons. The 
following were captured but not sunk: — 
Clayton W. Walters, 80 tons; Marion 
Adams, 99 tons. The s.s. Triumph, 239 
gross tons, was, as mentioned, captured 
and converted into a raider. 

These figures show a total of 13 boats 
and 1,536 gross tons; no lives were lost. 

United States Shipbuilding and 
Shipping Notes. 

Chairman Payne estimates that marine 
and shipyard strikes during 1919 cost the 
U. S. Shipping Board .?37,000,000. 

The U.S. Shipping Board's chairman 
is reported to have stated Dec. 12, that 
its construction division had delivered 
5,818,500 d.w. tons of ships up to Dec. 
1 and that this would be increased to 
6,000,000 tons by Dec. 31, 1919. 

The U.S. National Marine League 
states that the U.S. merchant marine has 
expanded from 4 ships in deep seas com- 
merce before the war, to a fleet of 9,733,- 
000 tons in ocean service. The league also 
.■states that in addition U.S. Great Lakes 
shipping measures 2,000,000 tons, giving 
a total of 11,773,000 tons against Great 
Britain's 18,000,000 tons. 

The U. S. Shipping Board has announc- 
ed that, in order to coordinate its labor 
policy and bring about a more consistent 
method of dealing with labor problems, 
all questions of labor policy affecting 
the construction, repair, operation, load- 
ing and unloading of ships and marine 
equipment, will hereafter be handled, 
subject to the board's direction, through 
the Division of Industrial Relations of 
the Shipping Board at Washington, D.C. 
Darragh de Lancey, heretofore Director 
of Marine and Dock Industrial Relations 
Division, has been appointed Director of 
Division of Industrial Relations. 


Winter Moorinpjs of Canadian Steamships. 

January. 1920. 

Steamship InnpeotorH for Quebec 
and \ ancciuver. 

FollowinK In ■ >i»t of r««n stoam- 
nhipx. »n.l tho porU at which thoy have 
Ytevn Urthc.l for tho uinlpr. of which 
ranaciian Kailway and Mnrino World has 
been adviwd. 

AlKoma Ontral SlcamKhipn I.lnc, 
Saull Stc. Mario. Ont. — St.amships 
Airawa. Cxxlorich, Ont.; J. FrnUr Tny- 
lor Port MoNuoll. Ont.; Homo Smith. 
Vaicartior. Mi.llnti.l. Ont.; W. C. Franz. 
ronin»:w....d, Ont. 

Canada Atlantic Transit ( o.. Montrcnl 
—Stoamship!* Arthur Orr, BufTalo. N.I.; 
Kcanmrtro. Chicatro. 111. 

Canada Steamship Lines Ltd.— FreiKht 
sj.. Toiler. Montreal; T. I'. Phelan, 
SoKuin an.i Hrookdalo, Kmcston. Ont.; 
Fairfax, Wyominp. Omaha, NipiKon, 
City of Hamilton. City of Ottawa. Belle- 
villo and Home Rule, Toronto; Bicker- 
dikc, Hamilton. Ont.; J. H. G. Hafrarty. 
E B Osier. W. II. Matthews. Midland 
Kintr and Martian. Goderich, Ont.; 
Mapleprovc. Port Dalhousie. Ont.; B. L. 
Penninpton. Rickarton. J. R. Binnintr, 
and I.-uibel Reed. Port Colborne. Ont.; 
W Grant Mordcn. Midland Prmce and 
Collinirwood. Port McNicoll. Ont.; Stada- 
cona. Port Huron. Mich.; Emperor. Had- 
dinKton and Cadillac. Fort \\ lUiam. Ont.. 
Samian and Sir Trevor Dawson. But- 
falo. N.Y. ., 

PassenKer Steamships — LonfrueuU, 
Louis Phillippe. Montreal. Murray Bay, 
Picrrepont. Quebec, Rapids Kinfr. Rapids 
Prince. Rapids Queen. Rochester. baK- 
uenay, Syracuse. Ste. Ircnce, Tadousac, 
Three Rivers. Sorel. Que.; America, 
Brockville, Ramona. St. Lawrence, Va- 
runa. Kingston. Ont.; Cayuga, Chippewa, 
Corona. Kingston. Macassa. Modjeska, 
Toronto. White Star. Toronto, Ont. 

Canadian Pacific Car and PassenRer 
Transfer Co.. Prescott, Ont.— S.s. Charles 
Lyon. Prescott. Ont. 

Canadian Pacific Ry., British Colum- 
bia IJjke and River Scn,-ice— Steamships. 
Kokanee and Ymir. Nelson. B.C.; Bon- 
nington. Kootenay. and tug Columbia, 
Nakusp. B.C.; s.s. Okanagan, and tugs 
Castlcgar and York, Okanagan Landing, 
B C 

Canadian Pacific Ry.. Great Lakes Ser- 
vice-Steamships. AlberU, Assiniboia, 
Athabasca. Keewatin and Manitoba. Port 
McNicoll. Ont. 

Canadian Towing and Wrecking Cc 
Port Arthur. Ont.— S.s. Vinmount, Col- 
lingwood. Ont.; sU-am tugs. A. B. Con- 
mec A F. Bowman and James Whalen, 
Sarnia, Ont.; derrick barge Empire, and 
barge Coteau, Port Arthur, Ont. 

CrysUl Stream Steamship Co., St 
.lohn, N.B.— Stcami<hips D. J. Purdy and 
Majestic, Indiantown, N.B., for general 

Davidson and Smith Elevator Co., Fort 
Arthur, Ont.-S.s. Knbert L. Fryer, Port 
Arthur, Ont. . 

Donnelly Salvage and Wrecking Co., 
Kingston, Ont. — Stcamship.s (omwall, 
FronU-nac, Harriet D., and William John- 
ston, Kingston. Ont. 

George Hall Coal Co. of Canada— Mont- 
real— SU>am»hips. Fred Mercur. John 
Rugee. Senator Derbyshire; barges. A.D.. 
Katie and Zapotec; steam tug. Margaret 
A. llackett. Montreal; steam tug, J. H. 
Ilnckett. Quebec; steamships. Compton, 
.lames W. Follettc. John B. Ketchum, 
Robert R. Rhodes, and Rockferry; barges, 
I uba. F. D. Ewen, Gladys; steam tug, 
Florence, Ogdcnsburg, NY. 

Gulf of St IJiwrencc Shipping and 

Trading Co., Quebec, Que.- S.s. Guide, 
Louise Basin, Quebec; iiJi. I.abrador, 
Murray Hay, Quo.; »: Lady Kvelyn, 
Pictou. N.S. 

HudHon'H Hay Co.. Winnipeg- S.8. Fort 
York, Port Nelson, Man.; s.s. Inencw 
and motor ship Fort Churchill, Moose 
Factory. Man.; motor ship Nannuk. Lake 
Harbor; s.s. Mackenzie Biver, Fort 
Smith. AlU.; motor ship Fort McMurray, 
near McMurray. Alta.; s.s. Athabasca 
River. Peace River Crossing. Alta.; s.s. 
Peace River. Fort Vermilion. Alia.; s.s. 
Port Simpson and motor ship Taltahn, 
Port Simpson, B.C.; motor ship Fort Mc- 
pherson, Herschel Island. 

Hunt.sville, I^ke of Bays and Lake 
Simcoe Navigation Co.. Huntsville, Ont. 
—Steamships, Algonquin, Phoenix and 
Ramona. Huntsville, Ont.; Iroquois, Min- 
ota. Mohawk Belle, Portage, Ont. 

Imperial Oil Ltd., Toronto — Steam- 
ships, locolite. locoma and Imperial and 
barge 41. Sarnia, Ont. 

I.ake Erie Navigation Co., Walkerville, 
Ont.-S.s. Marquette and Bessemer No. 
1, Conneaut Harbor, Ohio. 

Marquette and Be.ssemer Dock and Navi- 
gation Co., Walkerville, Ont.-S.s. Mar- 
quette and Bessemer No. 2, Conneaut 
Harbor, Ohio. 

Newcastle Steamboat Co., Newcastle, 
N.B.— S.s. Max Aitken. Chatham, N.B. 

Niagara, St. Catharines and Toronto 
Navigation Co., St. Catharines, Ont.— 
Steamships Dalhousie City, and Garden 
Citv, Port Dalhousie, Ont. 

North Bay and French River Naviga- 
tion Co., North Bay, Ont.-S.s. Northern 
Belle, North Bay, Ont. 

Northern Navigation Co.. Sarnia, Ont. 
—Steamships, Huronic. Noronic, Thou- 
sand Islander and Waubic, Sarnia, Ont.; 
Hamonic, Collingwood, Ont., for wheel 
repairs. ,, , , o 

Ontario Car Ferry Co., Montreal— S.s. 
Ontario No. 2. Cobourg. Ont. The car 
ferry steamship Ontario No. 1 operates 
throughout the winter. 

Ottawa Transportation Co., Ottawa, 
Ont. — Steamships, Dolphin. Florence, 
Hall. Harris. Ottawan. Scotsman and Sir 
Hector. Hull, Que. 

Pembroke Transportation Co., Pem- 
broke, Ont.-S.s. Oiseau. Pembroke. Ont. 
Prescott and Ogdensburg Ferry Co.. 
Prescott. Ont.— Steamships. Ferdinand 
and Miss Vandenbuig. Prescott. Ont. 

J F. Sowarda, Kingston. Ont.— Steam- 
ships. H. N. Jex, Jeska and Shanly, King- 
ston, Ont. , .' o „ 
Sparrow Lake Steamer Line. Sparrow 
Lake, Ont.-S.s. Glympse, Port Stanton, 

Toronto, Hamilton and Buffalo Navi- 
gation Co., Hamilton. Ont.-S.s. Mait- 
land No. 1, Ashtabula. Ohio. 

Webster Steamship Co., Montreal- 
Steamships. Colin W.. Eric W. and Rich- 
ard W., Montreal; Howard W., Marian 
W.. and Stuart W.. Quebec. Que. 

U. S. Vessels Passed Through the 
Welland Canal— During 1919. 2:i4 steam- 
ships built at U.S. shipyards on the 
Groat Lakes, as well as 46 steam tugs, 
passed through the Welland Canal on 
their way to the sea. Of those, 10 took 
on cargo at Montreal for the United 
Kingdom. 10 took cargo for Mediterran- 
ean portJt, and the balance took coast- 
wise cargoes. In their passage from the 
Great Ijikos to Montreal, 70,000 tons of 
ronl were taken down. 

The Civil Service Commission at Ot- 
tawa gave notice early in December 
that applications would be received for 
tho appointments of two steamship in- 
spectors, one for the port of Vancouver 
and the other for tho port of Quebec, 
to act in the dual capacity of inspector 
of boilers and machinery and of hulls 
and equipment, at an initial salary of 
$2,700 a year, which will be increased 
on recommendation for efficient service 
at the rate of ?180 a year until a maxi- 
mum of $:t.240 has been reached. Candi- 
dates must have education equivalent to 
graduation in engineering from a tech- 
nical .school of recognized standing; at 
least 12 years of experience in the de- 
sign, construction, maintenance or oper- 
ation of ships, marine engines and boil- 
ers; thorough knowledge of the theory 
and the practice of marine engineering 
and ship construction; ability to make 
clear and concise reporU on inspections 
and to make working drawings, specifi- 
cations, and estimates for proposed work; 
tact and good judgment. 

The successful candidate will be re- 
quired to perform the following duties: 
To inspect the boilers and machinery and 
hulls and equipment of steamships dur- 
ing construction, and. as required by law. 
to determine whether they are sufficient 
for the service intended and in good con- 
dition; to examine plans of ships and 
their equipment, marine machinery and 
boilers, submitted for the purpose of 
determining by calculations of the 
strength of the various parts whether 
thev can receive approval; to advise 
builders, owners, and others concerned 
in the matter of construction of ships 
and their machinery and the repairs re- 
quired to keep the same in efficient con- 
dition; when satisfied as regards the suf- 
ficiency of ships, their boilers and ma- 
chinery, and the law. as regards certi- 
ficated officers, etc., has been complied 
with, to issue a statutory certificate ol 
inspection, to examine candidates for 
marine engineer certificates; to act as a 
member of a board of steamship inspec- 
tion occasionally as required; to investi- 
gate and report on accidents and break- 
downs happening to ships, their boileM 
and machinery; to supervise and report 
on repairs to government ships, their 
boilers and machinery, and to perfonn 
other related work as required. Candi- 
dates should be not more than 40 years 

An examination will be held in con- 
nection with the filling of this position, 
and candidates will be notified later ol 
tho date and place of examination. Pre- 
ference will be given to residcnU of the 
provinces of British Columbia and Que- 
bec respectively. 

The Gulf of St. Lawrence Shipping and 

Trading Co.'s steamship services, some 
deUils of which were given in our last 
issue, will probably be extended consid- 
erablv during this year. It is hoped to 
operate 7 or 8 steamships. 2 of which 
will bo in service between Montreal, 
Prince Edward Island and St. John s, 
Nfld • 2 or possibly 3. on the north shore 
of the Gulf of St. Lawrence; one on the 
■south shore between Montreal and Pas- 
pebiac; one between Pictou. N.S.. and the 
Magrfalen Islands, and Pro'^^'ly , ? '>^ 
tweon Pictou. N.S.. Prince Edward Island 
and Capo Breton porU. 

January, 1920. 



Atlantic and Pacific Ocean Marine. 

The Leyland Line s.s. Mercian, which 
sailed from Boston, Mass., Dec. 5, for 
Manchester, Eng-., put into St. John's, 
Nfld., Dec. 12, with a fire in one of her 

The Red Line s.s. Lancastrian arrived 
at Halifa.x, N.S., Dec. 18, from Antwerp, 
BelRium, with fire in her no. 1 hold, 
amonfr chemicals. The crew had been 
fighting the fire for four days. 

The British s.s. Manxman, which left 
Portland, Me., Nov. 30, is reported to 
have foundered in mid ocean, with a loss 
of 43 of her crew, the balance of 16, 
being picked up by the British s.s. Bri- 
tish Isles, and taken to New York. 

Canadian Pacific Ocean Services' s.s. 
Empress of Asia was docked at Wallace 
Shipyards, North Vancouver, B.C., re- 
cently, for boiler repairs and other work. 
The s.s. Empress of Japan has had her 
boilers overhauled at the same yard. 

The Cunard Line s.s. Carmania, which 
collided with another steamship, Dec. 14, 
when approaching Halifax. N.S., under- 
went temporary repairs by Halifax Ship- 
yards Ltd. It is said that she will be 
thoroughly examined and overhauled in 
Great Britain. 

Canadian Pacific Ocean Ser\'ices' s.s. 
Empress of Russia, was docked at the 
B.C. Marine Railway Co.'s yards, Van- 
couver, B.C., recently, for the fitting up 
of coolie accommodation for the trans- 
portation of coolie labor back to China, 
and also underwent extensive repairs. 

Elder Dempster and Co.'s s.s. Bassa, 
which stranded on a shoal in the St. 
Lawrence River, near Montreal, Nov. 28, 
through the failure of the steering gear, 
was released Dec. 7, and taken to Can- 
adian Vickers' dry dock for examination 
and repair. She sailed again from 
Montreal, Dec. 10. 

The Union Steamship Co. of New Zea- 
land, which operates a steamship service 
between Canada and Australasia, is re- 
ported to be adding another passenger 
steamship to its fleet for the Canadian 
service. During the war some of the 
company's vessels were lost and the 
cargo steamships Waihemo, Waikawa 
and Wairuna, of approximately 9,000 
tons each, were bought to take their 

The Greek s.s. Platea, which ran ashore 
on Sable Island, early in November, and 
which was believed to be a total loss, 
will probably be salved. The ocean going 
tug Cruiser was working on the vessel 
early in December, and succeeded in mov- 
ing her about 100 ft. nearer to deep 
water. It is anticipated that provided 
the weather abates somewhat she may 
be towed into deep water and repaired 
sufficiently to enable her to be docked for 
complete examination. 

Furness Withy and Co.'s s.s. Messina, 
which sailed from St. John, N.B., Dec. 5, 
for Antwerp, Belgium, was reported by 
wireless, Dec 12, to have been abandoned 
in a sinking condition about 430 miles 
from Newfoundland. She was a first 
class cargo steamship, of about 6,000 
d.w. tons, and it is presumed that she 
encountered hea\-y weather, which was 
prevalent in the neighborhood during 
December. It is reported that the crew 
were saved by another steamship which 
had been standing by. 

The Canadian Transatlantic Co.'s s.s. 
Bilbster. which was scheduled to sail 
from St. John, N.B., under Canada 
Steamship Lines' schedule, as general 

agents for the owners, Dec. 6, was re- 
quisitioned by the British Ministry of 
Shipping, to carry lumber to the United 
Kingdom. It is said that a protest was 
made, on the ground that so much lumber 
is being shipped that the docks are al- 
ready badly congested. The ship was to 
have been utilized in shipping Canadian 
live stock to France, it being barred from 

The wooden s.s. Colmar, which was 
built by Three Rivers Shipyards, Ltd., 
Three Rivers, Que., for the French Gov- 
ernment, and which sailed from Quebec, 
Nov. 26, for Europe, sprang a leak about 
60 miles from Halifax, N.S., Dec. 1, and 
after experiencing heavy weather, was 
abandoned by the crew, Dec. 12, and 
eventually sank. The crew took to the 
boats and set out for Halifax, in two 
sections, the first lot arriving there after 
considerable hardship, the second being 
rescued bv the s.s. Mississippi and land- 
ed at St. John, N.B. 

Maritime Provinces and New- 

The Red Cross Line's s.s. Rosalind has 
been practically rebuilt at New York, 
subsequent to running aground in Sept., 
1919, while en route from Halifax to 
New York. In addition to the rearrange- 
ment of her interior, she has been chang- 
ed to a fuel oil burner. 

The three-masted schooner Barbara 
Macdonald, which was built by J. A. 
Macdonald and Co., Charlottetown, P.E.I., 
in October, was wrecked and became a 
total loss, off Cape Vine, Nfld., Dec. 16, 
the master, T. Whitla, being washed 
overboard and drowned. 

The Reid Newfoundland Co.'s s.s. 
Ethie. running between Curling, Nfld., 
and Labrador, went ashore during a 
storm, Dec. 10. The passengers and 
crew, numbering 92 persons, were taken 
ashore by a line which was landed from 
the vessel by a dog. 

A press dispatch from Sydney, N.S., 
states that preliminary work has been 
commenced there in connection with the 
proposed government harbor terminal 
work. Soundings are said to have been 
taken, but it is stated that no work of 
a definite nature will be undertaken until 
the spring. 

The Valley Steamship C.o's s.s. Gran- 
ville III., which was built recently at 
Meteghan River, N.S., underwent her 
trial trips Dec. 8, where she developed 
12 knots an hour over a measured mile. 
Her dimensions are: length, overall, 100 
ft.; beam, 22.6 ft.; depth of hold, 9 ft. 
She is to be operated on the St. John 

The construction of a canal through 
the Chignecto Isthmus, between Nova 
Scotia and New Brunswick, is again 
being agitated. For several years a short 
cut to the ocean at this point has been 
under consideration, either by means of 
a canal or a ship railway. An attempt 
to carry out the latter plan was made 
some years ago, but ended in failure. 

The United States Shipping Board's 
steamships Lake Elmsdale and Lake 
Gatewood, were driven ashore on the 
Cape Breton, N.S., coast, during a snow 
storm, Dec. 10, the former at Cape Blue, 
and the latter at Port Hood Island. The 
Lake Elmsdale was bound for Halifax to 
load cargo for Santiago, Cuba. Both 
ships were built recently at Cleveland, 

The s.s. David C, which was built by 
Burns and Kelleher, Bayside, N.S., early 

in 1919, has been chartered by Job Bros., 
of Nefoundland, and has had her name 
changed to Edmund Donald. She loaded 
cargo recently at Sydney, N.S., for 
Wabano, Nfld. She is in charge of Capt. 
A. E. Seaman, formerly of the s.s. Stella 
Maris, with L. S. Freeman as chief en- 

The steam tug Alert, owned by W. N. 
McDonald, Sydney, N.S., was reported to 
be ashore near Canso, N.S., early in De- 
cember, after having collided with the 
U.S. Shipping Board's s.s. Lake Elms- 
dale, in connection with the salving of 
which she had been working for some 
time. The Alert's stern was badly bat- 
tered and temporary alterations were 
carried out on this spot. 

The s.s. E. D. Kingsley, owned by the 
Kingsley Navigation Co., Vancouver, 
B.C., and built recently at Fort William, 
Ont., by Canadian Car and Foundry Co., 
ran ashore at Whitehead Harbor, Dec. 11, 
whilst en route from Montreal to Hali- 
fax, N.S., in ballast. She was refloated 
the following day, and proceeded under 
her own steam. She is on her way to 
British Columbia via Panama Canal. 

The s.s. Dream, which was purchased 
by Capt. C. Taylor, St. John, N.B., re- 
cently, has been remodelled and a new 
boiler installed, with the intention of 
operating her on the St. John River in 
the suburban passenger trade next sum- 
mer. She was built at Newark, N.J., in 
1881, and is screw driven by engine of 
12 n.h.p. Her dimensions are: length, 
63.9 ft.; breadth, 14.1 ft.; depth, 5 ft.; 
tonnage, 45 gross, 30 registered. 

A deputation from St. John, N.B., in- 
terviewed members of the Dominion 
Government, Dec. 7, and urged the de- 
sirability of at once proceeding with a 
comprehensive scheme of harbor im- 
provements at the port. The work which 
the deputation dealt with, is apart from 
the developments and improvements now 
under way in Courtenay Bay. It is stat- 
ed that the dock accommodation at St. 
John is utterly inadequate, and that 
ships going to the port are inordinately 

The Dominion Government s.s. Aran- 
more ran ashore at Cape Whipple, La- 
brador, Dec. 3. The Dominion Govern- 
ment's s.s. Montcalm, which was sent to 
her assistance, reported by wireless that 
she was unable to get within 2 miles of 
her on account of the heavy sea. She 
had been abandoned by the crew and was 
reported to bo pounding heavily. The 
Arranmore was carrying winter supplies 
for lighthouses and wireless telegraph 
stations along the shores of the Strait 
of Belle Isle. 

The Louisburg Drydock & Shipbuild- 
ing Co. Ltd., the incorporation of which 
was announced in a recent issue, has ap- 
plied to the Dominion Public Works De- 
partment for a subsidy for a second class 
drydock at the mouth of Garrets Brook, 
in Louisburg harbor, N.S., between the 
Dominion Coal Co.'s shipping piers and 
the old town. The dock is estimated to 
cost $3,060,000. The dimensions pro- 
posed are: length, 650 ft.; width, 85 ft.; 
depth of water over sill at high water, 
ordinary spring tides, 30 ft. 

Enemy Vessels Handed to- the Allies — 
It was announced in the British House of 
Commons, Dec. 11, that up to Dec. 7, 
there had been delivered to the allied 
powers, 355 enemy ships with a gross 
tonnage of 1,788,913 tons, of which 203 
ships of 1,200,000 tons were in British 



January, 1920. 

Ontario and the (treat I.AkeH. 

The Wcllnnil ranal wax nfTlcially clniir<l 
for th«< winter, Dm-. 14. 

It havinir bfvn dorirlcH that Bonr Point, 
Ijik^ Krrr. m in Canadian, and not I'.S. 
waton, a Mirht.<hip ha!i h<-i-n plarnl therp 
liy lh«' DdniuiKin (JnviTnnirnl. 

Canada Stramship l.inoK ».:<. Chicorn, 
whifh sank at her nioorintr.* at Toronto, 
about the pml of OctobiT, was raised 
DW. 6 by the .1. E. Russell WreckinK Co., 
on behalf of the underwriters. 

Canada Steamship Lines' s.s. Sir Tre- 
vor I>nwsun, left the heiid of the lakeH 
Dec. 7, with 6i;2,000 of oat.s for 
BufTalo, N.Y. This, it is sUted, is the 
larirest rariro of oats ever shipped to 

The ^^lblic Works Department is re- 
ported to have awarded a contract to 
N. B. Horton. Owen Sound, Ont., for the 
construction of a concrete dock there, 
on the east side of the C.P.R. property 
at the foot of 11th Street East. 

OwinK to the rejrulations recjuirinp all 
persons enterinjr the I'nited States from 
Ontario to be vaccinated, it is reported 
that the ferry ser\'ice between Sault Stc. 
Marine, Ont., and Sault Ste. Marie, Mich., 
has been suspended for the winter, and 
that no attempt will be made to keep 
the water route clear of ice. 

The I'.S. Lake survey reports the 
stamps of the Great Lakes in feet above 
mean sea level for November as follows: 
Superior, 602..51; Michipan and Huron, 
580.4:1; Erie, 572.24; OnUrio, ,i4().ll. 
Compared with the averajre November 
stages for the last 10 years, Superior 
was 0.01 ft. above; .Michigan and Huron, 
0.17 ft above; Erie, 0.43 ft. above; On- 
tario, 0.56 ft. above. 

The .Midland Transportation Co. has 
retristercd the s.s. Luckport, which was 
formerly the s.s. Magrnolia, owned by 
Canada Steamship Lines, Ltd., and which 
was wrecked some time apo. She was 
originally built at Midland, Ont., in 1898 
and is screw driven by engine of 57 
n.h.p. Her dimensions are length, 126 
ft.; breadth, 21.6 ft.; depth, 12 ft.; ton- 
nage, 231 gross, 134 registered. 

The Great Lakes Transportation Co.'s 
s.s. Glenlyon arrived at Port Arthur, 
Dec. 17, with general cargo, from the 
east. She had a rough passage, and was 
well encrusted with ice, the temperature 
during the entire trip from Sault Ste. 
Marie, which took five days, having 
varied from 35 below zero to zero. This 
is said to be the latest arrival at Port 
Arthur from the east, in any year. 

The Niagara Ferry & Transportation 
Co. is reported to have bought the tciry 
steamship, Newton, in New York, where 
it has been used in harbor work, for 
operation between Fort Erie, Ont., and 
BufTalo, N.Y. Her dimensions are: length, 
152 ft.; beam, .52 ft. She is of th.? side 
wheel driven type, with rudder at each 
end and two pilot houses. The hull is 
of steel, with upper decks and cabins. 

The Ontario and Quebec Navigation 
Co., one of the constituent companies of 
Canada Steamship Lines Ltd., was given 
judgment with costs and interest, at a 
sitting of the Supreme Court, at Belle- 
ville, recentl-y, on a claim for $65,000, 
against J. E. Rathbun, M. J. McFaul, F. 
Brennan, D. B. Christie, M. Pahnntier, 
A. Leslie, .M. Leslie, H. Dempsey, and 
the estate of the late J. F. Chapman. 
The amount was claimed on shares is- 
sued to them in connection with the ab- 
sorption of the Quinte Navigation Co. 

The r.S. steam tug Bison, which was 
built at Cleveland, Ohio, and iiassed 
through the Welland Canal and the St. 
Ijiwrence, sailed from (Juebec, early in 
Dt-cember for Halifax, N.S.. in company 
with four other lugs, wos reported at 
Halifax, Dw. II, to have been lost in the 
Ciulf of St. I,awrence, with her crew. 
She, however, arrived safely at Port 
Hastings, N.S., Dec. 12, having been out 
of touch with the remainder of the fleet 
and the shore, as she was not equipped 
with wireless telegraph. 

British Columbia and Pacific Coast. 

The Quadra Steamship Co.'s s.s. 
Quadra, had her engines and boilers 
overhauled by Yarrows Ltd., Victoria, 

The I'nion Steamship Co.'s steamships 
Chemainus and Chilliwack underwent 
extensive overhaul by the B.C. Marine 
Railway Co., Vancouver, recently. 

The C.P.R. s.s. Princess Alice was 
docked recently at Yarrows Ltd yards. 
Victoria, for cleaning and painting, and 
general overhaul, including the drawing 
of the tail shaft. 

The Coastwise Steamship & Barge 
Co., Vancouver, B.C., has bought the 
barge Granco, from U.S. owners, and has 
transferred it to the Canadian register 
under the name of Barracouta. 

The Canadian Fish & Cold Storage Co., 
Prince Rupert, B.C., has bought the s.s. 
Louisiana from U.S. owners, and has 
transferred it to the Canadian register 
with the name of Chief Legale. 

The Grand Trunk Pacific Coast Steam- 
ship Co. was reported recently to be ne- 
gotiating for the purchase of the s.s. 
Roosevelt, owned in Seattle, Wash. After 
an inspection it was found that exten- 
sive alterations would be necessary, and 
it is improbable that the ship will be 

Canadian National Rys. car ferry 
steamship Canora was thoroughly over- 
hauled by Yarrows, Ltd., Victoria, B.C., 
recently, and resumed her trips between 
Port Mann and Patricia Bay, early in 
December. It is reported that she is to 
be used for the transfer of cars to and 
from the Ogden Point piers, Victoria. 

The Grand Trunk Pacific Coast Steam- 
ship Co.'s s.s. Prince Rupert was laid up 
at Prince Rupert, Dec. 28, for her annual 
overhaul, and the steamship service on 
the route between Seattle, Vancouver, 
Prince Rupert and Anyox, was reduced 
to a weekly one, with the s.s. Prince 
George. The company's Queen Charlotte 
Islands and Stewart service is being per- 
formed by the s.s. Prince Albert, the s.s. 
Prince John having been taken off the 
route until further notice. 

PaH.senger Pares on Atlantic Steam- 

ship.s — War time rates for passengers 
crossing the Atlantic remain in force, 
and are' likely to do so for some time. 
The passenger business across the ocean 
is comparatively heavy, and the prospects 
for next year are rather for an increase 
than n decrease in the number of pas- 
sages, both east and west. First class 
fares vary, according to the type of ves- 
sel, from $202.50 to $150; second class 
fares from $110 to $92.50; cabin fares on 
.single class vessels from $100 to $00; 
third class fares from $67.50 to $61.25. 
In adilition to these rates there is a war 
tax of $5 on those above $65; $3 on 
those between $40 and $65, and $1 on 
those from $10 to $40. 

Mainly About Marine People. 

Lionel H. Clarke, grain merchant, To- 
ronto, who has been ('hairman, Toronto 
Harbor Commission, since its inception, 
tendered his resignation early in De- 
cember, on being appointed Lieutenant- 
Governor of Ontario. The other commis- 
sioners passed a resolution placing on 
record their high appreciation of his in- 
valuable service as chairman during the 
past seven years, and requested him to 
withdraw his resignation, and to continue 
to act as chairman, which he consented 
to do. 

John Watson Corb«tt, whose appoint- 
ment as Purchasing Agent, Canadian 
Government Merchant .Marine, Ltd., 
Montreal, was announced in our last is- 
sue, was born there, Oct. 4, 1K87, and 
entered transportation serN'ice in July, 
1905, since when he has been, to Mar., 
iy08, in Superintendent's office, Cana- 
dian Northern Ry., Montreal; Apr., 1908 
to Nov., 1909, in Purchasing Department, 
same road, Quebec, Que.; Feb., 1917 to 
Dec, 1918, in Purchasing Department, 
Imperial Munitions Board, Toronto; Jan. 
1 to Oct. 31, 1919, in Purchasing Depart- 
ment, Canadian National Rys., Winni- 

John P. Doherty, whose appointment 
as Port Agent, Canadian Government 
Merchant Marine, Ltd., St. John, N.B., 
was announced in our last issue, was bom 
at Portland, Me., Apr. 8, 1889, and en- 
tered transportation service in May, 1904, 
since when he has been, to Feb., 1915, 
chief clerk, Allan Line Steamship Co., 
at Quebec in the summers, and at St. 
John, N.B., in the winters; Feb., 1915 to 
.May, 1918, chief clerk, Canadian Pacific 
Ocean Services Ltd., same places; Sept., 
1918 to Nov., 1919, Travelling Freight 
Agent, C.P.R., St. John, N.B. 

J. W. Norcross, President, Canada 
Steamship Lines, Montreal, and Mrs. 
Norcross, announce the engagement of 
their eldest daughter, Jessie Eileen, to 
D. H. Mapes, Jr., of New York, son of 
D. H. Mapes, Engineer of Buildings, C.P. 
R., Montreal, the marriage to take place 
in January. 

Hon. C. C Ballantyne, Minister of 
Marine and of Naval Service, entertained 
Admiral Viscount Jellicoe, and a large 
number of other guests, at dinner at the 
Country Club, near Ottawa. Dec. 4. Mrs. 
Ballantyne gave a dinner in Montreal for 
Lady Jellicoe, Dec. 9. 

J. F. Paige, who was appointed Oper- 
ating Manager, Halifax Shipyards, Ltd. 
recently, took over his new duties there 
early in December. He was formerly 
General Manager, Port .\rthur Shipbuild- 
ing Co., Port Arthur, Ont. 

St. Lawrence River Pilotage — A peti- 
tion has been addressed to the Minister 
of Marine urging the abolition of com- 
pulsory payment of pilotage dues, and 
against the continued discrimination 
against ships from Ontario, which are 
not includeci in the exemptions extended 
by the Canada Shipping Act, sec. 477. 
This matter has been brought before the 
government several times during past 
years, by the Dominion Marine .Associa- 
tion, but nothing has been done to re- 
lieve the vessels trading to St. I>awrence 
ports from Ontario. The Shipping Fed- 
eration of Canada, which has always op- 
posed any change in the restrictions 
against Ontario shipping, is now stated 
to favor the proposal, and it is reason- 
able to expect that the desired amend- 
ment.s will be made shortly. 

January, 1920. 



Regulations for Bunkering Ships on Atlantic and 
Pacific Coasts. 

Customs Requirements re Coast- 
wise Entries and Clearances. 

The Canadian Trade Commission's 
Fuel Section and License Department at 
Ottawa issued the following circulars to 
steamship owners recently over the sig- 
nature of M. J. Cullen: — 

Nov. 29, 1919. In order to facilitate 
the issuance of licenses for the bunker- 
ing of your boats, we would prefer, when 
possible, to receive your application by 
mail, furnishing the information requir- 
ed on the enclosed forms, which should 
be transmitted in duplicate. In addition 
to the information asked for on the 
blanks we also require to know the na- 
ture of the cargo being carried by the 
vessel under consideration, together 
with the country of origin of the same. 
When time will not permit of applica- 
tion being made by mail, telegraphic 
applications should contain all the in- 
formation requested on the bunkering 
form, together with the nature of the 
cargo and the country of its origin. 

I may inform you that it is the com- 
mission's policy to grant bunkers to 
boats of foreign registry sufficient only 
to carry them to their destinations, while 
Canadian owned boats may be bunkered 
for the round trip. 

We are desirous that as much bunker- 
ing as possible should be undertaken at 
Sydney, N.S., on account of its proxim- 
ity to the mines, and would appreciate 
your co-operation in having as many of 
your craft as possible diverted to that 
point for this pui-pose. 

In order to expedite the coaling of ves- 
sels on the Eastern Maritime coast, A. 
L. Woods has been appointed by this 
commission to issue licenses for bunker- 
ing of vessels at Sydney, North Sydney, 
and Louisburg. Mr. Wood's headquar- 
ters are at Sydney and any request for 
licenses covering coaling of vessels at 
points under his jurisdiction should be 
directed to him. 

Dec. 6, 1919. In further reference to 
our circular letter of Nov. 29, I beg to 
advise you of the policy now decided upon 
by this commission for the bunkering of 
vessels which becomes effective Dec. 8, 
at 1 a.m. Bunkers may be given boats 
for the following movements: 

1. Vessels sailing from foreign des- 
tinations to United States ports may re- 
ceive bunkers at Canadian ports, to take 
them to U.S. destination and return, or 
they may be bunkered at Canadian ports 
to take them to their U.S. destination 
and thence back direct to their foreign 

2. Boats sailing from the U.S. to for- 
eign destinations may be given bunkers 
at Canadian ports sufficient only to take 
them to their destination. 

■i. Boats sailing from Canadian ports 
may be bunkered with sufficient coal only 
to take them to destination. 

4. Bunkering of boats will be govern- 
ed by the available coal supply, and pre- 
ference given in the following order, (a) 
Canadian owned boats; (b) boats flying 
British flag; (c) boats flying U.S. flag; 
(d) boats flying allied flag; (e) boats 
flying neutral flags; (f) boats flying 
other flags. 

In order to preclude delay in coaling 
at Halifax and St. John, we are pleased 
to advise you of the appointments of 
the following officers who are authorized 
to grant licenses at these ports: Lieut. 
Alfred J. May, Customs House, Halifax, 

N.S.; Lieut. C. J. Mulcahey, Naval Dock 
Yards, St. John, N.B. When requiring 
permits to coal a tthese ports, please 
direct your requests to the above men- 
tioned officers. 

Canadian Railway and Marine World 
is officially advised that in addition to 
the officers appointed to issue bunkering 
licenses on the Atlantic coast, W. G. 
Gaunce has been authorized to grant 
licenses covering the bunkering of ships 
on the Pacific coast. 

In reference to the foregoing we are 
advised that it was necessary to control 
the export of coal, under an agreement 
reached between the Canadian Fuel Con- 
troller and the U.S. Fuel Administra- 
tion, whereby the latter arranged to let 
Canada have a supply of emergency coal 
for the urgent needs of Ontario and Que- 
bec, provided the use of coal at the Can- 
adian .\tlantic and Pacific seaports was 
curtailed in certain ways. The control 
of exports was enforced formerly by the 
War Trade Board, and after its discon- 
tinuance the control was transferred by 
order in council to the Canadian Trade 
Commission. It is hoped that all restric- 
tions on the bunkering of vessels will be 
removed early in 1920. 

Roger Miller & Sons Ltd. Toronto 
Harbor Contract. 

S. W. Jacobs, M.P. for Montreal, asked 
several question in the House of Com- 
mons recently, which were answered by 
the Minister of Public Works, the ques- 
tions and replies being as follows: 

Q. Has an order in council been passed 
giving- Roger Miller & Sons, Ltd., addi- 
tional work on a cost plus basis over 
and above that originally provided? A. 

Q. What was the amount provided or- 
iginally to be done by Roger Miller & 
Sons, Ltd., on a cost plus basis, and what 
were the terms under which this work 
was to be done? A. Approximately 
$848,000, on basis of cost plus '!Vi';'<. 

Q. What was the amount of the work 
under such order in council, and what 
were its terms? A. Approximately $2,- 
478,2.50, on same basis of cost, plus 7Va'/'r. 

Q. Has an appropriation yet been made 
covering the additional work authorized 
by such order in council ? A. No. 

Canadian Western Steamships Ltd., 

has been incorporated under the British 
Columbia Companies Act with $2,000,000 
authorized capital and office at Vancou- 
ver, B.C., to own and operate steam and 
sailing ships, and to carry on a general 
navigation and transportation business. 

The Navigation Co. Ltd., Pas, 
Man., has made application to the In- 
terior Department for a lease of lots 25 
and 29, at Sturgeon River Landing, Man., 
for the erection of docks, wharves, ware- 
houses, etc. These lots have a frontage 
on the Sturgeon River, of 100 ft. each, 
with a depth of 25 and 60 ft., respective- 
ly, and were surveyed in 1917 . at the 
mouth of the Sturgeon River, on Namen 
Lake, to meet requirements in connec- 
tion with navigation at that point, which 
is the head of navigation from Pas to the 
northern nart of Manitoba. The rental 
to the company will be at $10 a year for 
5 years. 

Canadian Railway and Marine World 
for Oct., 1919 contained a reference to 
the desires of British Columbia steam- 
ship owners for some relief from alleged 
unnecessarily onerous customs require- 
ments in connection with the operation 
of steamships in the coasting trade. Un- 
der the present rules, it is necessary for 
all steamships engaged in the coasting 
trade to make entry and clearance at each 
port of call,' whether carrying dutiable 
cargo or not, and regardless of the num- 
ber of calls they may make at the same 
port on the same day or trip. An ex- 
ample of this is shown in the case of 
the C.P.R. s.s. Princess Patricia, a pas- 
senger steamship running the short dis- 
tance between Vancouver and Nanaimo, 
making two round trips daily, and having 
to make two entries and two clearances 
at each port, even when not carrying any 
bonded or dutiable cargo. The whole 
question was taken up by C. H. Nichol- 
son, Manager, Grand Trunk Pacific 
Coast Steamship Co., Vancouver, some 
months ago, and in a communication to 
the Dominion Marine Association, he ask- 
ed that association's aid in the attempt 
to obtain some relief. The association 
has expressed itself as approving of the 
movement, believing the requirements 
are enforced for purely statistical pur- 
poses and throw a heavier burden on ship 
owners than is justified by the benefits 

Information regarding the practice 
adopted by other countries in this regard 
has been collected by Frank Waterhouse 
and Co. of Canada Ltd., Vancouver, and 
from this it is gathered that in the Unit- 
ed Kingdom there is a system of tran- 
sires, which permits vessels to arrive 
and depart at the various ports, when 
not going to a foreign port and not carry- 
ing bonded cargo, without reporting at 
the customs house. A record is kept and 
reports are made from time to time as 
required by the Customs Department, and 
it is said that a similar practice obtains 
in the various British dominions, with 
the exception of Canada. In Norway, 
Sweden, Japan and several other coun- 
tries, coastwise traders are not required 
to enter and clear each trip. In the 
United States special arrangements are 
made for coastwise traders, the whole 
area being divided into five districts, and 
so long as a coastwise vessel is trading 
within one of these customs districts, it 
is not required to enter or clear unless 
can-ying bonded or dutiable cargo. When, 
however, it is trading between a port in 
one district, and a port in another dis- 
trict, it is necessary to enter and clear. 

It is desired that the Dominion Gov- 
ernment adopt a system of transires for 
the British Columbia coasting trade, to 
obviate the difficulty complained of. 

Australian Shipbuilding Cost.s — It has 
been officially stated that H.M.A.S. 
Brisbane, which was built at Cockatoo 
Island dockyard, Sydney, during the war, 
cost £776,000, against £385,000 for H.M. 
A.S. Sydney, and £405,000 for H.M.A.S. 
Melbourne, which were built in Great 
Britain just prior to tjje war. All are 
practically sister ships, there being very 
little diff'erence in tonnage, armaments 
and rating. Most of the material for 
the Brisbane was imported, and difficult 
to obtain; the mechanics employed were 
inexperienced, and the cost of building 
was therefore necessarily high. 



January, 1920. 

Marine CaMualtieH During 1918. 

'Vhv report i>f I.. A. I>rnnT!<. Dcmiinion 
Wr»'i-k I'oniniiiinioncr for the rnlfndnr 
yoar 1SM8, u-hirh wan not printed nnd 
di.ilributed until Doc.. lOl'.t. states thnt 
durintr the year :il formal invcatiiratlons 
and one donnrtmrntal inventiiration were 

Durinif ini8 there were 22f> casunlties 
reported to the Marine PepBrtment, the 
tonnaire of the .Hnnie being .'U2.92H, and 
the stated damn^'c $1,818,895, while 402 
lives were loM. 

Of the casualties 180 were to roastuiK 
and sea trointr ships, the tonnaKi" JwinR 
280,.'i28. the stated damaire ?l,713,79n, 
and 402 lives were lost; 4Cy uf the casual- 
ties were to inland ships, the tonna^o 
b«infr .'<2,400, and the stated damafrc 

In 12U cases of casualties to coastint; 
and sea rroinfr ships, and 24 cases of 
casualties to inland ships, the amount 
of damaire is not stated; 70 of the casual- 
tics to coastinfT and sea poinp ships, 
made up of 27 steam and 4.'t sailin^r ships, 
resulted in total losses, and of this num- 
ber 60 were Canadian, 2 British and 8 
foreiim ships. 

Seven of the casualties to inland ships 
resulted in total losses; all were Cana- 
dian vessels. 

The casualties were as follows: 
Coaitinc and Sm C«lnc VmwI*. 

ColliniolM SO 

Ki>unilcrinin _ _ _ _ _ 28 

Miiminw vcssell ^ „., 8 

MUcelUneoiu accidents: Are, loM of laili, etc. 20 

Stmndins* 79 

V«a*«k rank by rabmarinM „_ „ 20 

Inland VcMcb. 

Collbions .._ _.. 17 

Founderinffs „..«..«......«.. „ 4 

Mi>celUnc«m» accidents .............. .„ 8 

Stnndinics „ „ „„ 17 

Nova Scotia Workmen's Compen- 
sation .\ct Made Applicable 
to Seamen. 

.\n amendment of sec. 8 of the Nova 
Scotia Workmen's Compensation Act 
comes into force .Ian. 1, and provides as 
follows: — Owners and employers of ves- 
sels registered in Nova Scotia, or oper- 
ated by an employer residinR or having 
a place of business in Nova Scotia, shall 
be liable to any member of the crew who 
is injured by an accident arising out of 
and in the course of his employment. 

The amount payable to an injured 
workman shall be an amount equal to 
the compensation that would be payable 
under the Workmen's Compensation Act 
if the industrj- were within the scope of 
part 1 of the act. 

The employer may escape such per- 
sonal liability by having the operations 
of the vessel brought under part 1 of that 
net. Til ilii mi an .Tpplication to the 

Wurkmvn'a Cam|H-niuition Hoard, and the 
payment of an assessment based upon 
the amount of the payroll, arc neccs- 

The amendment applies only to vessels 
operating between places in Nova Scotia 
and places in New Brunswick, or Prince 
Kdward Island, or Newfoundland, or to 
vessels making fishing trips or voyages 
from ports or places in Nova Scotia. 

Courtcnay Ray Development, St. 
,lohn. N.H. 

The St. John Dry Dock and Shipbuild- 
ing Co. made very satisfactory progress 
during I'Jl'J on its two contracts for 
harbor works and dry dock respectively. 
The work consisted principally of rock 
excavation for the drydock and it is ex- 
pected that this work will be finished by 
the middle of February. The excavation 
is being done by the ordinary methods 
of drilling and blasting and removal by 
steam shovels. The rock is loaded into 
6 yd. dump cars and hauled by locomo- 
tives to the breakwater, where it is 
dumped over a trestle. 

The 2,500 ft. breakwater extension is 
nearly completed, with the exception of 
laying the conerstone. A cofferdam is 
being built to unwater an area sufficient- 
ly large to excavate about 140,000 yd. 
of rock in the immediate entrance chan- 
nel to the breakwater. This cofferdam 
will enclose an area of about 650 x 400 
ft. The channel inside the cofferdam 
will be 250 ft. wide and about 500 ft. 
long. The excavation grade for this 
channel will be 32 ft. below low water 
which, with the 28 ft. tide, will make 
the extreme depth of 60 ft. at highest 

The whole work is of very consider- 
able magnitude and will undoubtedly 
prove of very great interest to engineers 
generally. In consideration of the ex- 
treme lead of water and the length of 
the cofferdam, it is probably one of the 
largest ever undertaken. 

Among the Express Companies. 

The Canadian National Ex. Co. has 
opened an office at Birch River, Man., 
and has closed its office at Ragged 
Rapids, Ont. 

"The Dominion Ex. Co. has been re- 
lieved by the Board of Railway Commis- 
sioners, from providing a cartage ser- 
vice at Courtright, Ont. 

The Canadian National Ex. Co. has 
opened an office at Entrance, Alta., and 
has closed its offices at Perthuis, Que., 
Burwash, Ont., and Ardill, Sask. 

New regulations respecting the pack- 
ing express shipments, went into effect 
during the early days of December. Un- 
(l<'r those regulations, shipments over 25 

lbs. in weight must be forwarded in 
wowlen containers or cartons bearing the 
box makers' certificate as to the strength 
and size required by the express com- 

The Canadian Ex. Co. was fined $202 
at Ottawa, Dec. 17, for transporting • 
<|uantity of intoxicating liquor from 
Montreal to Ottawa in contravention of 
an onler in council, passed Feb. 24. On 
the application by counsel for the de- 
fence, a stated case was granted for the 
Court of Appeal. A quantity of wine 
was shipped from .Montreal to the Ot- 
tawa Country Club, which is also in 
Quebec, and in the course of transit, it 
crossed the boundary between Quebec 
and Ontario. 

Telejrraph, Telephone and ("able 

The American Railroad Association's 
Telegraph and Telephone Division held 
its annual meetings at Chicago, Dec. 3 
to 5, lt»19. 

G. D. Perry, General Manager, Great 
North Western Telegraph Co. and Mrs. 
Perry, returned to Toronto early in De- 
cember, from a trip to the Pacific coast. 

The Great North Western Telegraph 
Co. has opened offices at Kabina, Mattice 
and Ragged Rapids, and has closed its 
offices at Bansing, Glenorchy and Wat- 
comb, all in Ontario. 

The Marconi Wireless Telegraph Co. 
of Canada Ltd., has bought the office 
building occupied by the Montreal Stock 
Exchange, where it is opening a school 
for training wireless operators. The price 
paid was $17 a sq. ft. 

The Marconi Wireless Telegraph Co. 
of Canada, will, it is reported, build a 
large wireless telegraph station near 
Vancouver. B.C., at an approximate cost 
of $2,000,000, to handle commercial busi- 
ness between Canada and the Orient, and 
a similar station will, of course, be built 
on the other side of the Pacific, most 
likely in Japan. 

Transportation Associations, 
Clubs, Etc. 

The names of persons iriven below are those of 
the Bccrctaries anless othcrwi»c stated : 

American Association of Tort Authorities. M. 
P. Kcnncll. Jr.. B7 Common St.. Montrral. 

Bellrville Railway Men's Educational Clnb. 
Mt-eta each Tuesday. 7.30 p.m. F. A. Pinluton. 
Belloville. Ont. 

Canadian Car Senice Burvao— W. J. Collins, 
ManaRcr. 401 St. Nicholas Buildins. Montreal. 

Canadian Electric Railway Association — Acton 
Burrows. 70 Bond Street, Toronto. 

Canadian Freight Association (Eastern lines) — 
G. C. Ransom, 909 Shaushncssy Buildlns, Mont- 

Canadian FreiRht Association (Western lines) — 
W. E. Csmpbell, 803 Boyd Block. Winnipes. 

For Sale and Classified Advertising 

Under this heading Canadian Railway and Marine 
World will place advertisements for Positions Want- 
ed, positions Vacant, Equipment for Sale, Tenders 
Wanted, Dividend, Annual Meetings, Legal Notices, 


Rates for advertisemrnts set in uniform style in six point 


Positions Wantp<l and Positions Vacant. Sc per word. 
Eiiuipmrnt for Sale advcrtisementji. 4c per word. 

Allow five words where replies arr to be sent to a box num- 
ber. Minimum order- $1. 

R«t.M. under other hrs.linirs snd for disrlnj a.hcrli.rmints 


Canadian Railway and Marine World 

February, 1920 

Graphic Production Control. 

By E. T. Spidy, Assoc. Mem. Am. Soc. Mech. Eni;rs. ; rroduction Enarin»r, AnKUs Shops, C.P.R., Montrral. 

In the management of any industrial 
plant, the author has become convinced, 
through plain experience, tliat apart 
from the personality of the management 
directing affairs, and the regular ac- 
counting system, there is a great neces- 
sity everywhei'e for the placing of facts 
in such a manner that the condition of 
affairs today can be quickly seen in their 
true relation to the policy of the man- 
agement. We are all more or less ac- 
customed to seeing statistics shown gra- 
phically. Their value to show what has 
happened is unquestioned. We are 
able to see at a glance for instance 
how our expenditure on a certain class 
of output compares with last year, and 
if we plot on the same sheet the amount 
of our output we are able to see how the 
cost has varied with the output. Such 
a diagram is a familiar one and needs 
no explanation (sample shown in fig. 1). 
Endless combinations are made like this, 
but they all tell you what is done. I wish 
to emphasize this point because upon it 
hinges the purpose of this paper. 

I ask those who are departmental 
heads, do you not on receiving state- 
ments, whether in figures or by diagram, 
often feel that you have been "let down," 
so to speak. Let us suppose you have 
received a statement showing depart- 
mental expenses, or a statement of out- 
put in which an item shows lower than 
your expectations or the average. You 
see a condition that if you had known 
it was happening, you could have done 
something, but you didn't, and all you 
can do now is to investigate and make 
such changes as your judgment dictates. 

After you have received an explana- 
tion, called your man down or perhaps 
replaced him. what guarantee have you 
that you will not look at an even worse 
condition next month? The only guar- 
antee you have is your confidence m the 
man in charge. This confidence I do not 
for an instant depreciate, because it i.s 
your main stay with the most perfect 
of systems, but consider, in this age of 
specializing, would you not be better off 
and would not the individual depart- . 
mental heads or foreman be better off ■ 
if you were to supply him with such in- 
formation on expenses or where he stands 
on this output, or other details that are 
"up to the day of looking at it," so that 
he can control the situation to give you 
what you want. The natural question 
becomes, can it be done? It can if you 
organize to do it. To organize to do it, 
means that you must assist that execu- 
tive or foreman by training specialists 
to perform functions that are at present 
part of that foreman's duties, to do them 
bettor than the foreman can, by reason 
that these specialists concentrate on one 
particular object only. 

Specializing needs no introduction, on 
our machines and operations we know 
a specialist can produce more than an 
all round man on work adaptable to spe- 
cializing. We no more think of having 
the same boilermaker that puts a patch 
on a boiler, roll in tubes, than we would 

ask a tuber to put on a patch even if 
they do get tin; same rate. Therefore, 
I say, for the reason that specializing 
cuts costs, so it applies in management 

Without further discourse on the prin- 
ciples involved, I propose to give a few 
concrete examples of how graphical pro- 
duction methods permit a specialist to 
perform functions that assist the execu- 
tive by supplying information that is "up 
to the day of looking at it," that show 
"What is causing delays," or "What will 
cause delays." The diagrams I have 
made are for obvious reasons of size and 
data made so as to show the principle. 
Colors ai'e used on actual forms in-order 
to create striking contrast. 

Locomotive or Passenger Car Repair 
Schedule — Example 1 is a shop repairing 
locomotives. The methods apply equally 
to a passenger car repair shop. Our ob- 
ject is to assist all foremen to plan their 
work so that delays to outjjut are min- 











































Fis. 1, What HAS happened. 

imized. Analyzing the situation, wo find 
we have about 30 departments, all of 
which receive some part of each loco- 
motive or car to repair, and on all of 
which rests the responsibility of having 
it ready at a certain time, when the pro- 
cess of erecting demands it. Based on 
the road report, and a preliminary in- 
spection our specialist, the scheduleman, 
in conjunction with the general foreman 
of the shop, determines that it will require 
so many days to complete. This period 
is determined by adding together the 
time required on all the various detail 
jobs known. From past experience we 
have on this work developed a series of 
schedules from 9 to :?0 days each, one of 
which is applied to each locomotive or 
car as the case may be, as the work de- 
mands. The locomotive repair schedules 
are practically all based on one 18 day 
schedule, in that on all locomotives the 
operations for the first .5 days are prac- 
tically the same, and for the last 7 days 
also, they are the same; the space in be- 
tween being taken up by the depart- 
ment having the excessive or special 
work to do. 

We now come to our first chart which 
we call a master schedule (fig. 2). "The 
master schedule forms have detailed 

down the left side all the controlling de- 
tail operations or parts listed in the se- 
quence in which they are required com- 
pleted. At the top of the vertical columns 
we enter the locomotive or car number 
as each is taken in the shop, and then 
by the application of the particular 
schedule, on which each locomotive or car 
is to follow, we enter opposite the opera- 
tion or part the date it is required com- 
pleted or delivered. When this is done 
we take our second form called a date 
schedule (fig. 3), which is identical with 
the master schedule, except that instead 
of locomotives or car numbers at the top 
of the vertical column, we have all the 
days of the month, and we insert in the 
column for the date as entered on the 
master schedule the locomotive or car 
numbers opposite the operation. 

This is done as soon as the locomotive 
or car is taken in the shop. By a four 
color code we record on both charts every 
day exactly what has happened, whether 
"on time," "shop late," "material de- 
livery late," or "drawings late," in black, 
green, red or yellow, respectively. This 
is done as follows: Each day, at a cer- 
tain time, the schedulemcn make a cheek 
of all shops, after which they mark up 
the master and date schedules. Follow- 
ing this they make out from the date 
schedule for each departmental foreman, 
a list of operations due completed to- 
morrow, and include on it, especially 
marked, all items that are late. This daily 
order of work sheet is delivered to each 
foreman the night before the day it 
covers, so that they can plan their work 
to cover every item. Incidental to this 
a list of all late items in all shops is 
prepared for the general foreman and su- 
perintendent's use in order that they may 
use their influence to prevent further de- 

Summarizing this example, we provide 
each departmental foreman with a list of 
work which must be done tomorrow; we 
provide a list of late operations and ma- 
terial so that delays may be investigat- 
ed and something can be done early in 
the progress. We "have before us a gra- 
phic record of each locomotive or car's 
progress, showing each delay, as it oc- 
curs, and we have a graphic record of 
each day's progress, from which weak 
points can be seen at a glance. The re- 
sult of this performance is that we get 
a "to- operative effort, because each de- 
partment, being familiar with the pro- 
cess, realizes that the management knows 
what is going on and can measure each 
man's effort. It makes it unnecessary 
for foremen to leave their shops to trace 
material, this being part of schedule- 
man's duties. Changes that occur when 
extra work is found necessary, causing 
a set back to the original date of de- 
livei-y are automatically taken care of 
by the production department. The net 
result is a shorter number of days in the 
shop per unit, time between jobs reduced 
and lower costs. 

Locomotive or Passenger Car Repair 
Costs — Example 2 may be considered a 



February. 1920. 

ronliiumtion of the rtr»t cxampip in that 
it roiiirriiH contJi. It in important tliat 
wi- '■ 'H (li-tnil costs lit riirront 

jMM •!•> thi- shop litlli- Kood if 

thi J 11 Iho job tit conipU'tc and 

anuy iKnn u». Our proposition Ihvn Is 
to kwp track of loconiotivo repair vx- 
pcndilurc in ordi-r to kcop the cost ri»;ht- 
The nii'lbo<l is suiUil>l(' for all cinsscs of 

In each loromoUvo cost column, a red 
cross line is drawn nt a point oppoiiit* 
the eslmialiMl cost of the job. An cstim- 
iite is made for each locomotive based 
im an avcrnife in the case of straiicht re- 
pairs, as soon as inspection is complete, 
anil which includes extra allowances in 
the case of extra or special repairs. Now, 
when an executive looks at the chart, he 

lyzod and acted upon before the que*tion 
is asked. 

Cost of Manufactured Material — Ex- 
ample ;i concerns the efficiency and cost 
of detail manufacturetl material. Our 
desire is to know the efficiency and coat 
of each order up to date, during its pro- 
gress throuKh tne shops. The methcnl de- 
scribed is used by manufacturing con- 

«o-T»«r ^ ,-,>^ REPAIR SCHEDU 

OP. K.T, ». /s's^w^.ry^ir^^^M; 













'K 1 

c«*p«roRs fsnn.* 




























Fl LLtO 
























PuTTy HrtlL SBLlS 












t>-'%i/ntAet»'i nte 













j^siRKCt^ 3 »ro 




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FlC 3 


work where average costs are maintain- 
ed and used as a base for expenditure. It 
is not recommended in this form for 
manufacturing of a small, multitudinous, 
or varied nature. 

The chart shown in fig. 4 is a graphic 
representation of current locomotive re- 
pair costs. The method here also would 
apply to passenger equipment costs. On 
the left is a scale of dollars large enough 
to cover the anticipated range. Each 
vertical column is headed with the loco- 
motive number, the date it came in the 

notes particularly those that have gone 
past the red mark and by consultation 
with the locomotive master schedule 
(similar to chart 2) he sees what has 
happened, when it happened and the pro- 
gress of that particular locomotive. He 
is then in a position to act if his judg- 
ment indicates the cost is abnormal. It 
will be noted that short thin black lines 
extend from each locomotive cost line, 
at more or less irregular intervals, with 
a number close at hand. These lines are 
to indicate the amount added each day. 

cerns which have found that the way to 
control costs is in the shop while the job 
is in progress. It is applicable, in a 
form adapted to railway back shop manu- 
facturing, and is a real way to keep these 
costs right. It consists of a job cost 
sheet, and is kept and entered up in the 
shop office. These sheets are kept in 
loose leaf book form, and the duties of 
the cost clerk are to enter in the proper 
column, from the daily time cards, the 
costs incurred the previous day. Thus 
by noon the cost of each order, up to the 

9. c^ „.» LOCO REPAIR cost; 

FI& 4 



CMrtRftcO TO 



STO<«t OROt«'. 

f Ktl&HT CUR O 


riQ 3 


shop, and the class of repair it is get- 
ting is also inserted small for reference. 
By arrangements with the cost depart- 
ment these daily costs arc given a pre- 
ference, and are supplied the second day 
after they are incurred, on a special form 
for the purpose, and on the cost chart 
a black line is extended under each loco- 
motive daily, to show total cost to date. 

and the number represents the dale. Wo 
can thus see whether the labor expended 
has been irregular, or whether it is a 
steady growth. This is a clear indication 
of good or bad organization in the shops. 
Very great use can be made of this chart. 
It shows poor distribution of labor in 
detail and enables conditions that bring 
about high costs to be thoroughly ana- 

previous evening, should be enteroii. On 
each sheet is detailed the standard meth- 
od of doing the job and the standard 
time allowed for each operation. This 
information is obtained from the produc- 
tion department, which develops the cor- 
rect method, in conjunction with the shop 
engineer and foreman of the department, 
who, at the same time, recommend such 

February, 1920. 



special jigs and tools as may be deemed 
necessary. When the order is a special 
one, that is, unusual, or rare enough not 
to warrant making standards for further 
use, a summary estimate is made up for 
each operation by the production de- 
partment, in order that a daily check 
may be kept on the job. The duty of 
the cost clerk is to call the attention of 
the foreman, or party concerned, when 
the cost e.xceeds the allowance up to the 
point in the progress the order has reach- 
ed. We thus have a means of keeping 
our foreman posted up to date on the 
cost of each job, at all points of its pro- 
gress, not when it is done and too late 
for him to do something. 

Major Account Expenditure — E.xample 
4 is a form that we use to show us gra- 
phically our unit and summary expendi- 
tures on major accounts. It was develop- 
ed by the late H. L. Gantt and used effec- 
tively to record progress of airplane and 
munition manufacture, also many other 
items in his work for the U.S. Govern- 
ment during the war. We want to know- 
how our daily expenditure on each ac- 
count compares with the allowance for 
the day, also how our total expenditure 
to date compares with the total allow- 
ance to date on each account. The chart, 
fig. 5, contains one vertical column for 
each day of the month, over which the 
date is inserted. On the left hand side 
the name of each account is inserted. 
We then calculate the allowance for each 
working day of the month and enter it 
for reference on the right hand side of 
the chart. Now in making up the chart 
it must be understood that the distance 
horizontally between each date column 
represents 100',;, or the allowance figure 
for the day, on the right, and as your 
actual expense figures are received, you 
make a line across that space equal to 
the amount actually expended. If less 
than the allowance, this line will not 
cover the space, if more than the allow- 
ance, an extra line over the one covering 
the space shows how much. Directly 
under this line, representing the daily ex- 
penditure, is a thicker line, that repre- 
sents summary cost to date. This line 
is merely extended daily, by the same 
amount as entered under the daily cost 
column, except that it, being no respecter 
of dates, it shows by its total length, 
whether the account is over or under ex- 
pended to date, the comparative point 
being always the line of the date up to 
which the chart is entered. 

While this sounds somewhat complex, 
it really is extremely simple in operation 
and we have a complete record on each 
account of how much, when, and on what 
account we have over or under expended. 
The chart is soon readable by anyone 
and shows immediately how close in- 
structions are being attended to. As 
may be seen, the idea is one of vast pos- 
sibilities outside of costs, where unit anjl 
summary data are required. 

Building New Equipment — Example 
5 covers the manufacturing of new 
equipment, such as locomotives, passen- 
ger cars or freight equipment of any de- 
scription. Here a new element demands 
first consideration, and that is raw ma- 
terial, the source of which we do not 
control. It goes without saying that the 
shops can make no progress without ma- 
terial and drawings. Therefore, we re- 
quire practically all the items that are 
not stores stock to be included on our 
schedule for erection. Material that is 
regular stores stock requires to be check- 
ed at definitely determined periods, be- 
fore it is required for erection, but by 

reason of the number of items it is 
usually followed on a special chart. It 
is essential, however, that all castings 
and all purchased material be listed on 
our erecting schedule. Our object is to 
complete so much equipment at a certain 
date. On the master schedule chart, we 
list all these parts on the left hand side, 
and head all our vertical columns, which 
cover a period of three months, with the 
date. We insert the completion date at 
the point, the first unit is required com- 
pleted, and, working back from that date 
for each item, w-e then insert the date 
each item is required completely machin- 
ed, ready for erection. Then, from each 
of these dates, we compute the neces- 
sary time for machining each item, which 
gives us the date raw material must be 

resent whether item is "on time," "shop 
late," "material late" or "drawings late." 
Black represents "on time" in every case, 
and green, red and yellow, respectively, 
represent late on the other items. This 
color scheme is standard on all charts 
and a clear indication at all times is 
available of the general condition of the 
order. A permanent record is incident- 
ally available, showing reasons for de- 
lays, which places the responsibility 
where it belongs. It also shows much 
good matter for consideration when fu- 
ture orders are being placed. Its chief 
value to the shop is that it shows what 
is due to be done each day, and shows 
at a glance how the material is coming 
along, and how dates are being main- 
tained so that the shops can be organized 

available. After this we take into ac- 
count the necessary time to deliver pat- 
terns, and to obtain material from brass, 
steel or grey iron foundry or other source 
from which material is obtained, and 
thus we arrive at the date drawings 
must be completed. All these dates are 
marked plainly on the chart and the 
parties concerned are given a copy of 
the schedule. The whole form repre- 
sents what must be done in order that 
the final completion date be made. It 
does not matter if material arrives before 
that date, but a certain time before each 
item becomes due, our schedule tracers 
commence to trace the party concerned, 
in order to prevent avoidable delays. 
Each day, as it passes, one date column 
is filled in with the proper color, to rep- 

accordingly. We are able very definitely 
to advise the management months ahead, 
that, for the reasons shown, a change in 
programme may be necessary. The ne- 
cessity of prompt action is also shown 
vividly when delays in initial stages have 
occurred. We use this system on all our 
new equipment programmes with very 
good results. 

Detail Operation Schedule — Example 
6 is a method used by the author to plan 
the work for every productive man and 
machine in a department. The object is 
to provide the shop foremen with infor- 
mation as to the "next job" for every 
man. Fig. 7 is a photograph of a shop 
control board, which consists of a board 
containing a separateslot for every man or 
machine, the identification being down the 



February, 1920. 

As oach ordrr in rv- 
iriKlurtion Hpfwrlmfnt. n 

or ..■ r.i|.. .. . ;.. .. ..... 

Hi. hour. Tlu' tiiinni is 

bl.i I vorticiilly at Wf«'k- 

ly I.. I is liK-nlwl 

til. of the month 

<-o\ .<n fhf l.nnrd. 


a\.. ■ ..n. Iri'iii till- lirst 

to • I in tho resppctivc 

»]■ that tinip between 

0|" IN, tflkin^r into 

a<'. ; of work in 

en. ' iisly with the 

mak.r^ ri lii.j t.'ntr..| bi.urd tickets, a 
job curd is made for the shop foreman's 
office board. This board contains a com- 
partment for each man, and the cards are 
arranged to correspond with the master 
control board with the "next job" card 
alway..) in front. As each man ncars 
completion of his work in hand, his prang 
boss jfoes to the board, and takes the 
next job ticket, and trets the material to 
the machine, together with the necessary 
toolini; equipment. The card stays with 
the work, and then pocs to the inspector, 
who, after inspection, passes it to the 
cost department. This system plans the 
work in preat detail for the foremen. It 
shows when machines are overloaded, 
when idle due to breakdown, man absent, 
or out of work, all points of vital in- 
terest where costs and delivery are of 
prime importance. The scope of this 
paper does not allow of Koinp into the 
detail of this system more elaborately, 
but it is a point to be noted particularly, 
that the most successful commercial con- 
cerns of today find that it pays to plan 
this detail by means of a specialist pro- 
duction department. 

In conclusion I want to point out one 
fundamental principle which you may 
have noticed in all these methods. In 
every case a standard or task is set as 
the object to be attained, and that stand- 
ard is set at the beginning of the job. 
All the methods provide a means of 
knowing whether the standard is main- 
tained at all points in the progress up 
to the completion of each particular task. 
You will also note that I have preceded 
each example with a clear statement as 
to the object to be attained by each 
method. This is very important, on ac- 
count of the multiplicity of detail which 
has to be dealt with, and which will 
often lead one off the track unless stead- 
fastly maintained. Last, I ask you to 
note that while all this looks like so 
much statistical, clerical and accounting, 
it is an entirely different thing. The 
viewpoint is not that of an accountant, 
nor could it be handled by an account- 
ant, it is distinctly a management engin- 
eering proposition for an engineer. 

The principles outlined in this paper 
have been adopted by the C.P.R. man- 
agement in the creation of a special de- 
partment, called the protluction depart- 
ment, attached to the chief executive of 
Angus shops to develop this work. It 
is a distinctly new department for rail- 
way shops and credit must \h- given to 
W. H. Wintcrrowd. Chief Mechanical, f..r recognizing that there was 
n.. .1 ..n why of suc- 

ci' -^ insUtutions ."^tiould not 

be I into railway shops. To 

the of n)y knowle<lge the Angus 

shopK lire the only railway shops on the 

continent that have such a deiart- 

"•'' "'■!' It opemting ns a scpar- 

• III with full confidence 

■ .ii of the supervising staff. 

can render better service than was pos- 

oiblo when they each had to chase their 

.ill-rial from shop to shop. They 

'■ that when a certain output is 

I. that the special department can 

advise what opiTations are to be done 
each day, can advise on all items late, 

and state what must be ■' .^..K- so 

that the final result is v od, 

IxTause it has more coi .la- 

' 'nn any one dcpartii.. ... ..... j/os- 

.ive or get. In all cases the bissic 
li-s are developed by or with the 
... |.jii uiiental head concerned so that he 
feels that it is his sche<lulc and he con- 
sequently realizes that he is being helped 
and actively as.sisted by the management. 
The foregoing was reail before the Cana- 
dian Railway Club, in Montreal, recently. 

Birthdays of Transportation Men in February. 

Many happy returns of the day to: — 

T. Britt. General Fuel Agent, C.P.R., 
Montreal, bom there, Feb. :{, 1871. 

J. S. Byrom, General Superintendent, 
Sleeping, Dining and Parlor Cars, and 
News Service, Kastem Lines, C.P.R., 
Montreal, bom at Jersey City, NJ., Feb. 
10, 1872. 

M. R. Charlton, General Advertising 
Agent, G.T.R. and G.T.P.R., Montreal, 
born at St. Johns, Que., Feb. 9, 1866. 

R. Colclough, Superintendent, St. 
Maurice Division, Quebec District, Can- 
adian National Rys., Quebec, Que., bom 
at Bic, Que., Feb. 24, 1871. 

R. Crawford, Northwest Agent, North- 
ern Navigation Co., Winnipeg, Man., bom 
at Kingston, Ont., Feb. 21, 1870. 

V. A. G. Dey, Engineer, Toronto Ter- 
minals Division, Ontario District, C.P.R. , 
Toronto, bom at Aberdeen, Scotland, 
Feb. 4, 188:5. 

A. J. Donegan, ex-Superintendent, Al- 
goma Eastern Ry., Sault Ste. Marie, Ont., 
bom at Perth, Ont., Feb. 17, 1872. 

R. W. Drew, Division Freight .'Vgent, 
Saskatchewan District, C.P.R., Regina, 
bom at Kingston, Ont., Feb. 17, 1874. 

E. A. Evans, Consulting Engineer, ex- 
General Manager and Chief Engineer, 
Quebec Ry., Light & Power Co., Quebec, 
bom at Kensington, Eng., Feb. 26, 1855. 

Goodwin Ford, General Superintendent 
Western Lines, Dominion Express Co., 
Winnipeg, bom at Bordentown, N.J., Feb. 
23, 1859. 

U. E. Gillen, General Manager, To- 
ronto Terminal Ry. Co., Toronto, bom 
at Brooklyn, Mo., Feb. 27, 1867. 

L. L. Grabill, General Baggage Agent, 
G.T.R., Toronto, bom at Walkerton, Ont., 
Feb. 6, 1878. 

A. J. Hills, Assistant to President, 
Canadian National Railways, Toronto, 
bom there, Feb. 15, 1879. 

T. C. Hudson, General Master Me- 
chanic, Eastern Lines, Canadian National 
Railways, .Montreal, born at Brockville, 
Ont., Feb. 20, 1873. 

H. Hulatt, Manager of Telegraphs, 
G.T.R. and G.T.P.R., Montreal, bom at 
London, England, Feb 15, 1883. 

C. Gardner Johnson, Lloyd's .\gent for 
British Columbia, Vancouver, B.C., born 
at Dunblane, Scotland, Feb. 8, 1857. 

A. H. Jones, Assistant Engineer, Can- 
adian Government Railways, Moncton, 
N.B., born at Liverpool, Eng., Feb. 16, 

John McCraw, ex-General Agent, Cen- 
tral Vermont Ry., New I.K)ndon, Conn., 
bom at Craigvale, Ont., Feb. 6, 1868. 

G. L. McCrea, Local Freight Agent, 
C.P.R., Vancouver, B.C., bom at Spring- 
town, Ont.. Feb. 9, 1876. 

T. McNab, ex-Master Mechanic, Al- 
berta Ry. & Irrigation Co., now of Pic- 
ture Buite. Alia., born in Scotland, Feb. 
16, 1849. 

J. K. McNeillie, Superintendent, Sus- 
quehanna Division, Delaware & Hudson 
Rd. (T.S.R.A.), Oneonte, N.Y., bom at 
Toronto, Feb. 23, 1874. 

J. D. McNutt, Inspector of Train Dis- 
patching. Canadian Government Rys., 
Moncton, N.B., bom at Stewiacke, N.S., 
Feb. 8. 1873. 

D. C. Macdonald, Assistant General 
Claims Agent, C.P.R., Winnipeg, bom at 
Elmsdale, N.S., Feb. 9, 1874. 

C. S. Maharg, Superintendent, Cran- 
brook Division, British Columbia District. 
C.P.R., Cranbrook, bom in Dufferin 
County, Ont., Feb. 4, 1867. 

V. J. Melsted, ex-Engineer of Water 
Ser\'ice, C.P.R., now of Milton Hersey 
Co., Winnipeg, bom at Gardar, N.D., 
Feb. 20, 1887. 

G. A. Montgomery, Vice President and 
General Manager, Algoma Central & 
Hudson Bay Ry., Sault Ste. Marie, Ont, 
bom at Bradford, Ont., Feb. 11. 1871. 

A. Z. Mullins, Division Freight Agent, 
G.T.R., Grand Rapids, Mich., bom at Ap- 
pin, Ont., Feb. 14, 1862. 

M. G. Murphy, General .\gent. Passen- 
ger Department, C.P.R., Detroit, Mich., 
bom at Halifax, N.S., Feb. 26, 1878. 

J. E. Proctor, District Passenger 
Agent, C.P.R., Calgary, Alta., bom at 
Saraia, Ont., Feb. 17, 187.«. 

C. T. Ridalls, Car Foreman, C.P.R., 
London, Ont., bom at St. Heliers, Jersey, 
Channel Islands. Feb. 8, 1864. 

W. J. Robider, General Master Car 
Builder, C.P.R., Montreal, bom at Sa- 
vannah. Ga.. Feb. 15. 1869. 

A. E. Rosevear, General Freight Agent, 
G.T.P.R., and Grand Tmnk Pacific Coast 
Steamship Co., Winnipeg, bom at Mont- 
real, Feb. 20, 1863. 

J. G. Scott, ex-General Manager, Que- 
bec & Lake St. John Ry., Quebec, bom 
there, Feb. 13. 1847. 

J. J. Scully, Genera! Superintendent. 
Algoma District. C.P.R.. North Bay. Ont. 
bom at Montreal. Feb. 3, 1872. 

G. Spencer, Chief Operating Officer, 
Board of Railway Commissioners, Otta- 
wa, born in London. Eng., Feb. 21, 1865. 

II. E. Suckling. Treasurer, C.P.R.. 
Montreal, born at Gibraltar. Feb. 27, 

A. P. Villain, City Ticket Agent. C.P. 
R.. San F'rancisco. Cal., bom there. Feb. 
6. 1891. 

F. L. Wanklyn, General Executive As- 
sistant, C.P.R., Montreal, bom at Buenos 
Ayres, Feb. 25, 1860. 

J. R. Watson, Assistant Superintend- 
ent, Sleeping, Dining and Parlor Cars, 
and News Ser^-ice, Eastem Lines, C.P.R., 
Montreal, bom at Morpeth, Eng., Feb. 
8. 1873. 

A. Williams. Superintendent, London 
Division, Ontario District, C.P.R., Lon- 
don, bom at Mono Road, Ont., Feb. 22. 

February, 1920. 


Canada's National Economic Problems. 

By E. W. Beatty, K.C., President Canadian Pacific Railway. 

Our national economic problem is not 
only to produce much, but to produce 
cheaply, and not only to produce much 
and cheaply, but to be so quick and elas- 
tic in our marketing arrangements as to 
be able to sell our (roods always in the 
most profitable of the world's various 
and constantly changing markets. The 
right of every Canadian to look for- 
ward to prosperity, that is, to plenty of 
work, and wholesome work, for a return 
that will maintain a decent standard of 
living and provide something for the 
rainy day, is thus related closely to the 
condition of the railways of this country. 
For our railways are the means of quick 
and regular deliveries to market. They 
are to Canada what an efficient conveyor 
system may be to a factory which has 
otherwise no advantage over its older 
competitor, sa\nng it time and expense 
in moving material into the receiving 
rooms, or from one machine to another, 
or out again to the ultimate consumer. 
In short, the ability of our railways to 
handle any possible peak load of traffic, 
of any character, in any direction, at any 
time, and cheaply, is something vital to 
every worker with hand or brain, from 
the most obscure of farm districts to the 
largest of our industrial centers. 

For example: the apple crop in a 
well known Nova Scotian valley exceed- 
ed the estimate of the authorities by al- 
most 7.5';< . Instead of something over 
1,000,000 barrels there were 2,000,000. 
Frost following close on the harvest re- 
duced the time during which the apples 
could be moved in ordinary cars. Fur- 
thermore, the market for these apples, 
instead of lying largely in the United 
Kingdom, as in other years, developed 
with practically no warning in the Unit- 
ed States and in Central and Western 
Canada. In other words, prices over- 
seas had gone down; American bids 
were high. The difference between a 
large profit or a small profit to Canada 
on the year's work of these Annapolis 
Valley apple-growers became almost en- 
tirely a matter of railway service. In 
place of a normal crop to be hauled a 
few miles to the seaboard in ordinary 
cars, an unprecedentcdly large crop had 
to be hauled in special refrigerator cars 
to distant cities in the United States and 
Canada. Details are not necessary. The 
crop, I may say, is still in pi-ocess of 
being moved, but the peak load, which 
has passed, could never have been han- 
dled had the Canadian transportation 
machine not been the superior organi- 
zation it is. The apple-growers in this 
case were served by a small railway 
company which had never before known 
a similar crisis. Almost 2,000,000 bar- 
rels had to be moved, 225 barrels a car. 
Through the Railway Association of 
Canada, that is, the old Canadian Rail- 
way War Board, the larger associates 
of this small railway, the Grand Trunk, 
Canadian National, and Canadian Pa- 
cific, scoured the Dominion to get to- 
gether a supply of refrigerator cars, al- 
ready scarce owing to the detention 
of Canadian refrigerators in the United 
States, to meet this extraordinary de- 
mand. These cars were gathered even 
from the very ends of the transcon- 
tinental lines. They were rushed to the 
Canadian National at Montreal and by 
the Canadian National forwarded to the 
small local carrier to which I have re- 

ferred. Instead of recording in the gov- 
ernment blue books for 1919 an export 
of so many dollars' worth of applies, 
Canada will be able to show an export 
much higher, due very largely to the 
efficiency of the railroads. 

This is the kind of service the Cana- 
dian railways have been giving and are 
still able to give Canada. There was no 
breakdown during the war, though every 
other country had to make radical read- 
justments. No failure, when the signing 
of the armistice in Nov., 1918, brought 
about great changes in the character and 
direction of traffic. Between Nov., 1918, 
and Oct., 1919, they handled 271,.500 re- 
turning soldiers through the ports of St. 
John, Halifax, and Portland, a movement 
involving 827 special trains, traversing 
over 2,427,162 train miles. I may add 
that a greater degree of comfort was 
assured each soldier on his homeward 
journey through Canada than was even 
attempted by either the United States 
or Great Britain. The return of com- 
mercial confidence after the first uncer- 
tainties of peace, and the change in 
freight traffic back to the lines of devel- 
opment which had been interrupted four 
and a half years before by the outbi-eak 
of war, was met without difficulty. 
Threatened labor troubles in Mar., 1919, 
were successfully dealt with by joint ac- 
tion through the Canadian Railway War 
Board. The settlement involved, it is 
true, serious but unavoidable outlays t)y 
the railways. It was eff"ected about three 
months ago, but with no corresponding 
increase in railway rates. A strike of 
bituminous coal miners in the U.S. had 
no more serious reflection in Canada than 
a minor and temporary reduction in pas- 
senger train service. Canada, through 
the foresight of most of her railways in 
providing large stocks of fuel in advance, 
was able to avoid the serious freight 
embargoes which elsewhere were the re- 
sult of the strike. 

So much for the manner in which the 
transportation machinery of the country 
is caiTying out its obligations to the 
Canadian producer. Other aspects of the 
transportation problem are less satis- 
factoi-y. There are many people who 
look upon Canadian railways as custo- 
dians of magic fortunes which cannot be 
exhausted. That bookkeeping should be 
as simple and inexorable in its tale of 
losses and vanished profits to a railway 
as it may be to a corner grocer, is to 
these people unthinkable. It ajiparently 
does not occur to them that to no public 
is it more important than to the Cana- 
dian public that the good reputation of 
its railway securities in the world of 
thrift and investment should be carefully 
guarded. To those, however, who under- 
stand these things clearly and who view 
the matter from the standpoint of broad 
public interest, it is at once apparent 
that the Canadian public pays a very low 
rate for the quality of service rendered 
and that a time is rapidly approaching 
when, if Canadian railway securities are 
not to be made less desirable to investors 
than almost any other kind of industrial 
security, railway rates will either have 
to go up, or railway operating costs go 
down. Such persons recognize that it is 
not because the situation of the railways 
is an easy one that certain companies 
have been able to show net earnings — 
very low net earnings compared to the 

actual cash invested in the industry — 
but because in the past the shareholders 
of such companies have been, as they 
are today, courageous persons willing to 
supply the means for constructive enter- 
prises in which no one but themselves 
had faith, and because, too, their officers 
have been skilled, resourceful and loyal 
business men, assisted by staffs filled 
with the spirit of pride and devotion to 
their work. This, indeed, is the thing 
which has made it possible for Canada's 
railways to function successfully during 
the war, without making anything like 
the demands that foreign roads, less ef- 
ficient in sen'ing their community, yet 
earning the safe rates and paying the 
same wages, have made upon their pub- 
lic exchequers. I do not believe that this 
strain upon the railways and this ten- 
dency to weaken the general reputation 
of Canadian railway securities should 
continue. The servant after all is worthy 
of his hire and railway capital is not less 
worthy a servant than other forms of 
capital whose earnings have not been so 
consistently depressed. 

The net earnings, during the war 
years, of those companies which show- 
ed net earnings, would have been much 
lower had the Canadian railways been 
making expenditures for maintenance 
which circumstances would have justi- 
fied, but which conditions prevented dur- 
ing that period. These arrears have 
now to be made up. During 1919 the 
C.P.R. laid 70,000 tons of steel rail. In 
place of, say, 2,000,000 ties, worth 44c 
in 1914, the C.P.R. laid 4,434,000 tics at 
85c a tie. The sensational advance in 
the rate of railway wages is well known. 
Further advance may be necessary with- 
in the very near future, as indicated by 
discussions in the United States. The 
price of coal for locomotives was $3.09 
in 1913. Now it is $4.77. The cost of 
hauling an average train (freight or pas- 
senger) one mile rose from $1,604 in 
1913 to $2,494 in 1918. It is higher to- 
day. The operating expenses of one 
mile of line in 1915 were $4,152; in 
1918, $7,046, and today, they are even 
greater. On the other hand, railway 
i-ates, taking all classes of revenue to- 
gether, have advanced scarcely 25',r . I 
venture to say no other industry in the 
Dominion can show such moderation. 

The Flin Flon Mine and Projected 

Railway — A press report of Dec. 29 
stated that Hayden and Stone, of Bos- 
ton, had withdrawn from negotiations 
for the purchase of the Flin Flon mining 
property near Pas, Man., on the ground 
of the refusal of the present owners to 
grant an extension of the firm's option 
on the property for another year. The 
report added that negotiations had been 
opened for the sale of the property to 
the Anaconda Mine Co., Butte, Mon- 
tana. The construction of a railway to 
serve the mining area in which the Flin 
Flon property is situated is under con- 
sideration, and the Manitoba Premier 
has intimated that if the Canadian Na- 
tional Rys. does not undertake it the 
Manitoba Government will. 

The Dominion Atlantic Ry., in con- 
junction with the Nova Scotia Depart- 
ment of Agriculture is offering prizes 
for the best acre of potato ground in the 
Annapolis valley served by its line. 



February, 1920. 

()ufhcc I'roxinrial Aid to Railway 
Construclion. l«)0:i-191«J. 

The Qurboc MlniiiU<r of Piililic Work* 
utattni in tho Quoboc Lvfrinlaturc ro- 
cfntly thjit the totnl Icnirth of milwnys 
built or f>u)<5ifiiro<l by thr Qurbi-o Ciov- 
ornm.iii .Inly 1. !!•():> to July 1, 
IIH' - 11 niilen. The following 

am i>nid hh HubiiidIcA durinir 


■0 itii-ia t ».M2.»o 

•I l»l»-u R.;:.o.oo 

II I«t4-I»..- 8.760.00 

1 •■■ "II I9I!>-I« 47.890.94 

l»>> "II 1916-17 7&0.00 

1»1' "1 1917. IH 760.00 

191 : « 1918-19 760.00 

I rnnts jrivon to railway.", 

•u" not cxi(riblo, nt July 1, 

191- '112.70; the land subsidies 

(riv< Ti t.i !;ii!ways converted or capable 
of bi'inc converted into money authoriz- 
ed but not e.xij:ible at July 1. 1918, was 
|n,3U;.19; the land subsidies prantcd to 
railwny.H, not converte<l into money and 
authorized but not exigible ut July 1, 
1918. was 8.701.064 acres. 

Motor Car. Hand Car, Velocipede 
and Push Car OperatinR Rules. 

The Railway .Vs.cociation of Canada is- 
sue<l the following cin-ular Jan. 9: — The 
followintr regulations to govern the use 
and operation of motor cars, hand cars, 
velocipedes and push cars have been pre- 
pared by the association at the sutrtres- 
tion of the Board of Railway Commis- 
sioners for Canada, with a view to as- 
sisting the establishment and observance 
of safe practices in the handling of the 
vehicles mentioned. 

No motor car, hand car, or similar ve- 
hicle is to be operated on the railway 
without permission of the proper au- 

No person or persons, except employes 
in the discharge of their duty, shall be 
allowed to ride on such cars on the 
tracks of the railway, unless holding spe- 
cial permission from the proper author- 

The person in charge of the operation 
of car must inform himself of the move- 
ment of trains. 

Immediat^'ly after starting, brakes 
must be tested, to ensure that they are 
in proper working condition. All cars 
not in actual us(* must be lifted off track, 
or otherwise placed clear of passing 
trains. They must not be left on or near 
road crossings. When unattended they 
must be locked. 

When approaching railway, street and 
highway crossings and switches, cars 
must be under full control, and prepared 
to stop immediately. Cars must not be 
run over crossings protected by gates, 
until the gates are down; or over cross- 
ings protected by flagmen, until given 
"Proceed" signal by flagman. 

Cars loaded with rails, frogs, ties, or 
.similar material, must not go on main 
track without protection, as set forth in 
the company's rules. 

Rails, frogs or similar material must 
not be carried on motor or hand cars, 
except in oases of emergency. Water 
kegs, track jacks, and other tools likely 
to derail car if they were to fall off, must 
be carried on side or rear of same. 

Motor, hand or push cars must not be 
attached to a train. 

Cars must not \ye run after sunset, or 
during foggy or stormy weather, except 
in cases of actual necessity. In such 
cases, on single track, a red light must 
be displayed to the front and to the rear, 
and on double track a white light to the 

front and a red light to tho rear. Durinfr 
foga and Rtonnii, flagmen Hhould be sent 
out in each direction anil the cur run no 
faster than IheBc flagmen can walk. 

A di.Htance of not less than 500 ft. 
must be maintained between two motor 
cars, and In-tween hand cars or veloci- 
pedes following a moving train, and of 
hand cars and velocipedes moving in the 
same direcliim on the same Inick. 

Motor, hanil and velm-ipede cars must 
be run with great caution ariuind blind 
curves, and must be stopjR'd fre(|uently, 
so that aiipi'oachiiig trains may he heard. 

Hand cars, unloaded push cars, and 
velocipede cam, must be passed from 
one track to another by lifting cars, in- 
stead of turning switchM. When necea- 
sary to use switches, they are to be turn- 
ed only undiT supervision of the fore- 
man, who will be held responsible for 
seeing that they are left set and locked 
in proper condition. 

In all cases a lookout must be kept in 
i-ach dirt-ction, whether on single or dou- 
ble track. 

The above rules do not apply to motor 
cars operated by train order. 

Canadian Pacific Railway Honor Roll 45. 

Ackrrlrr. Rocrr 



Killed in Action 

Amutmnic. Andrew 




Atkinton. Hrrlwrt Jnc. 

i-'i reman 


Presumed dead 

Ayicn. G. H. S. 



Died of wound* 

lliirbcr. C. W. 



Shell shock 

ilMvi-r. Wm. Geo. 




Hwnlcy. E. C. 




Ilcnllry. C. W. S. 

AsaiaUnt asent 



nouchor. W. K. 



Kille.1 in Action 

lt..ur.l.iiu. W. J. 




Itoumw. J. E. 


Fort William 

Presumed dead 

Ilruun. Arthur 


Strath more 

Killed in Action 

llD-nnt. Ju. 

l.ocomotive flrcman 



Ilulrnrk. Jim 




HurKe»«, Fred 



Killed in Action 

Cnimj. James 


B.C. Coast Service 


Cnmeron. S. K. 




Oarmichael. Melville 



Presumed dead 

C«rtwriiiht. G. H. 



Killed in Action 

Colton. John 

Assistant auent 

Rush I.«ke 


Cook. Lionel .Stewart 




Coulin. Loui? Aufruste 




Currie. Wm. Carmiehael 

Call boy 



Dale. Edwin 




l>alton. Frances Jamea 



Killed in AcUon 

Dawson. Chas. Jas. 



Killed in Action 

Denne. Wm. Charlea 

Car repairer 


Killed in Action 

Doyle. H. 

Engineer apprentice 



Dr>-9dale. Arthur 


Angus shops 

Killed in Action 

Eaaterbpook. R. 

Boatswain's helper 


Killed in Action 

Gatbn. Jno. Jamison 




EmiRh, Lewis Carl 

Car checker 



Kairmar. R. W. 




Garrow. James 




Gibbs. R. J. 


Port Hope 

Died of wounds 

Gilbert. E. H. 




Grist. Jas. Wm. 




Gulley. Wm. 


Smiths Falls 


Haropson. Fred 



Killed in Action 

Harrop, James I.awton 

Ice foreman 

Moose Jaw 

Died of wounds 

Heal. Alfred Norman 




Hoarc. Henry 


Moose Jaw 


Howard. Wm. 

Sleeping car cond'r 


Killed in Action 

Huehcs. Geo. Bancroft 




HuKhes. H. R. 

Fifth officer 

Empress of BriUin 

Lost at sea 

Kelly. James 

Yard foreman 


Killed in Action 

Kirkham, E. D. 




Knowles. Harold 



Killed in AcUon 

Livingstone. Herbert 


Brownville Div. 


McKelvoy. Edwin Robt. 


North Bay 

Killed in AcUon 

.McKinnie. H. T. 




McLean. A. J. 



Killed in Action 

MacLean, Finlay Gordon 

Collection inspector 



McLeod. Roderick 




McPherson. D. 

Iji borer 


Killed in Action 

McRae. Alex. 



Died of wounds 

Marriott. Wm. 

Slied foreman 

Swift Current 

Presumed dead 

Milne. Hunter Gilxnn 



Killed in Action 

Moore, Richard 




Murray. J. H. 



Killed in Action 

Olive. Arthur K. 




Parsons. A. E. 




Paton. Robert 




Perry. Ceo. Wm. 


North Bay 


Potter. Chas. Albert 




Potts. Thos. 




Powell. Thos. R. 


Smiths Falls 

Killerl in Action 

Rak. John 



Presumed dead 

RawlinKs. Arthur 




Rixlger. Wm. Alex. 



Presumed dead 

Rutledee. Melville 




.Saunders. Thos. Percy 




Seribner. Harry Tennyson 


West St. John 


.Shee. H. J. 


B.C. Coast Service 

Lost at sea 

Slim. Wm. Hy. 




Smyth. Albert KinKsley 




Still. GeolTrey 


B.C. District 

Died of wounds 

Thompson. Geo. R. 

I..oeomotlve man 

Mo. ... .Inw 

Killed in Action 

Tidswell. Isaac 




Walker. John 




Wallace. James 


lie. Coast Service 

Lost at aea 

Wallace. Walter 

Ditcher fireman 



Wnlmlsey. R. T 



Killed In Action 

Watson. J. 0. 


Pacific Sen-ice 

I.ost at aea 

Watts. Dennis Wm. 




Wilcox. Thos. A. 



Die.1 of wound* 

Wilkes. Walter Wm. 

I.oeomotive fireman 



Wilkinson. Chas. McWhInnI 

. C.».k 

Moose Jaw 

Killed in Action 

Wood. Arthur Dnuirlas 



Wounded Thos. S..ul»by 




Vouni:. Edwin 




Shown on honor llsta 

to Dec. 81. 1919: Knie<I. MS: 

wounded. 2.04* : total. I.tM. 

February, 1920. 



C.P.R. War and Employment 

The following figures, revised to Dec. 
31, 1919, show the C.P.R. employes' war 
record, and the employment by the com- 
pany of soldiers discharged from the 

Total reported as joining army 10.875 

Dead 1.042 

Wounded „ 2,045 

Re-employed in the service. 6,463 

Other soldiers sriven employment. 8,137 

Total soldiers eiven employment 14,600 

Canadian Collieries (Dunsmuir) 

The plan for the reorganization of 
Canadian Collieries (Dunsmuir), which 
has been under consideration of a bond- 
holders' committee, appointed in 1915, 
provides for the cancellation of the fol- 
lowing securities: — First mortgage gold 
bonds and all arrears of interest, £2,0.54,- 
000, second mortgage debenture stock; 
3 year notes, £50,000; preferred stock, 
£3,500,000 (out of £5,000,000), and com- 
mon stock, £9,900,000 (out of £10,000,- 
000) ; and for the creation of the fol- 
lowing new stocks: £1,027,000 of 5% 
non cumulative A income debenture 
stock; £1,027,000 of 5^< non cumulative 
B debenture stock; $3,400,000 of new 
preferred stock, and $1,027,000 of new 
common stock. Holders of existing bonds 
will receive for every £100 of bonds now 

held, £50 of A debentures, £50 of B de- 
bentures, $100 of preferred stock and 
$50 of common stock, and so on in pro- 
portion for amounts of less than £100. 
The holders of the £50,000 three year 
notes will receive $250,000 of preferred 
stock, of which a balance of $1,090,000 
will remain unissued after the bond- 
holders' claims have been satisfied. A 
new debenture stockholders' committee 
is to be appointed to issue prior lien 
securities to an amount not exceeding 
$1,500,000 at 10';. and other powers. 
Subject to approval half of the net 
earnings are to be applied to redeeming 
A debentures by annual drawings, and 
the remainder to paying interest on A 
and B debentures, while any balance is 
to be utilized for the redemption of A 
debentures until paid off, and then to the 
payment of dividends on the capital 

Grain Inspected at Western Points. 

The Transportation Club of Toronto 

has elected the following officers: Presi- 
dent, A. M. Adams, Local Freight Agent, 
G.T.R.; Vice President, W. A. Mcllroy, 
chief clerk. District Passenger Agent's 
office, C.P.R. ; Treasurer, M. Macdonald, 
Assistant Superintendent of Weighing, 
G.T.R. ; Secretary, W. A. Gray; commit- 
tee chairmen, membership, C. E. Hom- 
ing, District Passenger Agent, G.T.R., 
entertainment, E. R. Thorpe, City 
Freight Agent, G.T.R.; publicity, T. 
Marshall, "Traffic Manager, Board of 
Trade; sick, J. J. Rose, Robert Reford 
Co.; reception, W. Fulton, Assistant Dis- 
trict Passenger Agent, C.P.R. 

Grain in Store at Terminal Elevators, Interior Terminal Elevators and 
Public Elevators in the East. 

Week ended Jan. 2, 1920. 
Fort William- 






. 277,024 










■ Bush. 












Empire Elevator Co 



Osilvie Flour Mills Co 

Western Terminal Elevator Co 

G. T. Pacific ; 

Grain G-jwers' Grain Co 










Northwestern Elevator Co. ._ 

Port Arthur- 



Canadian Government Elevator 

Thunder Bay 





Total public terminal elevators.... 










Moose Jaw Can. Gov't. Elevator 

Calgary Can. Gov't Elevator 





ToUl Interior Terminal Elevators.. 














Tiffin G T P 








Goderich — 


Kingston — 


Port Colbome — 

Maple Leaf Milling Co., Ltd 

Montreal — 


8'<> 198 








St. John. N.B., Can. Nat Rys 


Halifax, N.S 







Total Quantity ^n Store. 








The following figures, compiled by 
the Dominion Bureau of Statistics, show 
the number of cars of grain inspected 
at Winnipeg and other points on the 
Western Division, for Dec, 1919, and 
for 4 months ended Dec, 31, 1919 and 
1918 respectively: — 

C.N.R 4.178 26,771 27,334 

C.P.R 7.909 44,799 48,491 

G.T.P.R 2,455 12,511 11,044 

G.N.R. (Duluth) 42 455 "677 

Total 14.584 84,636 87,646 

Railway Hotels — The Dominion At- 
lantic Ry, is reported to have taken over 
the Aberdeen Hotel, Kentville, N,S., and 
to be preparing it for the summer tourist 

Rails for Roumania — The Dominion 
Iron and Steel Co. has received an order 
for 7,500 tons of steel rails, of a special 
section, to weigh 30 kilos per meter, and 
to be delivered to the Roumanian Com- 
mission at Sydney, N.S., for shipment, 
about February. 

French Railway Rate.s Advanced — In 

order to meet an anticipated deficit of 
2,400,000,000 francs in the operation of 
French railways, the government asked 
parliamentary authority for an increase 
of rates, which was approved by the 
Chamber of Deputies, Dec. 31, 

The Cornwall Terminal Co., to which 
reference was made in Canadian Rail- 
way and Marine World, Aug., 1919, pg. 
440, has been granted supplementary let- 
ters patent under the Dominion Com- 
panies Act, increasing its authorized 
capital stock from $100,000 to $200,000. 

R.F.Richardson, formerly Local Freight 
Agent, C.P.R., Edmonton, Alta., who has 
been appointed General Agent, C.P.R., 
Alaska and Yukon Territory, at Juneau, 
Alaska, in writing Canadian Railway and 
Marine World to change his address, says 
that he does not wish to miss a copy of 
the paper. 

The Canadian Fur Auction Sales Co., 
which is in formation in Montreal, has 
among its promotors, Lord Shaughnessy, 
Chairman of the Board C.P.R.; Sir Her- 
bert Holt, a C.P.R. director, and Lome 
C. Webster, President Quebec Ry., Light 
and Power Co., Webster Steamship Co., 

Victoria and Sidney Ry. Liquidation — 
The Saanich, B.C., Tp. Council is report- 
ed to be negotiating with the Victoria 
and Sidney Ry. liquidator for the pur- 
chase of the abandoned right of way 
from Saanichton northerly to the junc- 
tion with the Canadian Northern Pacific 
Ry. It has taken steps to protect the 
road crossings, the cost of repairs, to 
the same to be recovered from the parties 
liable, and to protect the township's 
rights as to taxes, etc., pending the sale 
of the property. 

Detroit River Bridge — A press report 
of Jan. 13 states that preliminary sur- 
veys for the projected bridge across the 
Detroit River between Windsor, Ont, 
and Detroit, Mich., have been started 
and that C. E. Fowler, who is associated 
with G, Lindenthal, New York, who is 
designing the bridge, is in charge of the 
work. He is reported to have stated 
that the logical site for the Canadian 
end of the bridge is at the Huron line 
in Sandwich, where it would serve not 
only the center of the border population, 
but also the railway system and the elec- 
tric railways. 


February. 1020. 

Orders by Hoard of Railway Commissioners for Canada. 

llri>..rl«i 1 irnffi- 


.1, r- ti.n.I. )^^ ll>r board 



•i^' tiL> lh«rclo. 
(;^„. nltnulnu in cf. 

fc<-« ,.11 ..1-1 11. .m Jnii 1. i.'-". -ubjM'l t"> provl- 

>l«f» .ir llailwar Act. lum. WIU ..f railway rom- 
panira •ulijc^t U> boartji JurUdicllon. 

Cm. r.Tl ..rNl. r .'"T. I>rc. 29.- Dirccjing manner 
„f ,„ .• in frriKhl. pa»«-nilrr. rx- 

pr... . trlrsraph Urift Mhwlulca. 

C. , V Jan. S. AulhoriiinK cx- 

pnT. hanic loll" publwhcd in their 

larit* iMuird. 

C. 1 ' Jan. &.- DInallowinu Cana- 

dian .liun'. Urill C.K.C. I». ofTcc- 

livr .\... - . nivinir rale on frrnh fruiu to 

Winnip..i; aii.l unUnnic it forthwith to file UrilT 
rMtnrinit rates on frmh fruiU from OnUrio anil 
Uuebee puintu to WinnipeK. PortaKo la Prairie 
and llrandnn. Man.. pr«i<-ribe<l in ..rder dated 
Ort, 10. 11*01. m* increai»*^i by order -12. Jan. 5. 
1»I8. and further increa»e<l by onler in council 
PC ll'S.n July 2T. 1918. »aid incrcaiw* having 
b^n" contlnue.1 In effect by general order 276. 
!>»«. »l. 1919. 

General order 280. Dec. 23. 1919. Amending 
order 2IS. Auk. 19. 1918. by »triking out rnrula- 
tion 9. page 2. and »ub<ititutinB therefor: 9.— That 
a •ignal of a iirr>iceable type, to be approved by 
the boar.1. U- u»<-d to the aignaU direct- 
ed to br provided und.r rulw 3 (bl and 6 (yel- 
low .iirnah of lhi» order and rule 3". I yellow 
pignall. of the Uniform Code of Operating Rules. 
29.145. Dec. 12. Authorizing Grand River Ry. 
to increase iu lUndarJ maximum pas»eni:er fare 



29.146. Dec. 12.— Relieving G.T.R. from pr<v 
viding farther protection at first cro«sin:< north 
of Milton, Ont. „ , >, 

29.147. Dec. 17.— Authoriiing Canadian Na- 
tional Rys. to open for traffic, its Grenvillc cut- 
off near mile 60. west from Joliette. in Lot 3i)9. 
Range 1 Block C. Chatham Tp.. Que. 

21 148. Dec. 17. Authoriiing Ekbcx Terminal 
Ry. to build Hiding across Shephard Ave. Wind- 
sor, Ont. o . 

29 149. Dec. 15.— Aulhormng Oshawa Ky. to 
baild second track across Wilkinson ami Barnc 
Ai-es.. and to make changes in location of spur. 
in Oshawa. Ont. , . , , 

29 150. Dec. l.'i.- Approving location and do- 
UiU of Gmnd Trunk Pacific Ry. sUlion nl Vivian. 
SMk. „ ,. .. .. 

29.151. Dec. 16.— Authorizing Canadian North- 
em Saskatchewan Ry. to build across AKsiniboia 
Ave.. Pecbl.n. Sask. 

29 152. Pec. 17.— Amending order 29.023. Nov. 
16. which authoriicd Canadian Northern West- 
ern Ry. to carry freight traffic over its Hanna- 
Me<lirine Hat Hrnnch from Bonar, AlU., by strik- 
ing out the wor^l "freight." 

29.1.'.3. Dec. 13.- Relieving Canadian National 
Rys and C.P.R. from m.iinUining signalman on 
Sundays to operate interlocking plant at crossing 
at Coniiuest. Sask. 

29 l.M Dec. 12.- Approving agreement. Nov. 
21. 1919. between Boll Telephone Co.. and Donegal 
Telephone Co.. Renfrew County, Ont. 

29 155. Dec. 12.- Authoriiing G.T.R. to rebuild 
bridge 88 across the narrows at mile 120.39. near 
Atherley Jet.. Ont. „ , . .. 

29 l.',6. Dec. 16. Authoriiing Saskatchewan 
Go^'em^M•nt to build highway crossing over C.P.R. 
sUtion* groun.U in n.e. M Sec. 9. Tp. 3.. Range 
25. west 3nl meridian. 

29 157. Dec. IS.- Authoriiing Canadian Na- 
tional Ry. to connect with the Inlernat onal 
Bridge A Terminal Co.'s tracks and Shevlin-Clarke 
Co.'s spur at Kort Frances. Ont. , /^ t> u 

29.158. Dee. 12.- Approving location of C.P.K. 
L^nigan northeasterly branch from mile to 
e«.98. Saskatchewan, also authoriiing the eroas- 
ing of 53 highways. 

29 158. Dec. .-.- Authoriiing Hamilton Radial 
Electric Ry. to build temporary spur for !• Ire- 
stone Tire and Rubber Co. of Canada, in Barton 

"29 160. Dee. 12. -Ordering Toronto Ry. to pay 
to C P R . 110.095.98. being lO^e of estimated cost 
of building subway at Avenue Road. Toronto, 
with interest nt :,". on half cost of work during 
eonstnicllnn and on loUl cost from completion 
to dale via.: I1S.H07.01. in all. 12.3.900.99. 

2»1«1 Dec. 17.- Dismissing application of 
OReilly * Helanger. Ltd.. OlUwa Ont.. respect- 
ing trestle accommo<lation on G.T.R. 

29 162. Dee. 17. Authorising O r.R. to build 
spur for Knechlel Kumilure Co.. Hanover. Ont. 

20.163. lu-c. 19. Authoriiing ( nnndisn N»- 

iL.tiol Il>. (,. ■ r.-. Iioll ..11 Tiirr Ixil 33. Tp. 4«. 

1 Ifonl « 11am. 

further prt.. 

1 I,* from Brmnt- 

r..r.|. Illil ^ 

29 K>.".. Dec. 19. Approving agreement. Dee. 4, 

hrlween Bell Telephone Co. and Thessalon Tp.. 

Algoma District. Ont. 

i9.lM. Dec. 18. -Approving change of work. 

• Pecincation and plan of culvert to l>e built under 

C.T.R. at mile 12.47. Douceta landing Branch. 

29 167. Dec. 18.— Ordering E»<iulmalt * Na- 
nalnio Ry. to appoint sUtion ag.-nt at (jualicum 
Ikach. B.C.. by Feb. 1. 1920 

29.168. Di-e. 18. — Relieving Dominion hipreas 
C... fr«im pnividlng carUge service at Courtright. 

29.169. Dec. 18. Relieving Canadian National 
Rys from providing further protection at crossing 
at first public n«d north of Anson sUtion. Ont. 

29 170. Dec. 20. Approving agreement. Dee. 
6 bi-tween Bell Telephone Co. and Egypt Tele- 
phone Co.. Ontario County. Ont. 

■'9 171. Dec. 20.- Extending to Jan. 16, 1920, 
time' within which Ijikc Erie ft Northern Ry. 
may opernto over G.T.R. crossing nt Brnntford. 
Ont.. pending insUllnlion of interlocking plant. 

29 172 Dec. 12." Authoriiing Toronto, Hamil- 
ton 'ft Buffalo Ry. to operate over Hamilton ft 
Dundas St. Ry.. on Aberdeen Ave.. Hamilton. 
Ont. « jt XI 

29 173. Dec. 19. — Authoniing Canadian Na- 
tional Rys. to build bridge over Carillon-Grenville 
canal. Grenville Tp.. Que. ,,,„,« 

29 174. Dec. 20.— Extending to Jan. 15. 1920. 
time" within which Lake Erie ft Northern Ry.. 
pending installation of interlocker. may operate 
over Toronto. Hamilton ft BulTalo Ry.. in Brant- 
ford. Ont. ... /. I, D 

29 175 to 29.177. Dec. 23.- Authoriiing C.F.K. 
to biiild itJi irrigation canal. Taber Irrigation Dis- 
trict, across its track in Sees. 27. 14 and 36: Tp. 
1 • Range 17 : west 1th meridian. AlU. 

'O 178 Dec. 22.- Relieving G.T.R. from pro- 
viding further protection at first crossing east of 
Cataratiui crossing 2 miles west of Kingston Jet.. 

°"29.179. Dec. 22.-Relieving C.P.R. from pro- 
viding further protection at the first road allow- 
ance west of Minnedosa Subdivision. Man. 

•>9 180 29 181. Dec. 23. - Authoriiing C.P.R. to 
bund irrigation canal. Tabsr Irrigation n>''t"<;'- 
across iU tracks in Sec. 28. Tp. 9. Range 18. »"•» 
Sec 28. Tp. 9. Range 17. west 4th meridian. AlU. 

"'t 18'' Dec. 9. — Dismissing application of 
Va'ncouver and Districts Joint Sewerage and 
Drainage for order fixing rate on sand and gravel 
on British Columbia Electric Ry. Lulu Island 
liranch. from Vancouver Terminals to 21th Ave. 

■'9 183 Dec. 23.— Authoriiing G.T.R. to use 
bridge carrying highway over its main line near 

'29181'. Dec. 22.— Ordering Vancouver. Victoria 
ft Eastorn Ry. ft Nav. Co. (G.N.R.). to provide 
proper drainage for water to prevent its flooding 
Thos Shoav.s' land at Sunbury. B.C.. water so 
collected in railway cuU to bo taken out at north- 
em and southern ends of respective cuts. 

29.185. Dec. 22.— Rescinding order 10.162. Apr. 
14, 1910. re G.T.R. spur for D. G. Coapi-r. CoUlng- 
wood. Ont. 1 • . ..# ..-1 

29.186. Dec. 19.- Dismissing complaint of re»l- 
denU between Rockland and South Indian. Ont.. 
against alleged unsatisfactory train service By 

•'9 187 Dec. 23.- Ordering that crossing of Brl- Columbia Electric Ry. and &.iuimalt * Na- 
nnimo Ry near Russell. B.C.. be protected by 
watchmen between 8 a.m.. and midnight only, 
instead of by day and night watchmen. a» re- 
„uire.l by order 18.733. Feb. 18. 1913. 

•><l tS8 Dec. 9.- Rescinding order 21,112. reo. 
24" 1914, • which authoriled Canadian Northern 
Ry. to remove roils on siding built for Alberta 
Agencies Edmonton. AlU. 

29 189' Dec. 27.- Amending order 29.139. Dec. 
11 Which aulhoriied C.P.R. to divert road allow- 
an'ce in n e I. Sec. 32. Tp. 28. Range ... west 
3rd meridian. Sask.. at mile 100.2. by subeti- 
lutin» 28 for 38. aftor Tp. „ .. », 

29.190. Dec. 19. Authoriiing Canadian Na- 
tional Rys. to cross trail on River IjOt 33. Tp. 
46 Range 25. west 2nd meridian. Sask. 

29 191 Dee. 26.- Relieving G.T.R. from pro- 
vldl'iig further protection at creasing on Lan- 
caster St.. Kitchener. Ont. 

29.192. Dec. 30. Approving Grand River K>. 
>.Un<lard passenger tariff. v.ttl.. 

29.193. Dec. 27. Approving plans of Ket e 
Valley Ry. sUndnnl trestle to be built on its 
IN.pper MounUin Branch. B.C. ^ ,. « 

29 104 Dec. 2G. Authoriiing Canadian Na- 
tioniil Rys. to open for '""ffi^v'" 0"7; "™"f!;: 
from Oliver to mile 98.5, speed of trains llmiled 
to 15 miles an hour; except between mile. 36 
and 90. where the limiUtion is 25 "'i:" "","""'• 

29 195. Dee. »0. - Authoriiing O.T.R. to re- 
move Pilon siding. 3 mile, west of Casselman. 

29 |o* Jimr n.- Aatlioriiing l>on<>oo and Port 

Kspi.. |(. I.. l«iil.l vsuriiirt track aeroM Mill 
•r, . ih switrhe* ami 

, IVrr Maniuette 

I , . n ranee for poles 

'..r office 

^0. 192«. 

. ^11 be in- 
I Rys. by 
n of Vle- 

• ection of 

tlm- u.'i 

.Ulle.1 a! 

Kort Will 
toria Av. 

Franklin St . I ■ n Wiilmm Oi.' „ ^ ... ,„,, 
29 199. Dec. 27.- Extending to Feb. 2i. 1920. 
time' within which C.P R. shall insUll dUUnt 
signals where its line crosses Canadian National 
Rys. at Bonarlaw, Ont. 

29.200. Dec. 26. Approving C.P.R. elearmnees 
at Vancouver Ice and Cold Storage Co. • ware- 
house. Vancouver. B.C. _ „ „ . 

29.201. Dec. 23. -Relieving C.P.R. from l>ro- 
vidiiig further protection at Aberdeen Ave.. Win- 

29 202 Dec. 27.— Approving Fredericton and 
Graiid Lake C<«l and Ry. Co.s byUw. authoriiing 
Passenger Traffic Manager and AssiaUnt ^ rwt 
Traffic Manager to issue passenger and freigbl 
Uriffs respectively. 

29 203. Dec. 29.— Extending to June 1. 1920. 
time' within which G.T.R. shall build farm cross- 
ing for A. Mcf.uiness. I.«t 31. nortJi range of 
Con. 1. south of Slash Road. Tyendlnaga Tp.. 

09204 Dec 31— Suspending order 20.8.59. Nov. 
m" 1913 as amen<led by orders 28.-537 and 28.269. 
Sept. 12. 1914 and Apr. 28. ^^^^- ^^^^^^,,Z 
insUllation of crtising gates at Whyte St.. Ed- 
monton AlU.. by C.P.R. x7 _». 

29 20'> Dec. 31. — Aothoniing Canadian Nortn- 
em 'western Ry. to cross, close and divert north 
and south road allowance between Sees. SO and 
19 Tp. 20. Range 12. w<-st 4th meridUn. AlU. 

29.206. Dec. 31.- Authoriiing Canadian Na- 
tiirnal Rys to remove diamond at crossing at 
Spruce Ave.. Edmonton. AlU.. and lay straight 
rail : to be operated for 6 months from date. 

"J '07 Dec. 9. — Dismissing application of 
WawoU Village. Snsk.. for onler re<iuiring better 
train service on C.P.R. Reston-Wolseley Branch 
with connections at Wolsel.y with westbound 

29,208. Dec. 31.— Approving New Brunawick 
Governmenfs order in council, passed Dec. 9. 
1919. authoriiing New Brunswick Coal and Ky. 
Co -8 Passenger Traffic Manager and AnsuiUnt 
Freight Traffic Manager to issue passenger and 
freight Uriffs respectively. 

29 209 Dec. 81.— Authoniing Canadian Na- 
tional R>T. to cross and divert north and aouth 
road allowance in n.w. Vi See. 9. Tp. 24. Range 
27. at Norfolk. AlU. . . 

29 210. Dec. 23.— Authoniing Canadian isa- 
tionil Ry«. to rebuild bridge over Rideau Canal, 
at mileage 40.10 from Brockville. North Croaby 

'^"2921"'' Dec. 27.— Authoriiing C.P.R. to buOd 
spur' at grade across Scujo; St.. Bowmanvllle. 

""29.212. Jan. S.-Amending order 29.108. Dee. 
6 1919. re crossing of certain highways in Man- 
itoba by Canadian National Rys. 

29 MS Jan. 5.- Dismi.«»ing Applclale Progres- 
sive ' Association's application for order directing 
C.P.R. to erect shelter and platform at Appledale. 

29.214. Dec. 31.— Approving Canadian North- 
em Western Ry. location, mile 117.94 to 121.11. 
St Paul dc Metis. AlU.. including locaUon of 
SUtion and closing and diversion of Po/^n »' 
Center ,\ve.. also authoniing crossing ot aaverai 

'''-5'^l.r' Jan. 2. 1920. Dismissing applicaUon 
of"wm Taylor. Richmond. Que. for order auth- 
orising opening of highway crossing over G.T.R 
insU-ad of farm crossing provide.1 under order -..- 

■^"29 2*16!'' Jan." 2.- Authoriiing G.T.R. to remove 
electric alarm at Jeffries highway crossing near 
Richmond sUtion. Que. _, , <« 

■•■l-'17. Dec. 27. 1919. Rescinding order 28^ 
630. Aug. 8. 1919. which disallowed C PR. Uriff 
C R C 3 369 in so far as it provided for cartage 
allowance of l'.c per 100 lb. to Canada Sugar 
Kefininu Co., Montreal. »!«..»», 

'9 "18 Jan. 2. Authoniing Canadian NoTOi- 
erii Town Properties Co. to make highway croaa- 
mg ov-er Canadian National Rr». in s.e. >„ See. 4. 
Tn 29 Range 7. west 4th meridian. AlU. 

•i<>219 Dec 31. 1919 Authoriiing Canadian 
National Rys. to make ending "ver track, on 
road allowance Wtween Sees. 31 and 32. Tp. 48. 
Range 19. near Edam. Sask. 

•'J'-O Jan 2 1920. Authorising Canadian 
Na'ti'oMi Rys.' to' build highway '"?»;"« *"*' 
1; Sec. 9. Tp. 26. Range 17. west 3rd meridian. 

February, 1920. 



29.221. Jan. 2.— Relieving Canadian National 
Rys. from ere<:tin(? fences. Rates and cattle guards 
along its line between Toronto and Ruel. and a 
number of points on its Muskoka, Sudbury and 
Ruel Subdivisions, Ont. 

29.222. Jan. 3.— Authorizing C.P.R. to build 
spur for Cambrian Coal Co., Elcan, Alta. 

29.223. Jan. 3.— Rescinding order 23.095, Jan. 
8, 1915, re Canadian Northern Ry. siding for 
Sterling Coal Co.. at mile 312.16. Calgary Subdi- 
vision and authorizing removal of spur. 

29.224. Jan. 2.— Dismis.sing Grand Trunk Pa- 
cific Ry. application for authority to remove ita 
station agent at Entwistle, Alta.. with leave to 
renew application six months from date. 

29,22.5. Jan. 2.- Relieving Canadian National 
Rys. from providing further protection at crossing 
9 poles west of mile 4, Winnipeg Subdivision, 

29.226. Jan. 2. Relieving Canadian National 
Rys. from providing further protection at cross- 
ing 6 poles west of mile .SO. Riding Mountain 
Subdivision, west of Birnie, Man. 

29.227. Dec. 30, 1919. — .\pproving agreement. 
Dec. 15. between Bell Telephone Co. and Otonabee 
Tp.. Ont. 

29.228. Jan. B, 1920.— Extending to May . 5. 
time within which C.P.R. may build extension to 
spur for Saskatchewan University. 

29.229. Dec. 31, 1919.— Extending to May 1. 
1920, time within which C.P.R. may build a 
permanent culvert with opening 20 ft. wide, at 
mile 37.56. near Golden, B.C., as required by 
order 28.544, July 4. 

29.230. Jan. 2. — Dismissing application of As- 
sociated Boards of Trade and Saskatchewan 
Grain Growers' Association for reduction in rates 
to stations on C.P.R. Weyburn-Lethbridgc line, 
and for the building of uncompleted portion of 
the line. 

29.231. Jan. 9.— Ordering Canadian Freight 
Association to reinstate by Jan. 15. 1920. rates 
to Seattle and Tacoma, Wash., in its tariff on 
freight for export to trans-Pacific destinations. 

29.232. Jan. 5. — Relieving Canadian National 
Rys from providing further protection at cross- 
ing at Letellier, Man. 

29.233. Jan. 8.— Authorizing C.P.R. to build 
spur for Exchange Orange Products Co.. and 
Eureka Planter Co., Woodstock, Ont. 

29.234. Jan. 7. — .\uthori2ing Canadian Nation- 
al Rys. to take certain extra lands for right of 
way and retaining walls for Athabasca St. sub- 
way. Moose Jaw, Sask. 

29.235. Jan. 9.— Extending to Feb. 15, 1920. 
time within which C.P.R. may build spur for 
Vancouver Ice and Cold Storage Co.. Vancouver, 
B.C., as authorized by order 28,807, Sept. 20. 1919. 

29.236. Jan. 10.— Authorizing G.T.R. to re- 
build bridge carrying public highway over its 
track at mile 147 near Huntsville. Ont. 

29.237. Jan. 10. — Dismissing complaint of 
Broadview Ratepayers' Association, Burnaby, B.C.. 
against fares charged by the British Columbia 
Electric Ry. 

29.238. Jan. 12.— Authorizing C.P.R. to build 
spur for Goodyear Tire & Rubber Co. of Canada, 
Regina, Sask. 

29.239. Jan. 13.— Authorizing Hillcrest Lumber 
Co. to cross under Esquimalt & Nanaimo Ry. at 
mile 4.5. Lake Cowichan Subdivision. Vancouver, 
Island, B.C. 

29.240. Jan. 12.— Authorizing G.T.R. to use 
bridge on Lot 21, Range 8, Markham Tp.. Ont. 

29.241. Jan. 12. — Recommending to Governor 
in council for sanction, Algoma Eastern Ry. 
General Train and Interlocking Rules. 

29,242 to 29,2.->0. Jan. 13.— Authorizing Cana- 
dian National Rys. to build across highway at 
9 points on its Munson to Wayne second track, 

29.251 to 29,253. Jan, 12.— Authorizing G.T.R. 
to use bridges on Lot 10, Range 5, Markham Tp., 
Ont. : between Lots 30 and 31. Con. B, Scar- 
borough Tp. Ont., and on line of Bethune St., 
Peterborough. Ont. 

29.254. Jan. 14. — Authorizing Canadian Na- 
tional Rys. to cross road on its Acadia Valley 
Branch, between Sees. 29 and 20, Tp. 26. Range 
28. west 3rd meridian, Sask. 

29.255. Jan. 12.— Amending order 28.496. July 
8, 1919, re location of portion of C.P.R. Lang- 
don North Branch, Alta. 

29.256. Jan. 13.— Authorizing G.T.R. to rebuild 
bridge carrying public highway over its tracks 
between Lot 19, Con. 8. and Lot 19, Con, 9, 
EsQUesing Tp., near Georgetown. Ont. 

29.257. Jan. 9. — Authorizing City of Regina, 
Sask., to build foot passenger subway under 
C.P.R. on Hamilton St. 

29.258. Jan. 13.— Authorizing C.P.R. to build 
spur for P. Burns & Co.. Regina. Sask. 

29.259. Jan. 13. — Authorizing Canadian North- 
em Saskatchewan Ry. to build across 8 highways 
on its Lampman-Pcebles Branch, mile 8 to 22.39. 

29.260. Jan. 13.— Authorizing C.P.R. to build 
spurs for Canada Creosoting Co., Trenton. Ont. 

29.261. Jan. 13. — Authorizing Toronto, Hamil- 
ton & Buffalo Ry. to build spur for Norton Co. 
of Canada, and C. S. Anderson, Hamilton, Ont. 

29.262. Jan. 13.— Authorizing Canadian Na- 
tional Rys. to build across and divert road be- 
tween Sec. 36. Tp. 28, Range 20, and Sec. 31, 
Tp. 28. Range 19. west 4th meridian. Alta. 

29.263. Jan. 10. — Approving Fredcricton and 

Grand Lake Coal & Ry. Co.'s sUndard tariff of 
maximum mileage freight rates C.R.C. 84. 

29,261. Jan. 10.— .Approving Now Brunswick 
Coal & Ry. Co.'s standard tariff of maximum 
mileage freight rates C.R.C. 51. 

29.265. Jan. 3.— Authorizing C.P.R. to take 
certain lands of H. Bousquet for extending aid- 
ing and station grounds at St. Rosalie. Que. 

29.266. Jan. 2. — Approving location and de- 
tails of Canadian National Rys. station building 
at Alfred Center, Que. 

29.267. Jan. 13. — Approving agreement, Dec. 
30, 1919, between Bell Telephone Co. and Barrie- 
Angus Telephone Co.. Simcoe County. Ont. 

29.268 to 29.270. Authorizing Canadian Na- 
tional Rys. to build across highway at 8 points 
on its Munson to Wayne second track. Alta. 

29.271. Jan. 14.— Authorizing G.T.R. to build 
spur for Beachville White Lime Co., Oxford North 
Tp.. Ont. 

29.272. Jan. 10.— Ordering G.T.R. to make 
such changes in boarding its double deck stock 
cars as will give 3 or 4 in of air space at top. 

29.273. Jan. 16.— Relieving Michigan Central 
Rd. from maintaining day and night watchmen 
at crossing of Middle Road, near Ruscomb sta- 
tion. Ont. 

29.274. Jan. 16.— Authorizing G.T.R. to build 
bridge carrying highway over its tracks between 
Lots 14 and 15. Broken Front Concession. East 
Whitby Tp., near Oshawa. Ont. 

29.275. Jan. 16. — Rescinding order 29.011. Nov. 
10, 1919, approving location of Canadian North- 
em Pacific Ry. Kamloops - Vernon - Kelowna - 
Lumby Branch, mile 66 to 82.22 east from Kam- 
loops Jet.. B.C. 

29.276. Jan. 16. — Authorizing Canadian Northern 
Ontario Ry. to rebuild bridge at Orient Bay. mile 
44,1 from Jellicoe, Ont. 

29.277. Jan. 16.- Authorizing Canadian Na- 
tional Rys. to carry ti-affic, temporarily, over its 
MacRorie Westerly Branch from Glidden mile 
105.0 to Eaton, mile 115.0, Sask.; speed of trains 
limited to 19 miles an hour. 

29.278. Jan. 16.— Relieving Michigan Central 
Rd. from providing further protection at cross- 
ing of Middle Road, near Comber, Ont. 

29.279. Jan. 16.— Approving detail plan of C. 
P.R. subway at mile 28.3. MacTier Subdivision, 

29.280. Jan. 16. — Ordering on application of 
Canadian Manufacturers' Association, on behalf 
of Canadian General Electric Co., Canadian Wcst- 
inghouse Co., et al, that rating of twice first 
class for electric light bulbs shown in Express 
Classification for Canada 4, be reduced to l^A 
times first class ; change to be effective by Feb. 1. 

29.281. Jan. 16.— Rescinding order 26,363, July 
24, 1917, re agreement between Bell Telephone 
Co., and Heath Head & Grey Telephone Co., Grey 
County. Ont. 

29.282. Jan. 19.— Authorizing Canadian North- 
ern Pacific Ry. to open for freight traffic its 
line from junction with Patricia Bay Line, mile 
1.80 to 26.5, from Victoria, B.C.: speed of trains 
limited to 10 miles an hour. 

General order 281. Jan. 12. — Authorizing rail- 
ways on application of Railway Association of 
Canada, to issue free or reduced rate transporta- 
tion to private secretaries of Dominion Govern- 
ment Ministers and of the opposition leader. 

the magnificent train which has trans- 
ported me across the Dominion, and in 
which I have lived in such comfort for 
the last two and a half months, and I 
should like to take this opportunity of 
thanking the Canadian Government for 
all the admirable arrangements that 
have been made for the tour. I am also 
very grateful to all the Canadian rail- 
ways for the care which they have taken 
of me and for the consideration they 
have shown in making my 9,000 mile 
journey so easy for me. Railways seem 
to be the subject of quite a lot of excite- 
ment at present. I am not going to 
talk about that, but I do know that I 
could never have got across to Van- 
couver and back without the Canadian 
railways. Far more important still, 
there would have been no Dominion of 
Canada today but for them. I know 
of no country in whose history railways 
have played so important — in fact, de- 
cisive — a part." 

Canadian National Railways 

1919 1918 

January $ 6,744,018 $ 4,696.567 

February 6.000,342 4.421.604 

March 6,827.491 6,710,660 

April 6,909,632 7,165.890 

May _ _ 7.518,244 6,680,746 

June 6,009,585 6,868,864 

July 7,657,402 5,783,299 

August 8,274,882 8,256,942 

September __ 8,627,268 7.058,881 

October „ 9.389.795 8,480.468 

November 8,739,457 7,836.884 

December 8,828.482 7,289,969 

$91,625,593 $80,098,633 
Approximate earnings for three weeka ended 
Jan. 21, 1920, $5,106,071 against $4,255,864 for 
same period. 1919. 

Canadian Pacific Railway Earn- 
ings, Expenses, Etc. 

The Prince of Wales on the C.P.R. 
and Other Canadian Railways. 

The following letter, written to E. W. 
Beatty, President, C.P.R., by the Prince 
of Wales, from Government House, Ot- 
tawa, prior to his departure from 
Canada, is only now available for pub- 
lication: — Dear Mr. Beatty: — I am send- 
ing today a signed and framed photo- 
graph of myself, which I hope you will 
accept as a very small acknowledgment 
of your kindness and care during my tour 
in Canada. I cannot look back upon my 
journey across the Dominion and back 
without the warmest admiration for the 
wonderful efficiency with which it was 
organized. I greatly appreciated the 
comfort and smooth working of the train, 
the thoroughness of all your arrange- 
ments, and, above all, the unvai-ying 
forethought and courtesy of the C.P.R. 
staff which travelled with me. For all 
this I am very grateful to you yourself 
and to the whole organization under you. 
Neither I, nor the members of my staff, 
will ever forget the very pleasant jour- 
ney which we made under the auspices 
of the C.P.R. Believe me, yours sincerely, 
Edward P. 

Towards the close of his Canadian 
tour, the Prince said: — "T have just left 

Gross earnings, working expenses, net earnings, 
and increases or decreases, from Jan. 1, 1919, 
compared with those of 1918: 

Increases or 
Gross Expenses Net <Iccreafles 

Jan. ..$13,028,328 $11,474,816 $1,553,512$ 385.619 
Feb. .. 11,064,167 10,083,051 981,116 390,218 
Mar. .. 12,374,182 10,835,138 1,539,044 •1,453,787 
Apr. .. 13,108,905 11,020,281 2,088,624 •1,366.765 
May .. 13.569,411 10,635,650 3,033,761 '654,015 
June ., 13,577.274 10,586.852 2,990.421 178,274 

July .. 14.720.362 11,723,659 2,996,703 826.692 
Aug. .. 16,283,654 11.605,486 8,778.168 569,584 
Sept. .. 17.613,691 13.421.771 4,091.920 970,479 
Oct. .. 18,296,653 12,948,871 6.347,782 261.945 
Nov. .. 17,366.850 14.517.041 2.849,809 •548,663 
Dec. .. 17,025,584 16,843,407 1,682,177 •1,128,885 

$176,929,060 143.996,024 $32,933,036 $1,569,851 

Approximate earnings for three weeks ended 
Jan. 21, 1920, 09,339,000 against $8,696,000 for 
the same period 1919. 


Grand Trunk Railway Earnings, 
Expenses, Etc. 


earnings. ' 

K-orking expenses, net earnings. 

peases or 


from Jan, 

1, 1919, 

compared with those of 1918; 



Net de 

c reases 

Jan. ..$ 

4,402,229 $ 5,118,234 $t 716,005 $• 81,794 

Feb. .. 





Mar. ., 





Apr. .. 





May .. 








July .. 









Sept. .. 





Oct. ... 





Nov. .. 





$62,556,165 $54,933,813 $7,622,352 $508,404 
tDeficit, •Decrease. 

<• I February. 1920. 

I). H llanna on the Canadian National Hallways System, Ktc. 

I>uni\K till- rnrly part of .Iniuinry. 1) 
{( llannii. IVfnidont, Canadian National 
I"'. •. , •^|«"kr ;i( -iMTnl places in Onlario, 
n ,•.:•, London, .St. Thomo« 
'■ i I • ' :• Kiiton Memurial 

(iuii.ii, r..iMi<i... in .spi-akini; at tlu- 
Stratford t'hamh«T of ComnuTce din- 
nor, hi- wild: — 

"TluTf i« no .Hubjttt I know of that 
i.H of inoro inifHirtunn- than that of truns- 
portntion: it i.s peculiarly a basic subjoct 
a> far n.-< this ('anuda of ount is con- 
ci-nu'd. ( aimda has «n aroo of ;t,72U,000 
Hqiu.r.' 11 !. >; a populntijii estimated at 
•<■' "h is only c.ju i .■ ji U-n : to 2 

]>■ .cry .square mile. In the 

I I - there is an area of :>,050,- 

7hU .-.quale miles, and a population of 
116.000,000. acvurdint; to 1 k'uh.s I re- 
ceived from the U.S. Consul in Toionio 
yesterday; so that that Rreal country 
has an equivalent of .'!K persons to every 
square mile of territory. The, census 
(fives a population to Great Britain i-nd 
Ireland of 4.i.lO0,000, with on area of 
120,.')80 square miles, which is equiv.ilent 
to a density of .'(77 persons to every 
Hquare mile. It will be seen, therefore, 
that Canada has a lonj; way to go in 
order to measure up to the U.S., and a 
niurh lonjrer road to ko to measure up 
to Great Britain and Ireland. But as 
regards forests, fisheries, mines, coal 
and other minerals, Canada is very much 
in excess of the U.S. In population 
Cana<la has only about 7'2':'f that of the 
U.S.. but in railway mileage we are about 
12'"f of theirs. On this basis it might 
be argued that we have more railway 
mileage in operation than is absolutely 
necessary at present, and Canada has 
probably overdone herself in that regard. 
It must be remembered, however, that 
very little new mileage was added dur- 
ing the war. to Canada's total, and 
much of the intensive construction which 
was done prior to the war has not added 
a very great deal to the Dominion's 
wealth in industries, food production or 
population. A new era has now de- 
veloped, and if the same courage and 
loyalty that permeated Canada in its im- 
perishable war activities is directed to the 
pursuits of peace, we will make a far 
greater development than we have done 
in the past. 

"It is not true to say that Canada has 
more railway mileage than is necessary. 
That may be true in isolated cases, but 
it only represents a small percentage of 
the total mileage constructed, where du- 
plication has been permitted. But think 
of the country to the north, in both On- 
tario and Quebec; do not overlook the 
fact that there are provinces west of 
Ontario where there are millions of 
acres of land which has not yet been 
brought under cultivation. We know- 
that land cannot be profitably cultivat- 
ed where the haul is .iO miles from the 
railway, yet. due to the insistent demand 
for more production during the war. 
many farmers rose to the heart-break- 
ing task of hauling their products to 
the railway, in some cases over ."iO miles 
away. That condition cannot always 
continue, and therefore I say let no one 
imagine that railway building is over 
in Canada. On the contrary. I am con- 
vinced that in the years to come we are 
going to have as much additional mile- 
age built as is now in operation. There 
will, of course, be greater judgment dis- 
played in the building of future lines, 
duplication will not be permitted, and 

inasmuch a.s there arc only to be two 
companien comppting for the new ter- 
ritory, a sane policy will obtain, ond 
the country will bv the gainer by it. 

"My reason for saying these things 
is, that Canada is on the world's map us 
never before; immigration will begin 
again in a larger volume; and more than 
ever (ireat Britain and her allies will 
depend on Canada for foodstuffs. Thus, 
trade commissions, boards of trade, 
chambers of commerce, and other activi- 
ties regarding industrial operations are 
iK'ginning to grow, and new enterprises 
are being established throughout the 
Dominion. In the years to come we are 
going to be less dependent on U.S. in- 
dustries to supply us with goods and 
manufactured articles, which we will 
manufacture ourselves. There is too 
much raw material going out of this 
country to be manufactured elsewhere 
and we must find means to correct that 
condition. With a better understand- 
ing between capital and labor, with that 
spirit governing our joint activities; we 
cannot but feel that Canada — Canada, 
the promised land— in the years to 
come, has a profitable development be- 
fore her and her people. To me the de- 
velopment of this Canada of ours is a 
never ending, interesting story, because 
of what I have seen, particularly in 
western Canada, during the past 35 

"I wish to speak to you about the 
Canadian National Rys., as I find the 
Canadian people are not yet fully seized 
with the importance of these railways 
to the counti-y, and they have failed to 
grasp their individual responsibility to 
assist in the success of the Canadian Na- 
tional Rys. Speaking in regard to my 
own experience, and particularly in re- 
gard to the west, I am always very dif- 
fident about using the personal pronoun 
"I," antl yet sometimes one cannot get 
away from it. Strange as it may appear 
to you, I am a very humble person, but, 
I am a Scotchman, and that is one of the 
characteristics of the race. When I hear 
laudatory things said about myself. I 
am always reminded of an incident that 
occurred in my early railway career, in 
the old land, .^s a young lad. selling 
passenger tickets at a place called 
Barrhead, where my mother was born, in 
Scotland. I was carrying on my work in 
the usual way when an old lady came 
to the ticket window to purchase a 
ticket to Glasgow. She looked at me 
very intently for a moment or so. and 
said. "They tell me. laddie, you are a 
son of .lanot Blair's." I said. "Yes, I 
am." She went on "I kent your nionther 
when she was young, and she was a fine, 
handsome, strapping woman — you are 
no a bit like her." So, I carry through 
life that humble spirit, because, know- 
ing the visible truth that, "pride goeth 
before a full," probably it is just as well 
not to tumble into it any more than 
you can help. 

"The Canadian National Rys. System 
is composed of the Intercolonial Ry., the 
Prince Kdward Island Ry., the National 
Transcontinental Ry.. ond the Cana<lian 
Northern Ky.; hoving a total of close 
to 14.000 miles of lines, and operating 
in every province of the Dominion. As 
to the Intercolonial — what need I say? 
It is there. It was originally built as 
a military road. It has been perform- 
ing a service and I do not think the peo- 
ple of this country exactly understand. 

Strange aa it may seem to a great many 
people, the Intercolonial Ky. in a very 
valuable profterty, and there is a time 
coming, and not in the dintant future, 
either, when both ends can Ih! made to 
meet; that m to xay, the earnings will 
pay the expenses; and we will hope a 
little later to see it make a little bit of 
profit. It has got an organization which 
is just as good as any organization any- 
where in Canada or elsewhere, for that 
matter. You know all about the National 
Tran.scontinental Ry. It was a subject 
for political discussion for many years; 
but it has been built, and. strange to 
.say. it is there, too. There is a develop- 
ment going on which is perfectly amaz- 
ing; lumber mills are being built in 
every direction; settlers are going in; in- 
dustries are being developed; and a 
through freight and passenger service 
has been inaugurated that in time to 
come will be of some advantage to the 
whole system. 

'Do not let us forget that the Inter- 
colonial and the National Transcontin- 
ental railways are two assets that can 
be made in the years to come, much 
more valuable than they are today, from 
the standpoint of dollars and cents. Had 
I time I could tell you what ser\'ice 
those railways rendered during the war, 
and you would be amazed. Prince Ed- 
ward Island was a contribution to Con- 
federation, and let me tell you that VtiTr 
of the arable land of that little province 
is under cultivation, at one time or other 
during the year. It is an amazing little 
island; full of business, although handi- 
capped by being away from the main 

"The Canadian Northern Ry., is, after 
all, the mainstay of the system for the 
time being. In the Canadian Northern 
you have a property which 1 know all 
about. I am exhibit "a" of that property. 
I turned the first wheel in 1896; and I 
have seen a little property grow from 
100 miles, n single locomotive and 50 
cars, to what it was in If 18, when it 
was turned over to the government. 
What has it done in all that time? 
There has been a great deal of 
loose talk about the Canadion Northern 
being so much junk, and being pitch- 
forked into the govemment's hands to 
be got rid of, and that the govern- 
ment has had to pay for the privilege 
of taking it over. The Canadian North- 
ern began, as I said before, in a small 
way. Railway men who are here will 
appreciate this joke because it requires 
a railway man to understand it. "Time- 
table 1. which I prize with a great deal 
of satisfaction, says. 'No. 4 will not leave 
until No. .'! has arrived.' In those days 
we had pretty dry times; we were a long 
way from being flush with money, but 
I could not help working in a little 
humor, and of taking advontage some- 
times of our richer brother, the C.P.R. 
In 18!i5-(i the safety coupler was not 
what it is today; we used the old link 
and pin, and I can remember our con- 
ductor, old Dad Ritsteen, who is still with 
us, ond is one of the type of conductor 
who has gone by the boord. Dod used 
to wander into the C.P.R. yard, where 
we got our freight, and occasionally he 
would pick up a link and pin, so that 
he could alwoys keep ahead of his re- 
quirements in a fairly life sized borrcl 
that he kept in the baggage car. In 
fact, it was a physical example of the 
widow's cruise of oil, because the more 

February, 1920. 



he took out, the more there always 
seemed to be in that barrel. And the 
singular thing of all was, to my i-ecol- 
lection, I never bought one link or pin. 
The C.P.R. cannot make a claim on us 
now, I think it is outlawed, and so I 
am free to tell the story. 

"In those days we had to be very econ- 
omical. I practically lived on the rail- 
way; I was not only general superin- 
tendent, but master mechanic, roadmast- 
er, and traffic manager. 1 looked after 
whatever lands there were to sell, and 
did any other thing that nobody else 
would do. I took a great deal of pride 
in doing that work, because I was see- 
ing, as so few people had been able to 
see, how that country would grow. I 
looked upon it as such a romantic thing, 
and enjoyed every minute of it, very 
much to the neglect of my own family. 
In the spring of 1897 we were bowling 
along with what they used to call the 
'Muskeg Limited," with 12 or 14 freight 
cars, and 2 passenger cars in the rear, 
taking up into the Dauphin country a 
number of people from Huron and other 
Ontario counties to locate there, and they 
are doing well. A stray heifer ran across 
the track, and the locomotive caught it 
by the legs and threw it over to one 
side, but it was not killed. The train 
was stopped and I went forward with 
the conductor to see what was the trou- 
ble. We found the heifer lying there, 
the brakeman happened to be a butcher, 
and on the train was another butcher 
belonging to the construction depart- 
ment. I got them together and said, 'Let 
us kill this animal, dress it, and take it 
to the construction camp.' The passen- 
gers got out and stood around while 
the two butchers tackled the job, and in 
16 minutes they had it hanging up in a 
box car, in quarters. In the meantime 
the owner turned up, and he was the 
most wrathful man I ever met in my 
life, his language was such that I could 
not repeat it. I told him we would set- 
tle his claim and in that way calmed 
him. We took the carcase along and I 
sold it to the constniction department, 
and paid the man's claim in full, estab- 
lishing a principle, probably the first 
time in railroading, by paying the claim 
in full without disputing it, and I had 
$4 to the good. And so, all during those 
, years, from 1896 to 1902, when I moved 
from the west to the east, I saw that 
country grow, particularly the territory 
tributary to the Canadian Northern Ry. 

"When the govei-nment took over our 
property there were between 9,000 and 
10,000 miles of railway; we had placed 
on the map of Canada over 600 towns 
or villages; we had made it possible to 
find homes for hundreds of thousands 
of new settlers. We saw the revenue of 
that railway grow from $67,000 during 
the first full year of operation in 1897, 
to $44,.500,000, we handled millions of 
tons of freight in that time; and we per- 
formed a service, and I say it from the 
knowledge that I have, second to none; 
not even the C.P.R. in the sphere in 
which we were located. I am a great 
believer in the C.P.R.; I consider that 
company is a credit to Canada, we are 
all proud of it, because it is the biggest 
thing in Canada, and under the British 
crown, its organization is all that could 
be desired, and it has done a service to 
this Dominion, particularly in the west, 
that was only duplicated by the Cana- 
dian Northern. 

"Much of the mileage the Canadian 
Northern had built was practically com- 
pleted about the time war came on. 

When the war came, immigration ceas- 
ed, we were taking people out by the 
tens of thousands, and others were not 
going to take their places, therefore, 
that mileage has still to be properly de- 
veloped, and the day will come when the 
Canadian Northern Ry. will come into 
its own. There is no institution in Can- 
ada, no government in Canada, that has 
spent as much money as the old Mac- 
kenzie and Mann organization, in get- 
ting to know something about that 
western country. Wo can tell you all 
about it. We know, just as well as any 
government can tell, just how far north 
you can go and raise grain, and we have 
|n-oved it; but we are a long way from 
being finished. That western country is 
a long way from being developed, not- 
withstanding the mileage that has been 
developed. There are lines to the north 
that are still to be brought into real 
opei'ation, and when that is done, and 
that must be done, we are going to have 
in Canada such operation through that 
western country that will have its effect 
in every industry in Ontario and Que- 
bec, and right down to the sea. 

"Why do I tell you these things? It 
is because I want you to understand 
exactly what you have got. There is 
not one of you here who is identified with 
any business interest who has not got 
personal responsibility in the success of 
this national railway of ours. I do not 
mean by that to say we have to ignore 
the C.P.R. There is plenty of business 
in this country for both railways, but 
I want everyone here to know as I have 
told the people at London, St. Thomas 
and Toronto, that, just in proportion as 
the people here and elsewhere realize 
the responsibility that the ownership of 
1,300 odd miles of railway casts upon 
them, will they lend their support, and 
be doing something in their own and in- 
dustrial interests. I want you to feel 
that in what you are doing you are not 
doing anything to assist me, but to as- 
sist the organization. 

"The Canadian National Rys. are very 
strong in the west. Let me just go 
back a moment to speak of the Cana- 
dian Northern Ry. The layman knows 
the value of railway property, if he sees 
two lines of railway running in parallel 
order; on the one line there is a locomo- 
tive of the same standard as on the 
other line; one hauling 10 cars and mak- 
ing a fuss over it; another hauling 2.t 
cars and doing it with, 'AH right, I 
thank you, we are doing very well.' That 
is the condition of the Canadian North- 
ern lines in the west, with a grade going 
through the mountains, with the excep- 
tion of some 28 miles, of five-tenths of 
K/f. Let me illustrate what that means. 
In 1915 the Senators and members of 
parliament were taken on a trip to the 
Pacific coast. I have always said, and 
repeat it, that if they talked less in Ot- 
tawa, and did a little more travelling, 
so as to know something more of the 
country, we would think a great deal 
more of them. I think the ignorance of 
some members of parliament is collosal, 
in regard to the Dominion as a xyhole. On 
that trip we hauled 15 cars, consisting 
of sleeping cars, dining cars, and a 
lounge car where they could have enjoy- 
ment, speeches, and reminiscences by the 
old time members of parliament. Fif- 
teen cars were hauled by a single locomo- 
tive through the mountains to Vancou- 
ver. Consider what that means. How 
many of you have been to the coast? How 
many have travelled over the Canadian 
Northern Ry? (One). You should get 

the Victoria Cross for that. Those who 
have been to the coast have seen how 
the C.P.R., with G or 7 cars, struggled 
to get up the grades across the Fraser 
River; whereas we can take 15 cars with 
a single locomotive. That means that 
the Canadian Northern Railway comes 
into its own, as it is going to come into 
it, as sure as I am standing here. It is 
but a question of time. We have a line 
of railway that will do 1507c more busi- 
ness than our good friends across the 
Fraser River and do it at less cost. If 
we have any faith in our country at all, 
it is only a question of time when this 
property of yours can be made a valuable 
asset to Canada. 

"We are strong in the west; we are 
strong in the east; but we are weak in 
the centre of the system. That is where 
the Grand Trunk will fit in to a nicety. 
I am not going to discuss the why and 
wherefore of that; it is not my pro- 
vince. I consider the government acted 
with great wisdom when it made up its 
mind that no more money was to be ad- 
vanced to carry on operations with re- 
spect to the Grand 'Trunk and Grand 
Trunk Pacific, but that it had better 
take over the property. That is what 
it has done. It was the logical thing to 
do; and it is going to mean everything 
to the Canadian National Rys. system. 
The Grand Trunk is linked up with all 
industries of any importance in Ontario, 
and Quebec, with a continuous roll of 
traffic both east and west, and when the 
national system gets the benefit of the 
long haul you can see where we will be. 
We are not going to lose much sleep over 
our friends the C.P.R., that will be their 
business. Our business is to see that 
the Canadian National Rys. are consid- 
ered first. In that you must play your 

"Here we have a complete system. It 
means in figures to you that Canada 
will have an investment of about ?1,- 
000,300,000. What does it get for that? 
Let me read some figures; 22,375 miles 
of railway, doing business in every pro- 
vince of the Dominion, and 1,881 miles 
in the United States; gross earnings, ■ 
assuming consolidation with the Cana- 
dian National Rys., of about $200,000,- 

000 with 90,000 employes; 3,020 locomo- 
tives; 3,200 passenger cars; 120,000 
freight cars; and this year would have 
handled 60,000,000 tons of freight, and 
22,500,000 passengers. Now, I submit 
that is a pretty big property for any 
man to handle. Yet, after all, it is very 
simple. There is no earthly reason why 
the same management cannot be given 
to this property as the C.P.R. gives to 
its road. The only way the Canadian 
National Rys. can be given that man- 
agement is that there must be no inter- 
ference. I do not mean from that that 
the government should not be fully ad- 
vised; I recognize as any man does the 
supremacy of the government, it must 
be advised of everything that is being 
done with its property; it must know 
the why and wherefore of certain 
things, as it has to advance moneys from 
time to time for capital expenditures. 

1 submit with all deference to my friend 
Mr. Morphy here, that the fact he is a 
member of parliament does not give 
him any sort of privilege to come to me, 
or to say to any of my directors that 
this, that, or the other thing ought to be 
done, or that somebody ought to be ap- 
pointed to take the place of somebody 
else, because that person does not fill 
the bill. I tell you, as far as I am con- 
cerned, and so far as the other directors 



February, 1920. 

•r» conc»nifcl. when that nituation bcirins 
to criwp in. wc will not crcop out, but 
wc will juinp out. I nm jrlml to \h> nble 
to liny Ihnt nftcr Ti nioTith-i cxprrifiicc 
with ■' t wo hnvr 

I'" " !i Ihi- othiT 

»"«"''• li in iUs np- 

pniviii ,,( imin.N.t r..iui!r,| for rnpital 
••xp<iulituri>, and for tlu' Ki-nirnl Iwtter- 
nunt of the Kovrrnnifnt's proprrty. 

"Thort? is no xcrioiiH trick in the 
operation of rnilwnyx; the question of 
lariro niilenKe, lurne revenues, does not 
»o much nintter: after nil it is onraniza- 
tion. I know that on the Intercolonial, 
the National Transcontinental, the Can- 
adian Northern, and on the Grand 
Trunk, there are men equal to the best. 
Their ability is not in question; their 
loyalty is beyond any doubt; and if rov- 
emed by a proper board of nianajrenient 
it cannot be anything else but a success. 
It all depends on you, and others, to see 
to it that the orjranirjition is not inter- 
ferrcd with, and that the board will be 
permitted to carry on what they conceive 
to l>e pro|)er and in the interest of the 
Dominion as a whole, not in the interest 
of any individual part of it. 

"In addition to the railways, the Can- 
adian National Rys. are in the steamship 
tu.' .Vt present we are operating 
-'■i steam.ships, doinjr business to the 
West Indies, South America. Cuba; 
across to London. Glas>;ow and Liver- 
pool. We contemplate another service 
to the Mediterranean, and have just com- 
menced a ser\ice from the Pacific coast 
to .Australia. A year from now we will 
have over 60 ships, and we will have the 
larpest, by lonjr odds, floating fleet fly- 
inc the Canadian flap. There will be 
over .{00.000 tons floating, a year from 
now. in the transport of freight. The 
principal thinjr we are concerned about 
is this, the trade of Canada must be de- 
veloped, there must be new avenues for 
its output, and our business is to come 
in contact with chambers of commerce, 
boards of trade and manufacturing asso- 
ciations, so that we may know alonp 
what channels they are developing their 
• business, and the points they desire to 
reach. Wc arc not in the benevolent 
business, by any means. We are not do- 
injT somethinK for nothing, that would be 
strictly against my nationality. We do 
expect that for every dollar we spend, 
we will at least get. not only a dollar 
back, but enough to pay fixed charges 
for the ships that are operating in the 
business. In addition to the freight ships 
we will have passenger ships. We must 
be properly equipped, and as a national 
.system we must be in a position to not 
only carry on our business in every pro- 
vince of the Dominion, but we must be 
able to see to it that on the Pacific coast 
and north Atlantic wc can carry the 
proilucU of our allies, or of our enemies 
if need be. We must have a complete 
.system and the only way we can com- 
plete it is by having ships going in 
every direction, carrying freight, and in 
time to come, passenger ships. 

"I have not been talking about what 
it costs to do things, so I will tell 
you something about that 'The laborer 
is worthy of his hire.' I have often 
quoted that in my own family, because 
sometimes I think some get more than 
thoy ought without working vei-y much 
for it. Due to con<litions over which we 
had no control, the Canadian National 
Ry.s. system began operations under a 
cloud, as it were, because we were only 
in operation for some two months when 
a gentleman named McAdoo loomed on 

the horizon. I am not going to say a 
word about the rates of wagcR for 
which he was responsible. I am a be- 
liever in the doctrine that the laborer is 
worthy of his hire. I am a In-liever in 
paying goo<l wages, because I think by 
doing that we get better ser\icc and a 
better class of employes. However, if 
we do pay goo<I wages, if wc have to 
pay excess amount* for our coal, and 
other materials which enter into the 
operation of a railway, but do not get 
enough revenue to meet those bills, what 
is the answer? 'Lift the freight rates." 
The other day the wheat board raised 
the price of wheat fiOc a bushel over 
night. There is not one industry repre- 
sented here, but, if it finds the cost of 
operation is so much greater than it 
was before, will increase the price to 
the consumer, and I do not blame them, 
as it is the proper thing to do. What 
about the railway companies? The fact 
is that the revenue per ton mile is ac- 
tually less today than it was in 1907, 
while wages have gone up in that time, 
142';'f. Now, I submit to you, there is 
a question for us all to face. Would you 
rather pay the deficit in taxes, or would 
you rather make the man who gets the 
use of the railway pay the bill? It is a 
simple question, and the answer is very 
simple, too. There is no country in the 
world, as far as I know, that has lower 
freight rates, not even excepting the 
U.S., than you have here in Canada. 

"Sometimes great truths can be 
brought home to people by homely illu- 
strations. Here is a cigar; say it cost 
lOc; yet Canadian railways are com- 
pelled to haul a ton of freight 12'/6 miles 
to earn enough to buy such a cigar. 
Your chairman, Mr. McDonald, may 
make a complaint to his railway agent 
that he is not getting freight in as 
promptly, or that freight is not going 
out as promptly, as he would like, and 
the agent, as a good agent, being en- 
quiries to find out what is the trouble, 
and he writes a reply on the typewriter, 
puts it in an envelope and places a post- 
age stamp on the letter, which costs 2c. 
The Grand Trunk has to haul a ton of 
freight almost 3 miles to eam the 2c 
which it cost to put that stamp on the 
envelope. It is such illustrations that 
bring home to us exactly what is being 
done in this country by the railways; yet 
every time the question of an increase 
in rates arises, chambers of commerce, 
boards of trade, and institutions of one 
kind or another are on their toes, and I 
do not blame them. The facts must be 
placed before them, and the fact is that 
this year the Canadian National Rys. 
have a payroll of .$21,000,000 greater 
than it was last year, due to the in- 
crease in wages paid to our employes. I 
am not questioning that, I am glad to 
see it, I like to sec proper wages paid 
and have stood for that all my life and 
am too old now to change. I say to you, 
as I have said to other boards of trade, 
there must be equilibrium between ex- 
penses and receipts, and so the question 
i.s_ bound to come up at a later period. 
AVe may not be so jovial as we are to- 
night when that time comes. Let me 
say further that the total increases of 
wages paid by all the railway companies 
in Canada amounted to .?77,"000.000 last 
year, nearly $10 per head of the whole 
population of ('ana<la. Other costs have 
gone up in proportion. To me, there is 
nothing so heartrending as to find, month 
after month, after the work of our or- 
gani74ition in regard to the hauling of 
freight, that when the bills are paid we 

arc Worse off than nothing at the end 
of the month. Figuren in red ink have 
a very distressing effect on me; and I am 
hopeful, as I go from place to place and 
preach the doctrine of national railways, 
and let all the iK>oplo know what they 
have, that they will at least do one 
thing; and that is. they will remember 
they have a railway and it is their duty 
to support it. 

"There are many other features about 
the Canadian National Rys. that I would 
like to tell you about, but there is not 
tinrie. this is a social night ond we are 
going to have some more music. I want 
to say this about Canada as a whole, 
it is a great subject to me. I have been 
away in Sydney, Novo Scotia, and in 
Sidney on the British Columbia coast, I 
have been identified with railways in 
this country since 1882; I have seen so 
much change, and so many developments, 
that I feel extremely confident that this 
country is a real promised land, it is a 
country of great potentialities, and it 
is up to us. particularly of the younger 
generation coming along, to see to it 
that we develop it along proper lines; 
not only along material lines, but along 
spiritual lines. If we keep that ideal 
before us, we may be very sure that 
wherever we may go outside of Canada, 
we will be able to hear things spoken 
well of us. 

"The management of the Canadian Na- 
tional Rys. is a very serious thing. There 
will be some changes when the Grand 
Trunk comes under the control of the 
national lines. I do not know what the 
government's views are in that regard; 
I do not think it has any views about 
it; I do not mean that in a humorous 
way. I mean it probably has other things 
to attend to; but it is going to have the 
biggest thing in Canada very shortly, to 
think about — bigger than the govern- 
ment itself. I do not know what the 
government proposes to do, whether the 
Canadian National Rys. will be operated 
by a board of directors, or by a board of 
management, or by a commission, or 
who is going to be in control. Person- 
ally, it will be my pleasure to render 
assistance to any one who may succeed 
me. I have no expectation that I shall 
be the head of that organization, I do 
not expect it. Whoever it is, I shall be 
glad to render him every assistance pos- 
sible, because I have unlimited faith in 
this countr>- of ours. I know that Can- 
ada can be developed. I am optim- 
ist always, I do not think there is room 
in this country for a pessimist, if there 
is, he ought to be railroaded out of the 
Dominion. Believing what I do of Can- 
ada, having seen what it has already 
done; just as sure as I stand here, the 
railways are just as important as the 
nation itself, and the development of 
one will mean the development of the 
other; and what you are doing here in 
your own city, what others are doing 
elsewhere, is contributing towards the 
time when that great railway property, 
the Canadian National Rys.. will be con- 
sidered one of Canada's most valuable 

liaitwny Lands Patented — Letters pa- 
tent were issued during Dec., IDUi. for 
Dominion milway lands in Manitoba, 
Saskatchewan, Alberta and British Co- 
lumbia, as follows, — Aetm. 

Allicrta anil Grrnt Watfrwayi Ry B.M 

Ciiniiilian N<.rthcm Rjr _ M2.00- 

Cnnxlian PaciHc Rr. mdbtd and •Ution 

irrounda .„„.. „ 7S.4S 

Total l.OM.tO 

February, 1920. 


Mainly About Railway People Throughout Canada. 

W. J. Babe, for several years a Michi- 
gan Central Rd. conductor at St. Thomas, 
Ont., has been appointed Deputy Presi- 
dent of the International Brotherhood 
of Railway Trainmen, and will under- 
take the work supervised formerly by 
the Vice President, Jas. Murdock, who 
was appointed recently to the Dominion 
Board of Commerce. Until his present 
appointment, Mr. Babe was general 
chairman, of the Brotherhood's griev- 
ance committee. 

W. R. Baker, C.V.O., formerly Assist- 
ant to President, and Secretary, C.P.R. 
Co, returned to Canada early in Janu- 
ary, via New York, after an extended 
visit to Europe He has been re-elected 
President, Royal Montreal Golf Club. 

E. W. Beatty, K.C., President C.P.R., 
left Montreal by special train, Jan. 13, 
for a trip of inspection over the com- 
pany's western lines He arrived at Port 
Arthur, Jan. 18, where he was met by 
D. C. Coleman, Vice President, Western 
Lines, who accompanied him to the Pa- 
cific coast. Mr. Beatty was expected back 
in Montreal during the first week in 

F. Brinkman, Yardmaster, Pere Mar- 
quette Rd., St. Thomas, Ont., was elect- 
ed Mayor of that city, Jan. 1. 

/ Acton Burrows, Proprietor and Editor, 
Canadian Railway and Marine World, 
■who has been Chairman of the Canadian 
Press Association's Trade and Class Sec- 
tion for the past four years, has been 
unanimously elected President of the 
newly organized Canadian National 
Newspapers and Periodicals Association. 

Sir Gee. Bury, e.x-Vice President, C. 
P.R., now President, Whalen Pulp & 
Paper Co., Vancouver, was repoi'ted in 
an Ottawa press dispatch of Jan. 5, to 
have been appointed by the Dominion 
Government as Canadian representative 
to advise the British members of the 
Reparation Commission as to Canada's 
claims for damages sufi"ered during the 
war. This report had not been officially 
confirmed up to the time of going to 

Hon. J. A. Calder is acting Minister of 
Railways and Canals, at Ottawa, during 
Hon. J. D. Reid's absence in Florida. 

E. Chandler, Foreman, Bridge and 
Building Department, G.T.R., Stratford, 
has retired after 42 years service with 
the company. On Dec. 31, he was enter- 
tained by a number of his associates and 
presented with a set of chairs. 

Mrs. Cochrane, widow of Hon. Frank 
Cochrane, some time Minister of Rail- 
ways and Canals, has gone to California, 
to spend several weeks. 

W. J. Cowan, formerly of the Cowan 
Construction Co., which carried out sev- 
eral contracts on the Canadian Northern 
Ry. Western Lines, and who died at 
Cannington, Ont., during the elections 
for the Dominion Parliament in Decem- 
ber, w-hen he was one of the conservative 
candidates; left an estate valued at $191,- 
908.09. R. J. Mackenzie, a former di- 
rector of the Canadian Northern Ry., and 
a son of Sir William Mackenzie, formerly 
President of tKat company, and A. J. 
Reid, of the C.N.R. legal staff, are the 

Baron Cunliffe, Governor of the Bank 
of England, who died suddenly in Lon- 
don, Jan. 5, was a director of the North 
Eastern Railway Co. of England. 

Chas. P. Disney, whose appointment 

as acting Engineer of Bridges, Eastern 
Lines, Canadian Northern Ry., Toronto, 
was announced in our last issue, was 
born at Montreal, June 11, 1877, and 
from 1902 to 1!)0.") was bridge drafts- 
man. Dominion Bridge Co., Montreal; 
1905 to 1906, steel checker. Locomotive 
& Machine Co., (afterwards Montreal 
Locomotive Works), Montreal; 1906 to 
1907, taking a course at Institute of 
Technology, Boston, Mass.; 1907 to 1914, 
designing and estimating. Bridge En- 
gineer's office. National Transcontinental 
Ry., Ottawa; Oct., 1914 to Sept., 191.'), 
in bridge department. Intercolonial Rv., 
Moncton, N.B.; 1915 to 1919, on military 
service, being for 18 months a sapper 
with the Canadian Engineers, and then 
3 years consecutively. Lieutenant and 
Captain in the Royal Engineers, his ser- 
vice in France being continuous for four 

J. L. Englchart, Chairman, Timiskani- 
ing and Ontario Ry. Commission, left 
Toronto .Jan. 7, for Santa Barbara, Cal., 
intending to remain there until May. His 
resignation has not been accepted by the 
Ontario Government, but it is said that 
he will not withdraw it, as he is deter- 
mined to retire, on account of the state 
of his health. 

Geo. H. Ham, of the C.P.R. headquar- 
ters staff, left Montreal, Jan. 13, for the 
Southern States, expecting to be away 
about three months. 

D. B. Hanna, President, Canadian Na- 
tional Rys., left Toronto Jan. 17, with 
Mrs. Hanna, and their two daughters, 
for Miami, Florida, expecting to remain 
there about three weeks. 

Anton Lund Hertzberg, whose retire- 
ment from C.P.R. service was announced 
in our last issue, died at Toronto, Jan. 31, 
after a short illness. He was born at Hor- 
ton, Norway, April 30, 1855, and came to 
Canada early in 1880, since when he was, 
to 1883, in G.T.R. service. In 1883 he 
was appointed Chief Engineer, Credit 
Valley Ry., and Toronto, Grey and Bruce 
Ry., and when they were taken over by 
the C.P.R., he remained with that com- 
pany, as Resident Engineer at Toronto, 
and was for two years Engineer, 
Maintenance of Way Department, Mont- 
real, after which he was appointed En- 
gineer, Ontario Division, later Ontario 
District, at Toronto. He retired from 
active service Jan. 1, after 37 years of 
continuous service with the company. 
The funeral, which took place at Toronto, 
Feb. 2, was attended by a number of his 
former colleague*. 

Gerald Hiam, District Freight Agent, 
C.P.R., Cleveland, Ohio, was married at 
Fort William, Ont., recently, to Miss D. 
C. Young, daughter of Lt.-Col. S. C. 

Miss Dorothy C. Jones, elder daugh- 
ter of F. W. Jones, of Victoria, B.C., 
who for many years occupied prominent 
positions in the C.P.R. service at Winni- 
peg, was married Jan 3, to Lt.-Com- 
niander D. S. Lambert, R.N., son of the 
late Major General Lambert, C.B., of 
Hampshire, Eng. 

Zebulon Aiton Lash, KC, Senior Coun- 
sel, Canadian National Rys., died at To- 
ronto, Jan. 24 after an illness lasting 
several weeks, and culminating in a 
stroke of paralysis, Jan. 11. He was 
born at St. John's, Nfld., Sept. 29, 1846, 
and educated there, at Dundas Ont., and 
Toronto University and was called to 
the Ontario bar in 1868, and made a 

Q.C., in 1879. He was appointed Deputy 
Minister of Justice for Canada in 1872, 
under Hon. Alex. Mackenzie's ministry, 
resigning in 1876, and has since been 
a partner in the legal firm of Blake, 
Lash, Anglin and Cassels, Toronto. He 
was for many years a director of the 
Canadian Northern Ry. Co., and its Gen- 
eral Counsel, and at the time of the tak- 
ing over of the railway by Canadian Na- 
tional Rys., he was a director, and Vice 
President and General Counsel. He was 
also President, Great North Western 
Telegraph Co., a director of the Sao 
Paulo Tramway, Light and Power Co., 
Mexico Tramway Co., Rio de Janeiro 
Tramway, Light and Power Co., and a 
number of other companies, and also of 
the Canadian Bank of Commerce and 
National Trust Co., as well as occupy- 
ing positions on the boards of Toronto 
University and several other public in- 
stitutions. He was buried at Forest 
Lawn Mausoleum, Toronto. 

James McGregor, Superintending En- 
gineer, Halifax Ocean Terminals, Cana- 
dian National Rys., is visiting in Scot- 
land and expects to spend some time 

R. Marpole, General Executive As- 
sistant, C.P.R., Vancouver, B.C., and Mrs. 
Marpole, left there, Jan. 12, to spend 
some time in Southern California 

Flight Lieut. J. A. Middleton, whose 
death as a wounded prisoner in Ger- 
many, in June, 1917, was reported only 
recently, was born at Toronto in 1888, 
and educated in Natal, South Africa, 
and Edinburgh, Scotland. In 1906 he 
joined the C.P.R. engineering staff, and 
was engaged on bridge work in British 
Columbia at the outbreak of war. He 
enlisted in Lord Strathcona's Horse, and 
wont to France with that regiment, 
transferring later to the 7th Cameron 
Highlanders. Having joined the air ser- 
vice, he served as a pilot with the Royal 
Flying Corps in 1916 and on March 24 
of that year, during a heavy enemy at- 
tack, his machine was forced down within 
German lines. A younger brother, 
Lieut. A. S. Middleton, who died of 
woudns after the battle of Loos, in 
France, was formerly on the Canadian 
Northern Ry. engineering staff. 

R. P. Orm.sby, Secretary, Canadian 
National Rys., expects to leave Toronto 
early in February, to spend about two 
months in England. 

F. O. Parent, , agent, G.T.R., Pem- 
broke, Ont, died suddenly at Rockland, 
Ont., Jan. 12 One brother, F. A. Parent, 
is agent, G.T.R. , Casselman, Ont. 

F. H. Phippen K.C., is expected to re- 
turn to Toronto, from England, about 
the middle of February. 

J. A. Pratt, station agent, Canadian 
National Rys., Riviere du Loup, Que., 
died there suddenly, Jan. 23, aged 64. He 
was in Intercolonial Ry. service for sev- 
eral years. 

Hon. J. D. Reid, Minister of Railways 
and Canals, and Mrs. Reid, left Ottawa 
Jan. 23, for St. Augustine, Florida, to be 
absent about a month. 

F. Rioux, formerly Assistant to Presi- 
dent, Reid Newfoundland Co., St. John's, 
Nfld., and who went overseas in 1916 as 
a second lieutenant in the British Army 
Service Corps, was released from mili- 
tary service recently and has been visit- 
ing friends at St. John's, subsequently 
returning to Montreal, where he will live 
in future. 



February. 1920. 

I.irut.-Col. Illair Kiplry, ( .H.K.. D.S.O. 

\vhi)?n' n|i|Miintmfiil u.t Kin:iiu-4r, Ontnnn 

I),.', ,1. i ]■ l; . I. .,..1.1.., N,;, ., .>..Min.. .i 






tu . ■ . 

tion. ).> 
tohn m 


1 Ull» <]L 

> II., ond 
ui.l Mon- 
. l'.'ii:>. Chii-f 
. St. Marys 
from ly04 to 
of Coiislruc- 
aion t'o.: 11*05 


M »..,rv. W.l.l'.U., 

, H.l'.; 1U07 to May 1, 
Kncinwr on pradc revi- 
BiMii. < I K . .MapU- (reek to Medicine 
Hat, AlUi.; Resident Knjrineer on field 
work, U'thbrid»re viaduct, C.I'.R.; Assist- 
ant Kn»rineer in charRe. Old .Man River 
viaduct. C.r.R.. Macleod. Alia.; Assist- 
ant Engineer in ehnr^e. Outlook viaduct, 
C'.P.R.. Outlook. Sask. On the comple- 
tion of these works he wa.s sent by the 
C.P.R. to Nova Scotia to report on bet- 
terments and improvements for the Do- 
minion Atlantic Ry.. and to organize and 
prepare for the replacement of some 
larjre and difficult bridKes on the waters 
of the Kay of Fundy. In 1912 he was 
appointe<l Engineer in chnrpe of Grade 
Separation, C.P.R. , North Toronto. In 
1916 he was appointed Lieutenant-Col- 
onel of the Canadian Railway Troops 
1st Battalion, rai.-^ed for general rail- 
way an<l bridire construction work at 
the front. He was given the D.S.O. for 
services in the field and at the close of 
the war was made a Commander of the 
Order of the British Empire. 

J. K. I.. Ros.«, director, C.P.R., and who 
recently retired from the Dominion Steel 
Corporation's board of directors, has 
been elected a director of the Consoli- 
dated Mining and Smelting Co. of Can- 
ada, succeeding the late W. D. Matthews, 
who was also a C.P.R. director and 
father of Mrs. Ross. 

Hon. N. W. Rowell is acting Minister 
of Public Works at Ottawa. 

W. A. Sibbett, who was engaged by 
the Colombian Government recently to 
sur\-ey the harbor at Barranquilla for 
extensive water front improvements, was 
bom at Bracebridge. Ont., Nov. 4, 1890, 
and educated at Barrie, Ont., and To- 
ronto Univerf.ity graduating with honors 
in civil engineering in 1911. He quali- 
fied as an Ontario land surveyor in 1912, 
and after spending some time on muni- 
cipal work was engaged as a surveyor 
on the C.P.R. at North Bay, Ont. In 
1915 he surveyed harbors in British Co- 
lumbia for the Dominion Government. 
He enlisted for active service in 1915 and 
went overseas as lieutenant in the 122nd 
Muskoka Battalion, just prior to which 
he qualified as a Dominion land sur- 

Mrs. Somers, wife of G. O. Somcrs 
died at St. Paul. Minn., Jan. 12, and was 
buried at Toronto. Mr. Somers, enter- 
ed railway service at Toronto in 1879 
as telegraph operator. Northern Ry., and 
was subsequently assistant agent, re- 
lieving agent, station agent, and clerk 
to Superintendent of that road; from 
1880 to 1H82 he was in private business 
in Chicago. 111.; 188:! to 1885 succ»'s- 
sively, clerk in General Freight Depart- 
ment; acting General Baggage Agent, 
and chief clerk. General Passenger and 
Ticket Department. C.P.R.. Winnipeg; 
188fi. chief clerk. General Passenger and 

Ticket tifllci I ' hi- 

rng". 111.; I -er 

A,-. T.I. liuliit ,,iilic 

•;.. .Muh., 1.VS7 to .Sept.. 
vely chief clerk, (leneral 
i ii-parlnient, an<l A.i.«islant 
GeiKiiil 1' I eight Agent, (ireat Northern 
Ry., St. Paul, Minn. In Sept.. 1904, he 
was appointed (ieneral Freight .Xgent, 
(Ireat .Northern Ry., and later was trans- 
ferred to a similar position on the ('hi- 
cago (Jreat Western Rd., which position 
he resigned in 1912 to enter the Canada 
Bond Co., Toronto. Shortly afterwards 
he resigned and returned to the United 
States and has latterly been in United 
States Railroad Administration's ser- 

R. W. Stovel, who was appointed Con- 
sulting Engineer, Westinghouse, Church, 
Kerr and Co., recently, was born at To- 
ronto Feb. 22, 1877 and educated at 
U|)|)er Canada College Toronto, Ridley 
College, St. Catharines, Ont., and Mc- 
Gill University. He entered Westing- 
house Church, Kerr & Co.'s service in 
1898, and all of his work has been in the 
U.S., with the exception of the design 
and construction of the C.P.R. passen- 
ger terminal and steamship pier at Van- 
couver, B.C. He enlisted for active ser- 
vice with the U.S. Army in Oct., 1917, 
and went to France with the Chief En- 
gineer of the Transportation Service, and 
in Aug., 1918 was appointed Electrical 
and .Mechanical Engineer in charge of 
the Pier Utilities Branch, Terminal Fa- 
cilities Division, and in the following 
month was made chief of that division in 
charge of all French terminal facilities 
under the U.S. Army Transport Service's 
jurisdiction, with the rank of lieutenant- 

Thomas Dennis Utiey, whose appoint- 
ment as Car Foreman, C.P.R., Weyburn, 
Sask., was announced in our last issue. 
was born at Leytonstone, London, Eng., 
Nov. 1, 1890, and entered railway ser- 
vbice, Jan. 5, 1907, since when he has 
been to Mar. 4, 1910, .Assistant Inspector 
London Tilbury and Southend Ry., Lon- 
don, Eng.; Apr. 4 to May 21, 1911, la- 
borer. May 22 to June 24. 1910. car 
cleaner, and June 25, 1910 to Mar. 29, 
1911, car repairer, C.P.R., Winnipeg; Oct 
20, 1911 to Sept. 28, 191.!, to Nov. 16, 
1919, Car Inspector C.P.R., Swift Cur- 
rent, Sask. He was for a short while 
in Grand Trunk Pacific Ry.'s service as 
car repairer at Rivers, Man. 

Hugh B. Walkem. Assistant District 
Engineer, C.P.R., Vancouver, is on sick 
leave, spending the winter in Southern 
California. He was one of the engineers 
engaged in the original location, and 
subse(iuent construction and mainten- 
ance, of the C.P.R., and has been in that 
company's service for nearly 39 years. 

L. D. Walker, who has been appointed 
Waterworks Engineer and Inspector, 
Canadian Fire Underwriters' Associa- 
tion, Toronto, was, for a time in 1907, 
engaged as an engineer in the Mainten- 
ance of Way Department. C.P.R., at 
Montreal, and later, entered Grand Trunk 
Pacific Ry. service, being engaged on the 
construction at the Fort William term- 
inals and the Lake Superior Branch. 
From 1909 to 1911 he was in the Chief 
Engineer's office, G.T.P.R., Winnipeg, 
and from 1911 to 191:!. Assistant Engin- 
eer, Algoma Central and Hudson Bay 
Ry.. Sault Ste. Marie. Ont.. resigning in 
1911!. on receiving an appointment under 
the Dominion Public Works Department 
at Sault .Ste. Marie. Ont. 

G. T. Waufjh, station agent, G.T.R.. 
York. Ont., retired from active service. 

Dec. :il, HMU, after .10 yearn with the 
company. On Jan. 5 he was preiient4Ml 
with II club Iwjg by the Icxal xtufT and 
left fi.r California. 

Acceptanro of Canadian .Montv at 

Par on MiihiKan Central Rd. 

in Canada. 

We have been favored with copies of 
the following telegrams: 

Frimi John Bridge. President. West- 
em Ontario United Boards of Trade, to 
Chief Comnii.-'sioner, Board of Railway 
Commissioners, Ottawa, Jan. 10. "Din- 
ing car and Pullman conductors on 
Michigan Central between Niagara and 
Windsor are refusing to accept <'ana- 
dian currency in payment for meals or 
other service. Crews are apparently act- 
ing in good faith, under misapprehension 
of instructions from I'nited States Rail- 
road Administration. Hope that prompt 
measures can be taken to present this 
injustice on Canadian soil." 

From Chief Commissioner, Board of 
Railway Commissioners, to John Bridge, 
Jan. 12, "Telegram re .Michigan Central 
received. Am taking energetic mea- 

From Chief Commissioner. Board of 
Railway Commissioners, to D. W. Don- 
ahue. Superintendent, Michigan Central 
Rd., St. Thomas. Ont., Jan. 12. "Com- 
plaint just received that your employes, 
acting under instructions, are refusing 
to accept Canadian currency for Pullman 
and dining car service. Please .see this 
is discontinued immediately, and wire 
me to that effect." 

From D. W. Donahue, Superintendent, 
.M.C.R., St. Thomas, Ont., to Chief Com- 
missioner, Board of Railway Commis- 
sioners, Jan. 12. "Your wire date. In- 
structions referred to are addressed to 
agents, conductors, etc., in the United 
States. Canadian currency or coin is ac- 
cepted at par in Canada." 

From Chief Commissioner, Board of 
Railway Commissioners, to John Bridge, 
President, Western Ontario United 
Boards of Trade, London, Ont.. Jan. 12. 
"Michigan Central wires Canadian cur- 
rency is accepted at par in Canada." 

From John Bridge. London. Ont., to 
Chief Commissioner, Board of Railway 
Commissioners, Jan. 1.'!. "Wires receiv- 
ed on Jan. 9 and 10. Pullman and din- 
ing conductors Michigan Central west- 
bound passenger train 2:!, ButTalo to De- 
troit, refused to accept Canadian money 
for services rendered on Canadian soil. 
Understand now these crews placed 
wrong interpretation on order issued by 
U.S. Railway Board." 

Railway Employes* Voting — Polls 
were opened nt n number of railway 
centers prior to Jan. 1. for the municipal 
elections in Ontario cities. It was re- 
ported .Ian. 6. in Stratford. Ont.. that in 
the two days the poll was open only 11 
votes were recorded, and that the cost 
of recording them was $24. 

Rarsa-Bagdad Ry. — .\ London. Eng., 
cablegram of Jan. 1, states that it is ex- 
pected to have the Barsa to Bagdad 
railway in .\siatic Turkey completed for 
traffic at an early date. Construction is 
reported to be progressing at the rate of 
14 miles a day. A daily passenger train 
is expected to make the trip in 28 hours 
at the opening of the line, which will be 
rinluced to about 12 hours when the line 
is got into thorough working order. 
Freight trains will, it is stated, make 
the trip in 48 hours. 

February, 1920. 



Railway Rolling Stock Orders and Deliveries. 

Canadian National Rys. have received 
3 sleeping cars from Canadian Car and 
Founrry Co. 

Canadian National Rolling Stock Ltd., 
has ordered 80 cabooses from Canadian 
Car and Foundry Co. 

Canada Creosotinjr Co. has ordered 50 
tram cars, and 54 sets of running gear' 
from Canadian Car and Foundry Co. 

The G.T.R., to Jan. 10, received 44 
steel fram bo.x cars, 80,000 lb. capacity, 
from Canadian Car and Foundry Co. 

Algoma Steel Corporation has ordered 
2 standard gauge car trucks, 80,000 lb. 
capacity, from Canadian Car and Foun- 
dry Co. 

Bedford Construction Co., St. John, 
N.B., has bought one 20 yd. steel dump 
car from Canadian Car and Foundry 

The Grand Trunk Pacific Ry. is hav- 
ing a further 1,500 cars repaired by 
Canadian Car and Foundry Co. at Fort 
William, Ont. 

The G.T.R. has received 44 box cars 
and 2 stock cars, and 233 repaired box 
cars and 138 repaired hopper cars from 
Canadian Car and Foundry Co. 

The Canadian National Rys., has invit- 
ed tenders to be sent in by Feb. 10, for 
the following rolling stock, — 2,000 box 
cars, 40 tons capacity; 500 refrigerator 
cars, 30 tons capacity; 500 general ser- 
vice cars (coal), 50 tons capacity; 350 
ballast cars, 50 tons capacity; 20 bag- 
gage cars, 73',^ ft. long; 18 sleeping cars, 
12 dining cars, 30 Pacific type locomo- 
tives, and 20 switching locomotives. 

Canadian National Rys. have received 
6 six wheel switching locomotives from 
Canadian Locomotive Co., completing an 
order for 25, placed Jan. 28, 1919, with 
Canadian Locomotive Co., and illustrat- 
ed in our last issue. Following are the 
chief details: 

Weight in workinK car l.'iO.OOO lb. 

Wheel base, engine 12 ft. 

Wheel base, engine and tender 41 ft. IVt in. 

Heating surface, fire box 132 sq. ft. 

Heating surface, tubes and arch tubes 

1449.7 sq. ft. 

Heating surface, total 1,581.7 sq. ft. 

Driving wheel, diar 51 in. 

Driving wheel, centers cast iron 

Driving journals, diar. and lenKth....8H x 11% in. 

Cylinders, diar. and stroke 21 x 26 in. 

Boiler, type Straight top 

Boiler, pressure 180 lb. 

Tubes, no. and diar 157 — 2 in. 

24—5% in. 

Tubes, length 12 ft. 5 in. 

Airbrakes Westinghouse E.T. 6 

Packing Metallic 

Fire brick Security 

Valve motion Walschaerat 

Cab Steel, wood line 

Headlight 10 Pyle National type K. and 

15 Schroeder Electric Taylor and Arnold casing 

Weight of tender, loaded 96.000 lb. 

Water capacity 3.800 imp. gals. 

Coal capacity 6 tons 

Truck type 4 wheel arch wire 

Steel, dair 33 in. 

Wheel, type.... 10 Davis C and 15 cast iron chilled 

Journal, dair. and length 4Vi x 8 

Break beam Simplex 

The Jamaica Government Ry. has 
ordered 7 twelve wheel (4-8-0) locomo- 
tives from Canadian Locomotive Co. 
They are duplicates of an order placed 
in Oct., 1919, except that the present 
ones are to be equipped with superheat- 
ers. Following are the chief details: 

Weight in workint; order on drivers 110,000 lb. 

Weight in working order total 140.000 lb. 

Wheel base engine, rigid 12 ft. 9 in. 

Wheel base, total 23 ft. 

Wheel base, engine and tender 50 ft. 2 in. 

Heating surface, fire box and arch tubes 

148 sq. ft. 

Heating surface, tubes 1,355 sq. ft. 

Heating surface, total 1,503 sq. ft. 

Driving wheel diar 46 in. 

Driving wheel centers Cast iron 

Driving journals, diar. and lenffth 8H in. x 10 in. 

Cylinders, diar. and stroke 19 x 26 in. 

Boiler, type Straight top 

Boiler, working pressure 190 lb. 

Tubes, no. and diar 139—2 in. 

21—5% in. 

Tubes, length 18 ft. 4 in. 

Air brakes Westinghouse E.T. 

Packing Metallic 

Superheater Locomotive Superheater Co. type A 

Valve motion Walschaert 

Headlight Electric 

Weight of tender, loaded 94,100 lb. 

Tank capacity 3,600 imp. gal. 

Tank type U shape 

Coal capacity 1,400 lb. 

Track, type 4 wheel arch bar type 

Wheel, diar 33 in. 

Wheel, type C.I. center with steel tires 

Journal, diar. and length 4Vi x 8 in. 

Urake beam Simplex high speed 

Belgian Rolling Stcck Orders. 

The Belgium State Railways have 
ordered 75 consolidation (2-8-0) locomo- 
tives from American Locomotive Co., 
Schenectady, N.Y, The Belgian railway 
standard train connections, front and 
rear, will be included in the equipment, 
but the general design will be the Amer- 
ican Locomotive Co.'s. Following are 
the chief details: 

Gauge 4 ft. 8'A in. 

Cylinders, diar. and stroke 24 x 28 in. 

Driving wheel, diar 59.84 ft. 

Boiler, outside diar : 68 in. 

Boiler pressure 200 lb. 

Firebox, length and width 96 x eOVi in. 

Tubes, no. and diar 160 — 2 in. 

26-5% in. 

Heating surface, superheater 564 sq. ft. 

Heating surface, tubes 1,292 sq. ft. 

Heating surface, arch tubes 25 sq. ft. 

Heating surface, arch tubes 25 sq. ft. 

Heating surface, firebox 150 sq. ft. 

Heating surface, total 2,031 sq. ft. 

Heating surface, superheating 510 sq. ft. 

Grate area 40 sq. ft. 

Wheel base, driving 19 ft. 6 in. 

Wheel base, engine 28 ft. 

Wheel base, engine and tender 54 ft. 

Weight, leading truck 22.000 lb. 

Weight, driving truck 164,000 lb. 

Weight, total engine 18G.000 lb. 

Weight, tender 117,000 lb. 

Maximum tractive effort based on eS^c boiler 

pressure 35.000 lb. 

Factor of adhesion 4.7 

Limiting weight, per axle 42,900 lb. 

Tender type 6 wheel 

Capacity, water 6,340 U.S. gal. 

Capacity, coal 7 metric tons 

Superheater Locomotive Super- 
heater Co. fire box tube, type and cross header 

Airbrakes Westinghouse. French automatic 

Sanders Lambert 

Couplers Bel- 
gian standard screw link with 2 spring buffers 

Brake Belgian standard 

London, Eng., press dispatch, Jan. 22. 
— The Belgian Minister of Railways is 
here negotiating for the purchase of 50 
locoiritives and 3,000 cars from Cana- 
dian manufacturers through the Cana- 
dian Government. The contracts will 
be signed as soon as the Canadian Fi- 
nance Minister consents to an advance 
of credit. Belgium only had about $11,- 
000,000 of the $25,000,000 granted last 
year. This credit, with others in Europe, 
expired at the end of December. The 
total unused amount will be advanced 
when good propositions are put forward. 
Belgium hopes to obtain a credit for 
needed rolling stock amounting to about 

Ottawa press dispatch, Jan. 27. — It is 
said here that large United States firms 
are interested in the fact that the Bel- 
gian Government is in the market for 
50 locomotives, 18,000 freight cars and 
a number of passenger cars. Whether 
they will gel any of the business de- 
pends on the Belgian Government, which 
now has the Canadian offer before it to 
accept Belgian Government 5 %'/<-, five 
year treasury bonds in payment for the 

locomotives and cars. Sir Henry Dray- 
ton's proposal that the companies them- 
selves should extend five-eighths of the 
credit and the Dominion Government the 
balance has been accepted by the com- 
panies. A 50-50 basis was originally 
suggested by the companies. 

The Chief Railway Commissioner 
on Applications for Rehearings. 

Hon. F. B. Carvell, Chief Commission- 
er, Board of Railway Commissioners, at 
a sitting of the commission in Montreal, 
Jan. 20, at which the Canadian Freight 
Association, on behalf of the C.P.R., the 
G.T.R., and the Canadian National Rys., 
asked for a rehearing of the joint freight 
tariffs order of Aug., 1919, is reported 
to have said: "What interests me in this 
matter is that nothing this board ever 
does seems to be accepted as final. When- 
ever a judgment is made and the rail- 
ways do not like it, back they come try- 
ing to get the case reheard. In this par- 
ticular matter the board issued an order 
in August last. Why was it not obeyed? 
Why this request that the case should be 
reopened. I have not been long on the 
board, but since I have been there have 
been two occasions on which cases have 
been asked to be retried. If the applic- 
ants can show that the board's order 
took any person by surprise, or is not 
sound in law why all right, but if it is 
simply because you don't like the order 
that you ask to have the case reheard 
then I do not feel like hearing it again. 
I find no fault with you for coming back 
if you think you have a real case, but I 
find it creeping up all the time that when 
an order is not pleasing to the railways, 
they come back to endeavor to have it 
changed. They seem to want to treat this 
board as if it was nothing more than a 
rubber stamp. Every order this board 
has made has only been made after we 
have given it the most careful considera- 
tion. In fact I have been rather sur- 
prised at the amount of work in connec- 
tion with each case and I have reached 
the opinion that in what we are doing 
we are giving you our best well consider- 
ed judgment. I'll admit that decisions 
are not reached as quickly as it is 
thought they should be, but I contend 
that every case is thoroughly considered 
in all its phases before an order is made. 
That being so, you must have very good 
grounds before you can ask for a re- 

New Brunswick Workmen's Compen- 
sation Act — The board appointed by the 
N.B. Government to carry out the Work- 
men's Compensation Act of 1918, issued 
on Dec. 29, 1919, a notice containing 
the rate of assessment to be made upon 
the pay roll of every concern in the pro- 
vince for the purpose of the act. The 
amount of the pay roll is to be ascer- 
tained under conditions prescribed in the 
act, and the rate of assessment is set 
out in a schedule attached to the notice. 
The operation of steam and electric rail- 
ways, railway car shops, steel and 
wooden shipbuilding yards; wrecking and 
salvaging, towing, express companies' 
operations, bridge building and a vari- 
ety of other occupations affecting trans- 
portation interests come under the act. 

W F. Barry, Commercial Agent, Can- 
adian National Rys., San Francisco, Cal,, 
in renewing his subscription to Canadian 
Railway and Marine World, virrites: "It 
is a pleasure to continue receipt of your 
very newsy and useful paper," 


February. 1920. 

Trallic Orders by Board of Railway Commissioners. 

lUilwo) TolU (.'untinurit in Kffrft. 

tJtncnil oiticr 276. Doc. 31. llUtt. Ro 

iirdor In rnuncil IftO.'l. •« nmontlcd. oiul 

' " • "> and in pursunnco of the 

t. rrf<l upon thf l>oaril by bi-c. 

Rnilwny Aft, ll»l»: It is 

'iiTt to the provisions 

\.l, llM'.i. the tolls of 

- in I'fTiTt as of this 

(Int.-, 11!. I.I II I. y riintinued in effect, on 

•nd from .Inn. 1, I'.'^O. 

Keculatiuns KesprclinR Tariffs. 

General order 277, Dec. 2'J. 19ia. Re 
indiratine rhanires in tolls in frciifht, 
I " -5, telephone, and tele- 

in pur.Hunnce of the 
upon the board by the 
•. 1 ;'!".', sec. .'124, and upon 
! 1 iillio Oiricer's report and re- 
. .11. It i.s ordered that freiKht, 
pa--.iiLi r. express, telephone, and telc- 
»rniph tariffs, and supplements thereto, 
applyinir between points in Canada, or 
from a point in Canada to a foreign 
countrj-. hereafter filed with the board, 
shall, e.vcept as hereinafter provided, in- 
dicate advances thereby made by the sym- 
bol "A." and reduction by the symbol 
"R," with the neces.sary explanatory 
note, in the folIowinR manner, viz.: 

1. In schedules which show the rates 
opposite the station, the proper symbol 
to be shown acainst each rate, or each 
rule or regulation, chanped. 2. In sched- 
ules in which the rates appear in a table 
.separated from the station list: (a) Un- 
less the station grroupinps have been va- 
ried relatively to their rates; the proper 
symbol to be shown in the rate table in 
the manner prescribed in sec. 1 hereof; 
(h) If the station proupingrs have been 
varied relatively to their rates; the pro- 
per symbol to be shown af^ainst the re- 
ference on the station page to the rate 
table, and apainst each rule or regula- 
tion changed. 

Provided that if the columns of rates 
are so close together as to leavq insuf- 
ficient space for the symbols, and in such 
cases only, increases shall be printed in 
full-face type, and reductions in italics, 
with the necessary explanatory note. 
Provided, also, that if it is found im- 
practicable to indicate changes in a 
schedule by either of the methods herein 
prescribed, application may be made to 
the board, accompanied by a printer's 
proof of the proposed schedule, for relief 
from the provisions of this onler in such 
case. And it is also ordered that the 
character of the schedule be showrn at 
the top of the title page, thus: "Ad- 
vance," "Reduction," "Reissue," "New- 
Rate (or rates)" and so on, as the case 
may be. General order 275, Dec. 16, 
1919, is rescinded. 

Express Companies' Tariffs. 

General order 278, Jan. 3. Re the 
Railway Act. 1919, Sec. 360. and ex- 
press companies' tariffs. It is ordered 
that, subject to such order or orders as 
the boani may from time to time issue, 
all express companies within the legis- 
lative authority of the Parliament of Can- 
ada be authorized to charge the express 
tolls published in their respective tariffs 
filed with the board. 

Fresh Fruit Rates to Manitoba. 

General order 279, Jan. 5. Re com- 
plaint of Vinemount Orchard Co.. Vine- 
mount, against rate on fresh fruits to 
Winnipeg, as shown in Canadian Freight 
Association's Special Commo<lity Tariff 

t .K.l . 19. effective Aug. 20. 191«. Upon 
hearing the submissions of the C.P.K.'s 
freight trnflU- manager, on behalf of the 
railway cunipnnies interested her«*in. ot 
Ottawa. Sept. 16. 1919, the Canadian Pa- 
cific, Grand Trunk and Canadian Na- 
tional Railways, the Canadian Freight 
Association, and the Dominion Depart- 
ment of Agriculture's fruit branch, being 
represented and upon the board's Chief 
Traffic Officer's report and reading the 
written submissions filed subsequently 
on behalf of the Department of Agricul- 
ture's Fruit Commissioner, and it ap- 
pearing that the tariff contravenes the 
board's order of Oct. 10, 1904, in the 
complaint of the Ontario Fruit Growers' 
Association, and order 8,207, Sept. 27. 
1909. dismissing the Canadian Freight 
Association's application for an order 
rescinding the order of Oct. 10. 1904; it 
is ordered that the Canadian Freight 
Association's Tariff C.R.C. 19. effective 
Aug. 20, 1918, be disallowed. And it is 
further ordered that the Canadian 
Freight Association, in virtue of the au- 
thority thereupon conferred by powers 
of attorney of the railway companies in- 
terested herein, forthwith publish and 
file a tariff restoring the rates on fresh 
fruits from points in Ontario and Que- 
bec to Winnipeg, Portage la Prairie, and 
Brandon, prescribed in the order of Oct. 
10, 1904. as increased by authority of 
order 212, .Ian. 1.5, 1918, and as further 
increased by order in council 1,863, July 
27, 1918; the said increases having been 
continued in effect by general order 276, 
Dec. 31, 1919. 
Transportation for Private Secretaries. 

General order 281, Jan. 12. Re appli- 
cation 2, Dec. 30, 1919, of Railway Asso- 
ciation of Canada, under the Railway 
Act, 1919. sec. 345. for permission to 
issue free or reduced rate transportation 
to the classes of persons specified in the 
application. Upon reading the applica- 
tion, and considering what was filed in 
support thereof, it is ordered that rail- 
way companies within the legislative au- 
thority of the Parliament of Canada be 
permitted until further order, to issue 
free or reduced rate transportation to the 
following class of persons, viz.: Private 
.secretaries of ministers of the Dominion 
Government, including the private sec- 
retary of the leader of the opposition. 
Sand and Gravel Rates From York, Ont. 

28,163, Dec. 22, 1919. Re complaint of 
York Sand & Gravel Co.. Toronto, 
against rates on sand and gravel from 
York to private sidings and team tracks 
on G.T.R. in and contiguous to Toronto. 
Upon hearing the complain in Toronto, 
Oct. 31, 1919. the complainant, the Can- 
adian Manufacturers' Association, the 
Toronto Board of Trade, the G.T.R., be- 
ing represented at the hearing, and 
upon reading the further submissions 
filed, and the report and recommenda- 
tion of the board's Chief Traffic officer, 
it is ordered that the G.T.R. be directed 
to publish and file a tariff, which may 
be made effective Jan. 1, 1920, showing 
the following rates in cents per 100 lb. 
on sand and gravel, in car loads, from 
York, Ont.: 
EMt of Churrh St. to CoxwcU Avr. »nH 

Don Valley 2\c 

Church SL to South Parkdalc and Dundaa 

at. briduM »f 

Wrot of South Parkdalc to Swanwa. wnt 

i.f nundaii St. briilirM to W«t Toronto... SHt 
North ..f l>un<lR» St. bridir« to Davenport SHc 
Mimiro. Nrw Toronto and Brit Line beyond 

Davenport to Daviarnie ( Merton St.) t^c 

That the minimum weight be the 
marked capacity of the car; except that 
when cars fully loaded will not contain 
the marked capacity, the minimum shall 
be the actual weight, but not less than 
60.000 lb. 

That the rate to New Toronto be ex- 
clusive of delivery on manufacturers' 
siding at that point. 

Grand River Ry. Pasiienger Tariff. 

29.192. Dec. 30, 1919. Re the oppli- 
cation of the Grand River Ry. under the 
Railway Act. 1919. .sec. 534. for ap- 
proval of its Standard Passenger Tariff 
C.R.C. 14. The said tariff having been 
filed on the basis permitted by order 
29,145, of Dec. 12, 1919, to become ef- 
fective Jan. 12, 1920. it is ordered that 
it be approved; the tariff, together with 
reference to this order, to be published 
in at least two con.secutive issues of the 
Canada Gazette. 

Fredericton and Grand I..ake Coal and 
Ry. Co.'s Tariff. 

29.202. Dec. 27. 1919. Granting appli- 
cation of Fredericton & Grand Lake Coal 
and Ry. Co. under the Railway Act, 1919, 
sec. 323, for approval of a bylaw, passed 
Oct. 7. 1919. authorizing the company's 
Passenger Traffic Manager and Assist- 
ant Freight Traffic Manager, to prepare 
and issue tariffs of the tolls to be charg- 
ed for carriage of passengers and freight 

New Brunswick Coal and Railwav Co.'s 

29.208, Dec. 31, 1919. Re application 
of C.P.R. as lessee exercising 
of the New Brunswick Coal & Ry. Co., 
under the Railway Act. 1919, sec. 323, 
for approval of order in council of New 
Brunswick Government, passed Dec. 9, 
1919, authorizing Passenger Traffic Man- 
ager and Assistant Freight Traffic Man- 
ager of New Brunswick Coal & Ry. Co. 
to prepare and issue tariffs of tolls to be 
charged for carriage of passengers and 
freight. Upon reading the order in 
council, and it appearing that the in- 
tention is to authorize the officials named 
therein to prepare and issue tariffs of 
tolls to be charged in respect of the rail- 
way owned by it and operated by the 
C.P.R. , it is ordered that the order in 
council be approved. 

Cartage Allowance to Canada Sugar 
Refining Co. 
29.217, Dec. 27, 1919. Re application 
of C.P.R. for an order rescinding order 
28,630, Aug. 8, 1919, disallowing the 
company's tariff C.R.C. no. E-3,369, in 
so far as it provided for a cartage al- 
lowance of l^ic per 100 lb. to Canada 
Sugar Refining Co., Montreal, in lieu of 
intersw itching by G.T.R. It appearing 
that the G.T.R. distance from the Can- 
ada Sugar Refining Co.'s refinery to the 
point of interchange with the limitation 
of 4 miles, as defined in general order 
252, and that, therefore, the movement 
over the G.T.R. is not regulated by the 
provisions of sec. 15 of said general 
order, and upon reading what is filed on 
behalf of the railway comjiany, and the 
report and recommendation of the 
board's Chief Traffic Officer, is is ordered 
that order 28.630, Aug. 8. 1919. be re- 

Freight Rates to Seattle and Tacoma 

for Export. 
29.231, Jan. 9. Re complaints of 

February, 1920. 



Riordon Sales Co., the Ha Ha Bay Sul- 
phite Co., and the Canadian Export 
Paper Co. of Montreal; Grace & Co., 
the Meishosha Co., and Jardine, Mathe- 
son & Co., of New York; and Caldwell 
& Co., on behalf of Federal Export Cor- 
poration, International Trading Corpor- 
ation, Mitsubishi Goshi Kaisha, Frazar 
& Co., Mitsui & Co., A. D. de Shubirin 
& Co., American Trading Co., Pacific 
Commercial Co., Anderson Meyer & Co., 
China, Japan and South American Trad- 
ing Co., A. G. Kidston & Co., Suzuki & 
Co., and Iwai & Co., of New York, 
against withdrawal of export rates to 
Seattle and Tacoma, Washington, by 
tariff C.R.C. 43, of Canadian Freight 
Association, published to become effec- 
tive Jan. 15. Upon hearing the com- 
plaints at Ottawa, Jan. 7, the com- 
plainants and the Canadian Freight As- 
sociation being represented and what 
was alleged, it is ordered that the Can- 
adian Freight Association be required, 
not later than Jan. 15, 1920, to rein- 
state the rates to Seattle and Tacoma 
in its tariff on freight for export to 
trans-Pacific destinations. 

British Columbia Electric Ry. Fares. 

29,237, Jan. 10. Re complaint of 
Broadview Ratepayers' Association, 
Burnaby, B.C., against fares charged by 
British Columbia Electric Ry. in Broad- 
view District; upon hearing the com- 
plaint at Vancouver, Nov. 21, 1919, the 
complainants and the railway company 
being represented at the hearing, and 
what was alleged, it is ordered that the 
complaint be dismissed. 

Assistant Chief Commissioner McLean 
gave the following judgment, Dec. 28, 
1919: At the board's sittings in Van- 
couver, Nov. 22, 1919, complaint was 
made of the rates, particularly those af- 
fecting Home Payne and Crown Ave. 
stations. As expressed by Mr. Collier, 
one of the parties applicant: "This has 
been argued before by the solicitor for 
the municipality, but the ratepayers' as- 
sociation instructed me to come and make 
a formal protest before this board as to 
what we consider an exorbitant inci-ease 
that was granted the company on this 
line last June. Previous to that we had 
a 50c rate ticket in existence. I will 
mention Home PajTie and Crown Ave. 
stations. At Home Payne the rate was 
5c a ride. Crown Ave. 6c, buying a book 
costing ?3. The new rate to Home 
Payne is 7c, an increase of 2c, the new 
rate to Crown Ave. is 9c, an increase of 
50S^f, which we consider is exorbitant. 
The company in its statement listed 
the old rate on the basis of a 10 ride 
ticket, which in the case of Crown Ave. 
would read 7% to 57c for a 10 ride 
ticket. So far as we were concerned, 
using that station, the 10 ride ticket was 
practically nonexistent, so that to us 
the old rate was 6c and the new rate 
is 9c." 

The stopping points particularly re- 
feiTed to are located on the British Co- 
lumbia Electric Ry.'s Bumaby Lake line, 
which in temis of its charter, is the 
Vancouver, Eraser Valley and Southern. 
The application of the B.C. Electric Ry. 
for increases in passenger rates on that 
line was dealt with by the board in its 
judgment of Nov. 14, 1918. In the in- 
creases for which sanction was asked 
were certain commutation rates. The 
rates herein involved fall in this class. 
The following detail sets out the for- 
mer rate and the rate for which sanc- 
tion was asked. 

s 5 z a 5 z 

Home Payne 4.9 $0.60 $0.70 9.8 $1.25 $1.50 

Crown Ave 5.3 0.90 0.90 9.2 1.25 1.50 

The figures as to earnings and ex- 
penses were carefully analyzed at the 
time, and the conclusion was unescap- 
able that the various increases involved 
\vere justified; and, accordingly, a sanc- 
tion which covered the rates herein com- 
plained of was given. At the hearing 
in Vancouver, additional information as 
to this condition of the line was sub- 
mitted by the railway. Intimation was 
given at the hearing by the Chief Com- 
missioner that on the showing made it 
was improbable that the line could carry 
on on lower rates. While it cannot be 
said that there was much, if anything, 
new in the way of evidence as showing 
that a lower rate basis was justifiable 
at present on the line in question, the 
urgent submissions as to the effect of 
the rate increases has caused the matter 
to stand for further consideration. Fur- 
ther consideration, however, in view of 
the fact that no change for the better 
in the condition of the line in question 
has been shown as compared with the 
date when the original judgment was 
given simply emphasizes the fact that 
the increases allowed are still justifiable. 
The Chief Commissioner and Commis- 
sioner Rutherford concurred. 
Fredericton and Grand Lake Coal and 
Ry.'s Freight Tariff. 

29.263, Jan. 10. Re application of the 
C.P.R., as lessee exercising franchises of 
Fredericton & Grand Lake Coal & Ry. 
Co., under sec. 330, of the Railway Act, 
1919, for approval of its Standard Mile- 
age Tariff, C.R.C. 34; upon the report 
and recommendation of the board's Chief 
Traffic Officer, it is ordered that the said 
tariff of maximum mileage freight rates 
to apply between stations on the Fred- 
ericton & Grand Lake Coal & Ry. Co.'s 
line, be approved; the tariff, with a re- 
ference to this order, to be published in 
at least two consecutive issues of the 
Canada Gazette. 

New Brunswick Coal and Rv. Co.'s 
Freight Tariff. 

29.264, Jan. 10. Re application of C. 
P.R. as lessee exercising franchises of 
New Brunswick Coal & Railway Co., 
under sec. 330 of the Railway Act, 1919, 
for approval of its Standard Mileage 
Freight Tariff, C.R.C. 51; upon the re- 
port and recommendation of the board's 
Chief Traffic Officer, it is ordered that 
the said tariff of maximum mileage 
freight rates, to apply between stations 
on the New Brunswick Coal & Ry. Co.'s 
railway, be approved; and that the 
tariff, with a reference to this order, be 
published in at least two consecutive 
weeks of the Canada Gazette. 

Express Rates on Incandescent Lamps. 

29,280, Jan. 16. Re applications of 
Canadian Manufacturers' Association on 
behalf of Canadian General Electric Co., 
Canadian Westinghouse Co., Solex Co., 
Northern Electric Co., Dominion Lamp 
Co., and Toronto Board of Trade for a 
reduction from double first class to first 
class rates on incandescent electric lamps 
carried by express; upon hearing the 
application at Toronto, Oct. 31, 1919, the 
applicants, the Express Traffic Associa- 
tion of Canada, and the Dalyte Electric 
Co., being represented at the hearing, 
and what was alleged; and upon the re- 

commendation of the board's Chief Traf- 
fic Officer, it is ordered that the rating 
of two times first class for electric light 
bulbs, shown in Express Classification 
for Canada no. 4, be reduced to one and 
one-half times first class; the change to 
be made effective not later than Feb. 1, 

Claim for Loss of Grain. 
29,288, .Jan. 22. Re complaint of 
United Grain Growers Ltd., of Winni- 
peg, that Canadian National Rys. have 
refused compensation for loss occasion- 
ed by delivery to Thunder Bay elevator 
instead of Paterson's elevator, as direct- 
ed, car C.N.R. 44,458, grain, ex Deep- 
dale, Man., Dec. 5, 1918, consigned to 
complainants in care of terminal ele- 
vator of Canadian Northern Ry. Co., 
Port Arthur; upon hearing the com- 
plaint at Winnipeg, Nov. 15, 1919, the 
complainants and the railway company 
being represented and what was alleged; 
and upon its appearing that what is in- 
volved is a loss and damage claim, in 
which the board is without jurisdiction; 
it is ordered that the complaint be dis- 

Toronto Suburban Ry.'s Freight Tariff. 

29,293, Jan. 23. Re application of To- 
ronto Suburban Ry., under sec. 330 of 
the Railway Act, 1919, for approval of 
its Standard Freight Tariff C.R.C. 1; 
upon its appearing that the company's 
wage schedule is substantially that of 
the Canadian National Ry. System, of 
which the said railway forms a part; and 
in virtue of which the Canadian Na- 
tional Rys. were permitted, by order in 
council, 1863, to increase their rates, the 
tariffs submitted for approval being iden- 
tical with that of the Canadian Na- 
tional Rys. System for similar distances; 
it is ordered that Standard Freight Mile- 
age Tariff C.R.C. 1 be approved; the 
tariff, together with a reference to this 
order, to be published in at least two 
consecutive issues of the Canada Ga- 

Charge for Lining Cars for Flaxseed. 
29,309, Jan. 26. Re application of W. 
E. Campbell, Secretary, Canadian Freight 
Association, Winnipeg, on behalf of the 
railways operating in Western Canada, 
for an order authorizing them to in- 
crease their charge from $3 to $4 a car 
for lining cars used for carriage of flax- 
seed in bulk; upon hearing the applica- 
tion at Winnipeg, Nov. 15, 1919, the ap- 
plicant, the North West Grain Dealers' 
Association, the Canadian National, Can- 
adian Pacific and Grand Trunk Pacific 
Railways, and certain shippers interest- 
ed being represented, and what was al- 
leged; and upon the consent of the rep- 
resentatives of the said shippers and of 
the Northwest Grain Dealers' Associa- 
tion, it is ordered that the said railway 
companies he authorized to increase their 
charge for lining cars used for the car- 
riage of flaxseed in bulk from $3 to $4 
a car, subject to conditions set out in 
order 23,894, June 2, 1915. Order 25,- 
956, Mar. 28, 1917, made herein is re- 

Express Charges on Apples — Virden to 

On Dec. 13, 1919, the board received 
the following letter from the United 
Grain Growers, Ltd., Eastern Division, 
Winnipeg: "On Nov. 4 we made a ship- 
ment of 251 boxes of apples, weight 
12,550 lb., Virden to Cromer, via Cana- 
dian National Express, which exacted 
express charges on basis of 55c per 100 
lb., which is full tariff rate. We are 


.In.tJiiul that thi' railway 

V u-i n rrfund 

lo tlu'ir main- 

at t)iiK point, 

hipnu-nt frnni 

Bir«' of the coal wan to Ik' nmilc, and 
whirh !<> n-fiTrccI to im ii ri'iison for ox- 
l.-iiiiiiii <>( till- fri'f time. I" n ili»ul)ilily which the railwuy is in no way ri-- 
iipnu-nl iioni sp<it>itiblf. Thi- fn-i- tinu' for unloudinR 
\Vf nn- alito ii» IUimI hy thi- boiinl in th.' Dcniurraifr 
UiiIrK m of Ki-nrra' npplirnlion, an«l 
rovorn what, after careful consiHcTalion. 
\» ri'Kardfd ait a muxiniuin ronsonahli- 

t<Tni for imlondinif 

a very rciont 

Ifult with by 

you kindly 

..iiiiniiiun rulinK 

fi..- Inn.-. ■ 
juHlin«-d in , 
It dot'R not : ■ 
un «'Xtfn»ion >h' 
ent inntnncc. 

111. I I.' 

February. 1920. 

In other caac* 

. 'IT lack of facil- 

upplirant, have 

'1 for additional 

• f«-lt ItM-lf 

frcf time 

' .iiitinK that 

• iiijiilf in the pren- 

rulini; wan rommuniratod 
I,. ' • letter from the As- 

j,; '.c. lit, as follows: — 

••| .ite that a somewhat 

.k n dealt with in the 

,, .kint: Co. of London 

(I; iscd as follows: "Rc- 

ferniu- i.i yui i. ti.-r t,o the Chief Com- 
missioner, i am directed to say that the 
judirnicnt rcK-itcs, inter alia: "There are 
many points, hiindrt»ds of them, where 
there is no waifon service and where the 
cost of maintaininK a wagon service 
would be entirely disproportionate to the 
total receipts. Nevertheless these points 
pay just the same rates as do points 
where a wagon ser\-ice exist,s,"' and then 
troes on to provide as to the reductions 
to be made. Your correspondence raises 
the contention that where at a cartaKf 
point the shipper or consignee performs 
a wagon service after cartage hours 
there shoubl be a similar reduction in 
respect of the shipper or consignee. The 
intention of the judgment is that the 
rcduition should be limited to points 
where there is no cartage of any kind 
whatever performed by the express com- 

"I am further directed to say that the 
rates have been checked. The first-class 
rate between the Virden and Cromer 
blocks is 85e Cromer is not a cartagi 
point. In accordance with the judg- 
ment, there is deducted from the 100 lb 
rate l.ic, making the net first class 
rate 70c. The charge for the box of 
apples graduated on the first class rate 
of 70c gives a rate of hhc, as charged 
Virden is a cartage point. In terms of 
the letter above quoted the reduction of 
llic as referred to applies only at points 
where there is no cartage service of any 
kind. Where the express company main- 
tains a cartage service, which the ship- 
per does not see fit to take advantage of. 
this does not justify the reduction ask- 
ed for." 
Demurrage on Coal at Three Rivers. 

The application was set out in a letter 
of Dec. 4, lOiy, from Bureau & Bique. 
advocates, as follows: — "We are acting 
for J. H. Giroux, owner of a lime quarry 
which is situated a short distance from 
Three Rivers, but some 4 miles from 
the nearest station on the St. Maurice 
Valley Ry., running from here to Shaw- 
inigan Falls. Under regulations rati- 
fie<l by your board, demurrage is charged 
after :! days without unloading. As the 
pit of this quarry is some 4 miles from 
the station and the roads are none toe 
good, especially in winter and spring, it 
is almost an impossibility to unload a 
car of coal in H days. Mr. Giroux would 
want T> days without demurrage. Under 
the circumstances, his request seems 
fair; as his industry is young, but very 
important for the district, it seems that 
no undue expense should be added to his 
cost of production. The St. Maurice 
Valley Ry. is operated by the C.P.R. 
Would you kindly tell us when it would 
lie pos»n>le to have this point adjudicat- 
ed upon by your board?" 

The boarrl rules as follows:— The con- 
dition of the highway over which haul- 

Transportation Appointments Throughout Canada. 

Ttw Infurmatiiin under thin head, which it B«lh- 
iTr<l almuat rntlnlr frnm official •ourcn, i« com- 
pllnl with the ifrmlMt c«rr. no » to rnnurc »li»o- 
lutr accuracy. Anyone who may notice any error 
in our announcimrnt* will confer a favor by ad- 
\i»inK u>. 

Canadian .N'atlunal Rys. — F.J. DULLER, 
formerly I 'ay master, F:astern Lines, Can- 
adian Norlhirn Ry., has re-entered the 
.service and has been appointed Super- 
visor in charge of Local Treasurers and 
Paymasters, Canadian Northern Railway 
System. Ollice, Toronto. 

W. A. KIRKI'ATRICK has been ap- 
pointed acting Assisting Superintendent, 
Division 2, Central District, vice D. W. 
Steeper, assigned to other duties. Of- 
fice Sioux Lookout, Ont. 

G. H. PERLEV, heretofore transitman, 
New Glasgow, N.S., has been appointed 
Resident Engineer there, vice R. Mont- 
gomerie, resigned on his removal to 

The positions of Supervisors of Work 
Equipment, with jurisdiction north, and 
south, of the St. Lawrence River held by 
W. S. Secord, Toronto and T. Carroll, 
Moncton, N.B., respectively, as announc- 
ed in our last issue, are new ones. Their 
duties are to look after the maintenance 
of work equipment, provide the necessary 
outfit and operators for its successful 
operation, and arrange for its distribu- 
tion, after consultation with the proper 

Canadian Pacific Ocean Services Ltd. — 
H. B. BE.VUMOXT has been appointed 
General .^gent. Passenger Department, 
Montreal District, vice W. Webber, pro- 
moted. Office, Montreal. 

P. D. SUTHERLAND has been ap- 
pointed General Passenger Agent for the 
Orient. Office, Hong Kong, China. 

W. WEBBER, heretofore General 
Agent, Passenger Department, Montreal 
District, has been appointed General 
Agent, Passenger Department in charge 
of the handling of passenger traffic at 
Atlantic ports. Office, Montreal. 

Canadian Pacific Ry.— S. A. BROWN, 
heretofore Assistant Vardmaster, has 
been appointed Yardmaster, Port Arthur, 
Ont., vice .1. D. Callahan, transferred. 

.1. D. CALLAHAN, heretofore Y'ard- 
master, Port Arthur, Ont., has been ap- 
pointed Yardmaster. Medicine Hat, Alta. 

R. F. RICHARDSON, heretofore Local 
Freight -Agent, Edmonton, Alta., has 
been appointed General Agent, Alaska 
and Yukon Territory. Office, Juneau, 

D. STF:VENS0N, who returned re- 
cently from active military service over- 
seas, has been appointed Assistant 
Yardmaster, Port Arthur, Ont., vice S. 
A. Brown, promoted. 

(;rand Trunk Ry.— G. H. BROWN has 
been appointed Commercial Agent, 
Grand Trunk Ry. lines in Canada, vice J. 
Waugh, transferred. Office, Minneapolis, 

FRANK FOSTER has been appointed 
Assistant to Superintendent, Motive 
Power, Ontjirio Lines, Allendale, Ont., 
vice John Vass, assigned to other duties. 

C. J. HAIGH lias been appointed Com- 
mercial Agent, G.T.R. lines in Canada. 
Office, Philadelphia, Pa. 

S. G. WAGSTAFF has been appointed 
Commercial Agent, G.T.R. lines in Can- 
ada. Office. Toledo, Ohio. 

C. S. WAINWRIGHT has been ap- 
pointed Commercial Agent, G.T.R. lines 
in Canada. Office, Los Angeles. Cal. 

JA.MES WAIGH. heretofore Commer- 
cial Agent, .Minneapolis, Minn., has been 
appointed Commercial Agent, G.T.R. 
lines in Canada. Office, San Francisco, 

Grand Trunk Western Lines Rd. — W. 
.M. GUY, heretofore Travelling Freight 
Agent, London. Ont., has been appointed 
Division Freiglit Agent there, vice R. 
W. Y'oungs. 

Walford Forwarding Corporation — H. 
A. YOUNG, formerly Traffic Manager. 
Canadian Lake Line, has been appointed 
agent Walford Forwarding Corporation, 
New Y'ork. Office, .53 Yonge St., To- 

Telegraph Address Registration — Jas. 
Richardson & Sons, Ltd., et al, com- 
I)laine<l to the Board of Railway Com- 
missioners recently against the fee of 
S2..i0 proposed to be charged by the C. 
P.R. Co.'s Telegraph and the Great North 
Western Telegraph Co., for recording a 
registered address as set forth in a cir- 
cular letter of Nov. 20, 1919, issued by 
those telegraph companies. The Chief 
Railwav Commissioner gave the follow- 
ing ruling, Dec. 24, 1919: The board 
has considered the substance of the ap- 
plication. I am of the opinion that the 
charge is not a rate under the control 
of this board, because it is a charge 
made by the telegraph companies for a 
service to be performed by the cable 
companies, over which we have no juris- 
«iiction. In other words, the telegraph 
company is acting to some extent as an 
agent for the cable company by devising 
a means by which one or two words may 
answer the purpose of half a dozen words 
which would be charged for individually 
by the cable company. Therefore, I do 
not see that we have any jurisdiction t< 

Rules for Wires Erected Along or 
.Across Railways— The Board of Railway 
Commissioners issued the following cir- 
cular, Jan. h: Referring to circular 167. 
June 19, 191S, to the effect that under 
the provisions of the old act and the 
amendment of 1911, sec. 7, c. 22, general 
order 2:!1, May 0, 1918, and the rules 
thereby adopted and confirmed, applied 
onlv to construction across a railway. 
Sec. ;?72 of the Railway Act, 1919, is 
not so limited and applies to construc- 
tion along as well as across a railway. 
Where, therefore, the constniction, whe- 
ther along or across the railway, is by 
consent and in accordance with the Stan- 
dard Conditions and Specifications set 
out in the schedule to general order 231. 
and approved by that order, no further 
leave of the board is necessary. 

February, 1920. 

Canadian National Railways Construction, Betterments, Etc. 


St. John, N.B., Terminals— A. P. Barn- 
hill, one of the C.N.R. tlirectors, in ad- 
dressing: the Commercial Club at St. 
John, N.B., Jan. 10, is reported to have 
said the city's interest would be well 
cared for by the board, and that the port 
would be given fair treatment. At the 
next meeting of the board the first ap- 
propriations under the present manage- 
ment would be submitted, and St. John 
will have no cause for complaint when 
the appropriations are made public, so 
far as matters within the driectors' au- 
thority are concerned. The important 
point for the citizens of St. John is to 
impress on the Dominion Government is 
that additional terminal facilities should 
be provided by the government in fulfil- 
ment of its several promises to the city. 
The directors may decide on certain 
terminal improvements but money must 
come from the government, and any re- 
commendations by the directors will be 
subject to revision by the government. 
The board has under consideration plans, 
the prepartion of which is well advanced, 
for a new station, and a large appro- 
priation will be recommended for ad- 
ditional yard accoiiuiioilation. 

one of the C.K.R. lines, to give a through 
connection to Quebec. The L. and B. 
R. has been acquired by the Dominion 
Government recently. 

Grenville Cut Off— The Board of Rail- 
way Commissioners has authorized the 
opening for traffic of the Grenville cut 
off on the Lachute Division, Que., from 
Lot 3.59, Range 1, Block O, Chatham Tp., 
near mile 60 from Joliette. 

Carillon-Grenville Canal Bridge — The 
Board of Railway Commissioners has 
authorized the company to rebuild its 
bridge across the Carillon - Grenville 
canal in Grenville Tp., Que. 

North Crcsby Bridge — The Board of 
Railway Commissioners has authorized 
the company to rebuild its bridge across 
the Rideau Canal, in North Crosby Tp., 
Ont., mile 40.10 from Brockville. 

Capreol Y.M.C.A. Building — The com- 
pany is erecting a Y.M.C.A. building at 
Capreol, Ont., at the south end of the 
yard facing the main line from Parry 
Sound, the rear elevation overlooking 
Bloor St. The building has concrete 
foundation walls, the main exterior walls 
being of brick finished with stucco, the 

S « 

■ r ,r 

Canadian National Railways Y.M.C.A. Building at Capreol, Ont. 

Canada Eastern Ry. — A recent press 
report states that work has been started 
on the section of the Intercolonial Ry., 
known formerly as the Canada Eastern 
Ry., between McGivney Jet. and Fred- 
ericton, N.B., to give the National Trans- 
continental Ry. direct connection into 
St. John, over the St. John and Que- 
bec Ry. S. B. Wass, District Enurineer, 
Moneton, is reported to have said in 
Moncton, recently, that work had been 
started on a big rock cut near Durham, 
that this was the beginning of the work 
of the revision of the line between Mc- 
Givney Jet. and Fredericton, and that 
this section of the line is to be brought 
up to the standard necessary ofr heavy 
trains. The report also states that the 
work will include the construction of a 
new bridge across the St. John River at 

Quebec Station — A press report, Jan 
14, states that plans have been submit 
ted to the Railways Department for the 
building of a station in Quebec on the 
sit occupied formerly by the Canadian 
Northern Ry., and the Quebec and Lake 
St. John Ry. station. 

Lotbiniere and Megantic Ry. — A press 
report states that tenders will be called 
for shortly by the Canadian National 
Rys. for building an extension of the 
line from Fortierville to a junction with 

roof is sloped and covered with cedar 
shingles. An entablature of galvanized 
iron returns all round the building, the 
dormer windows of the third floor being 
just above the cornice of the entabla- 
ture. In the center of the front eleva- 
tion there is a portico of 4 piers, 2 stories 
high and supporting two verandahs. Tht 
main entrance doors open off the lower 
of these and give access to the main hall 
or rotunda through a vestibule. Just at 
the left of the entrance from the vesti- 
bule is the oflice and manager's room. 
The office is provided with sliding sash 
and counter. Immediately to the right of 
the entrance is the library, which is also 
provided with a counter and sliding sash. 
In the center of the hall and opposite 
the entrance there is a spacious alcove 
with a fireplace. To the right, columns 
divide off the billiard room ; a games 
room being screened off at the back of 
the billiard room. An open writing room 
is provided at the back of the main hall 
between the alcove and the games room. 
To the left, between two columns, ac- 
cess is obtained to the dining room or 
cafeteria. If found neces.sary this room 
can be partitioned off from the main hall. 
Entrance through swing doors is provid- 
ed, between the dining hall and the kit- 
chen at the back of it. At the back of 
the main hall, between the kitchen and 

alcove is the main staircase, also an 
entrance from the street. The main or 
first floor has large open spaces which 
can be used for meetings and lectures. 
A simple treatment of stucco beams, 
with a plain cove cornice mould, and 
plaster columns, is used throughout the 
main floor, which is finished with oak; 
the partitions and trim on this floor are 
of Georgia pine, stained and varnished. 
On the second floor there are 18 bed- 
rooms; a sick bay, large lavatory and 
bathroom and linen closets. There is 
access to 4 balconies from the corridors 
and some of the rooms. The balconies 
are for fire protection and sleeping 
porches. On the third floor there are 
18 single bedrooms and one double bed- 
room, a large lavatory and linen closets. 
There is access to the balcony roofs on 
this floor, also for fire protection, and 
outside sleeping porches. At the ends 
of the second and third floors, doors are 
provided, so that an exit can be obtained 
to future iron fire escapes. The floors 
are of wood joists, the main floor being 
finished in oak, and the second and third 
floors in bii'ch. The partitions are of 
wood studs, the whole of the walls and 
partitions on the main or first and sec- 
ond and third floors being covei'ed with 
lath and plaster. The trim on the main 
floor is of Georgia pine, stained and var- 
nished, and on the second and third floors 
of pine painted. In the basement pro- 
vi.sion is made for 2 bowling alleys 
■which will be put in later. A boiler 
room and fuel room are provided in the 
liasement at the rear. Provision is also 
made for the installation of a public and 
a private lavatory. One room at the rear 
can be used for help and if necessary two 
more rooms can be erected at this end 
of the basement, between piers, as living 
quarters for any further help. The 
building was designed by G. C. Briggs, 
Supervisor of Buildings. 

Fort William Interlocking Plant — A 
press report states that a contract has 
been let for the installation of 2 half 
interlocking plants at Fort William, Ont. 

Western Lines Construction, Etc. — We 
are officially advised that grading and 
other construction work was done on 16 
branch lines in Manitoba, Saskatchewan 
and Alberta during 1919. Grading on 
some of these lines had been done in 
previous years, while on others the grad- 
ing contracts were only been let in 
1919. During 1919 there were 2.53,9.5 
miles of new grading completed on lines, and 158.46 miles of track laid, 
on 7 of the lines, partly on grading com- 
pleted previously and partly on new 
grading. In addition 7.15 miles of sec- 
ond track were laid near Munson, Alta. 
The following table shows the miles of 
grading and track laying done during 

GradinK. Track . 
Miles laid 

Amaranth extension. Man 11.68 

St. Rose du Lac extension, Man 9.32 

Alsask southeasterly. Sask 1*6 , 

Eston southeasterly. Sask....^ 25.16 

Jackfish Lake line. Sask 11.-13 

Luck Lake line. Sask 16.04 19.7r. 

Melfort-Humbolt line. Sask 23.63 0.3.'. 

Melfort northeasterly. Sask 18.72 

Peebles-Lampman Ine. Sask 17.96 

Swift Current line, Sask 22.11 12.96 

Thundcrhill extension. Sask 1.41 17.45 

Acadia Valley line. Alta 19.38 

Hanna-Medicine Hat line, Alta 54,17 48.08 

Peace River line. Alta 0.48 4.80 

Vegreville-Calgary revision, Alta.... 0.44 

Oliver northerly, Alta 25.82 55.57 

253.95 158.46 



February. 1920. 

John WiinlrMpr. (niuiiii Ak'fiit, Nn- 
tiirnl KoMouri-i'.t I)rp«rlnu'nt. iRsiiod a 
.st;it.iii< nt ri'.ntlv iti roirnrd to work 
II I'.tl'.i. In a<l- 
.iiHlruftion, cU., 
AC, hi- itnvc the 
•A number of 
•! hiiilt nt coun- 
plnt forms nnd 
»UMk >iiiu \t<n(li-il nnil pro- 

vidoil At y 'ii'iii' prtviou«ly 

cxi!ite<l. A; > •>• n now stAtinn 

was built. III... iiiik'lit shed nnd oflicc 
buildinir. At Vnncouv.r n $1,000,000 
ntJition wa.H comploted nnd put in opera- 
tion. Commencement wns made on ter- 
minnl facilities nt Victorin. Terminal 
facilities at the followinc points have 
been enlarjfod: Port Arthur, Kamsack 
Humbolt. North Battleford. Edmonton, 
Hanna. Calparj-. BiK Vnlley, Kindcrslcy. 
Prince Albert nnd Saskatoon. Train 
service has been placed on the north- 
easterly part of the Hanna-Medicine Hat 

Radvillc to Weyburn, Sask.— A press 
report states that a survey is bcinp made 
for a line from Radvillc to Weyburn, 
Sask., and that construction will be start- 
ed this year. 

I*eeblcs-I>ampman Line — The Board of 
Railwnv ( onimissioners has authorized 
the Canadian Northern Saskatchewan 
Ry. to lay tracks across Assiniboia Ave., 
Peebles, Sask. 

Hanna - Medicine Hat Line — The 
Board of Railway Commissioners has 
authorized the Canadian Northern West- 
em Rv. to open for traffic its Hanna- 
Medicine Hat Branch from Bonar, Alta., 
southerly. This branch was previously 
opened previously for freifrht traffic, and 
the recent order removes the restriction 
as to the kind of traffic that may be 
carried. A press report states that 9 
stations are beinp opened on the section 
of the line referred to for traffic, viz.: 
Taplow, Sheemess, Honey, Halladay. 
Kenowall, Carolside, Roope, Cassford and 
mile .17. 

Edmonton Car Shops — A recent report 
spates that it was proposed to erect 
larpe car shops at Saskatoon Sask., and 
that the present shops at Edmonton, 
Alta., would be closed, let the Edmonton 
City Council to arrange on Dec. 30, for 
a delegation to interview the manage- 
ment in Toronto, and the Minister of 
Railways at Ottawa. A telegram from 
D. B. Hanna, President, C.N.R., on Jan 
1, informed the council that there was 
no foundation for the rumors, but that 
on the contrary it was proposed to en- 
lartre the plant there as business neces- 
sitities mieht require. 

Oliver-St. Paul de Metis Line — The 
Board of Railway Commissioners has au- 
thorized the opening for traffic of the 
branch line from Oliver towards St. Paul 
de Metis, AlU., to mile 98.5, with limita- 
tions as to speed. 

Kamloops - Kelowna - Vernon - Lumby 
Line— We are officially advised that con- 
struction is approximately about 40'"'r 
completed on this line, which includes 
the main line from Kamloops to Kel- 
owna. l^.-l.^ miles, nnd a branch from 
Vernon to Lumby, l.'i.S miles. The con- 
tractors for the grading, etc., are J. W. 
Stewart & Co., Vancouver. 

Vancouver Island Line — We are offi- 
cially advised that track has been laid 
on the line from Victoria to the bridge 
across the Koksilah River, mile .''>2.43, 
and that work is in progress from that 
point to mile 140. a distance of 87.57 
miles. Track laying is being done by the 
company's own forces. 

A pren!! report states that tenders are 
under considemtion for the erection of 
n liKomotive house nt the terminal yards 
on the Songhces Reserve, Victorin. (Jan., 
pg. 21). 

United States Railway Notes. 

Hi.wiinl Elliott, President, Northern 
Pacific Ril., is reported to have stated 
rwently that $;i,()00,noO,000 must be 
S|H'nt by U.S. railways within the next 
few years, to provide first class passen- 
ger and freight facilities. 

The Baltimore & Ohio Rd.'s Presi- 
dent, in addressing the Baltimore Cham- 
ber of Commerce recently, said that un- 
less U.S. railways are granted means of 
getting increased revenues, in proportion 
to increased cost of operation, when re- 
turned to private control, they will have 
to revert again to government control. 
He stated the increase in cost of opera- 
tion since 1916 as being about 70'/'c. 

Director General Hines of the United 
States Railroad Administration, states 
that a national agreement covering rules 
and working conditions for railway em- 
ployes represented by Brotherhood of 
Railway and Steamship Clerks, Freight 
Handlers, Express and Station Employes 
has been signed betsveen himself and of- 
ficers of that organization to continue 
in force during the period of federal 

Sir R. G. Reid*s Estate — Two judg- 
ments were delivered Jan. 17, by the 
Quebec Court of Appeal, in connection 
with the action brought by Miss Helen 
Duff Reid, against Sir William D. Reid, 
H. D. Reid, R. G. Reid, the Reid New- 
foundland Co., Lord Shaughnessy and 
the Royal Trust Co., involving 54,768 
shares in the Reid Newfoundland Co. 
The Quebec Superior Court had ordered 
the sequestration of the shares pending 
final judgment in the principal action, 
and the same court in a second judg- 
ment had dismissed an application of H. 
D. Reid and R. G. Reid, requesting that 
Miss Reid make option as to which of 
the several claims in the action she 
would proceed upon. In the first case 
the court decided that this was not a case 
where sequestration should be ordered, 
and in the second appeal, a majority of 
the court confirmed the Superior Court's 
decision that Miss Reid was not obliged 
to make an option of the several claims 
in her action. 

Another Hotel for Montreal — In con- 
nection with the erection of the project- 
ed hotel in Montreal by a syndicate which 
includes Lord Shaughnessy, Chairman 
C.P.R. Co., and E. W. Bcatty, K.C., 
President, C.P.R. . application was made 
recently to Montreal City Council for 
permission to erect a 16 story building, 
the present building bylaw restricting 
the height of buildings to 10 stories. A 
committee to which the matter was re- 
ferred favorably, and on the council. 
Jan. 1.1, by a vote of 11 to 8, authorized 
an amendment of the bylaw to permit 
the erection of the hotel. 

Dominion Government Acquisition of 
G.T.R. System— The Dominion Govern- 
ment was reported, Jan. 7, to have ap- 
proved of the agreement between it and 
the G.T.R. Co. for acquiring the system. 
under the provisions of the net passed 
last session. A meeting of the com- 
1 any's shareholders will be held in Lon- 
don, Eng., Feb. 19, to consider the agree- 
ment, and. if deemed advisable, ratify- 
ing it. 

.SU-am Railway Track Laid 
in \919. 

The total of new first track laid in 
Canada on stt-am railways during 1918 
was 121. -'12 miles, against which the fol- 
lowing table, compiled from ofTicial re- 
turns to Canadian liailwny nnd Marine 
World, show that :i2.">.77 miles of new 
track were laid by five companies on 13 
different lines, during 1919. The Can- 
adian National Rys., on its Canadian 
Northern Ry. lines in Saskatchewan, Al- 
berta and British Columbia, laid 202.17 
miles of this and the British Columbia 
Government laid 82 miles of the re- 
mainder on it.s Pacific Great Eastern Ry. 
The length of track laid in the several 
provinces was: Alberta, 134.75 miles; 
British Columbia, l21Jiii miles; and Sas- 
katchewan, 6.'i.l8 miles. Following are 
AlbfrU and i;r»t W«t«rw«r> Rr. — 

.Mill-Kite .'Tft.'.'O to 2M.iO.- _ •.•• 

Canadian National Rr*. — 

Thundcrhill lirnnch. Sa«k._ 2e.lS 

Swift Curnnt branch. Sa»k 18.M 

Meirort-HumbuWIt line. Saak. OJtS 

Luck Laki- branch. Saak 19.75 

Alaask South Gaatirly. Saak 4.90 

Hanna-Mc.licinr Hat line. Alta 48.08 

Olivcr-St Paul dc Mrtia line. Alts. 66.67 

Pmco River line. AlU 27.84 

Vancouver laland line— 

Mileaii,- -I ..-.'J to f.-.:.t3 27.84 202.17 

Dollr Vardrn Mine* Ry. — 

Dully Vnr.l.n .Min» to Alice Arm. B.C. 18.00 
Lacombe and North Western Ry — 

From near Hentley to Rimbey. Alta _. 17.00 

Pacific treat Eaatem Ry. — 

l^onc Hutu- near Horse Lake to Deep 

Creek near Soda Creek. B.C 82.00 

Saskatchewan Provincial Guaran- 
tees of Grand Trunk Pacific 
Railway Bonds. 

Hon. W. F. A. Turgeon is reported to 
have stated in the Saskatchewan Legis- 
lature, Jan. 20, that he had received a 
telegram from Hon. J. A. Calder, Ottawa, 
as follows: — "Matter we discussed in 
Toronto agreed to. You may expect 
word in near future from Drayton. 
Settlement will cover past as well as 
future." This telegram had reference 
to the question of interest paid by the 
province in respect of branch line con- 
struction. Up to the present the pro- 
vince has paid 1537.000, which the Do- 
minion Government will apparently re- 
pay, as well as take over all future lia- 
bility of Saskatchewan under its guar- 
anttces. The contingent liability of Sas- 
katchewan under its guarantees the G.T. 
R. is $13,211,000. 

Alien Enemy Property in Canada — .\n 

Ottawa press report states that it is pro- 
posed to convert into cash the $40,000,- 
000 or more of Austrian and German 
property vested in the Finance Minister 
under the provisions of the orders as 
to alien investments in Canada, and to 
distribute the same in liquidation of 
debts in Canada by .\ustrians nnd Ger- 
mans, nnd for other purposes, under the 
directions of the Repai^tion Committee. 
It is stated that the fund includes $28,- 
000.000 of C.P.R. stock with accrued di- 

Reported Merging of Railways and 
Canals Department and Public Works 
Deimrtment — .An Ottawa press report 
states that there is n probability that 
the Public Works Department, and the 
Railways and Canals Department will be 
merged" under one minister. The De- 
partment of Public Works, is at present 
without a minister. 

February, 1920. 


Canadian Pacific Railway Construction, Betterments, Etc. 

Appropriations for 1920 — We are of- 
ficially advised that the appropriations 
for eastern and western lines for this 
year provide for tie and rail renewals; 
bridge work, including turntables; bal- 
lasting, ditching, tile drains, etc.; tie 
plates and rail anchors; station and 
building work; siding and yard tracks; 
terminal and other improvements; addi- 
tional coaling plant facilities at Fort 
William; new station tei'minal improve- 
ments at Moose Jaw; water supply, pipe 
lines, tanks, etc.; automatic signals and 
interlockers; fencing, repairs and re- 
newals, British Columbia coast and river 
steamships, miscellaneous, telegraph 
work, renewals and improvements. 

The cut off from Molson, Man., to 
Winnipeg, 88.1 miles, will have a second 
track build. The ballasting, ditching, tile 
drainage, tie plates, rail anchors and 
rail renewals will be largely improve- 
ments to present track. The siding and 
yard track work will cover extensions to 
present tracks at various points. The 
fencing will include the usual amount 
of repair work, as well as further tree 
planting, for snow protection, which was 
started last year. 

Renewals and repairs of bridges, etc., 
will include, in addition to ordinary main- 
tenance, a number of new turntables at 
various places, and the putting in of 
heavier spans at various points on the 
main line, as well as a large amount of 
culvert replacements and renewals. 

Water supply work will include the 
renewal of several tanks in steel, as well 
as the installation of some new tanks 
and standpipes, at points where they are 
required owing to exigencies of traf- 

Terminal and other improvements 
will include the extension of various 
buildings at Angus ships, Montreal, as 
well as other important terminals 
throughout the system; the station and 
building express buildings, as well as 
the extension of some of the present 
stations and express buildings at vari- 
ous points. 

The automatic signal will include 
yard and station protection at several 
points on both eastern and western lines, 
and the rebuilding of Hamilton Jet., in- 

The telegraph work cover the replace- 
ment of some wires on important lines 
with copper, as well as dispatching and 
telegraph system between Montreal and 
Smiths Falls. 

The British Columbia coast, lake and 
river steamship work will include the 
usual maintenance and repairs, a new 
station and office building at Victoria, 
2 new tugs and a new barge for the B.C. 
lake and river service. 

Western Lines W'ork — D. C. Coleman, 
Vice President, Western Lines, returned 
to Winnipeg, Jan. 1.5, from Montreal, 
where he spent some days discussing 
the appropriations for this year's bet- 
terments and construction work. He is 
reported to have made a statement at 
Fort William, Ont., Jan. 14, as to the 
works to be undertaken as follows: "This 
year's programme of betterments, im- 
provements and extension is the most 
considerable undertaken since 1913. 
Given a normal grain yield, we look for 
the heaviest volume of freight traffic we 
have been called on to move, and we 
propose to make such provision for it 
that the public will continue to receive 
the best quality of service. The work 

of double tracking those portions of the 
hne where traffic is especially dense will 
be resumed. It is proposed this year 
to double track the Molson cut off', from 
Molson to Winnipeg, and to provide for 
the handling of all through ireight and 
passenger traffic by that route. The in- 
creasing volume of livestock traffic will 
be recognized by the construction of 29 
additional stockyards. The housing of 
employes at isolated points will continue 
to engage earnest attention and this year 
21 additional houses for section foremen 
and a large number of additional bunk 
houses for temporary section laborers 
will be provided. The building of branch 
lines to promte settlement and to serve 
farming districts now without transpor- 
tation facilities will proceed rapidly, but 
a definite announcement as to what may 
be completed this year is deferred until 
the prospects as to labor supply can be 
gauged a little more accurately. 

"At Fort William work will be started 
on another unit of the coal handling 
plant on Island 1, which oven now is 
considered the nest on the Great Lakes. 
The new unit, which will take the best 
part of two years to build, will practic- 
ally double the storage capacity which 
can be served by the plant." 

At Winnipeg, block asphalt platforms 
will be laid to serve the station tracks. 
A new plant will be put in to provide for 
the moi'e rapid cleaning and disinfecting 
of passenger cars, the freight car shop 
at Weston will be extended, and provi- 
sion has been made for many improve- 
ments in the other facilties there. 

At Regina the locomotive house will 
be extended. A new coaling plant will 
be erected. A further extension to the 
station will be erected to provide for the 
constantly increasing express and mail 
traffic, and a rearrangement of the main 
building will be made to provide more 
waiting room and ticket office accom- 
modation. At Regina Beach, additional 
trackage will be provided to accommo- 
date excursion tratfic. 

At Weyburn, at new building will be 
erected for the Dominion Express Co., 
and the locomtive house will be extended. 

At Saskatoon, the freight shed facili- 
ties will be improved, an electric staff 
system will be installed on the joint 
section to Harwood, and at Sutherland 
the car shop will be completed and the 
locomotive house facilities improved. 

At Moose Jaw, the new station and 
office building will be proceeded with. 
The platforms will be reached through 
a subway from the station, and the lay- 
out will be of the most modern type. A 
central steam heating plant will also be 
built and the engine house extended. 

At Yorkton, the track facilities will be 
greatly increased and a new freight shed 
of much increased capacity will be built. 
Extensions will also be made to the loco- 
motive houses at Wynyard, Sask., and 
Hardisty, Alta. 

At Medicine Hat the station facilities 
will be improved, the locomotive house 
facilties increased, arid an increase in 
freight yard tracks is on contemplation. 

At Calgary a handsome new building 
for the Dominion Express Co. will be 
built east of the present Y..M.C.A. build- 
ing, the capacity of Alyth freight ter- 
minal will be greatly increased by addi- 
tional tracks and the ice houses' facili- 
ties will be extended. 

At Edmonton there will be a rear- 
rangement of tracks at the station with 

a view to increased capacity, and a sub- 
stantial extension will be made to the 
freight shed. 

At Lethbridge, and at Macleod, there 
will be considerable expenditure for im- 
provement of present facilities. 

At Cranbrook, the locomotive house, 
machine shops, and the ice house will be 
X'eplaced by new structures. 

At Revelstoke, the locomtive house fa- 
cilities will be materially improved. 

To handle the constantly increasing 
fruit traffic on Okanagan Lake, an ad- 
ditional tug and an additional car barge 
will be provided and a new tug will also 
be placed on the Arrow lakes. 

At Vancouver, work on the new ocean 
pier will be pressed vigorously, and there 
will be other improvements undertaken 
to provide for the handling of the grow- 
ing traffic of that great port. 

At Victoria, in connection with the 
coast steamship service, it is intended 
to add to the appearance of the inner 
harbor by erecting a fine office and ter- 
minal building. 

In addition to the works already enum- 
erated, stations will be built at Lydiatt, 
Harrowby, and Schwitzer, in Manitoba; 
at Willows, Corrinne, Insinger, Dafoe, 
and Rutland, in Saskatchewan, and at; 

West St. John, N.B.— The new bag- 
gage shed at West St. John, N.B., des- 
cribed in Canadian Railway and Marine 
World previously, was reported to be 
sufficiently completed for use early in 
January, about a month ahead of the 
contract date. The painting of the struc- 
ture and the installation of the heating 
plant were said to be the only works 
uncompleted. Grant and Home were the 

Rapid progress is reported to have 
been made with the construction of the 
passenger camp from the baggage shed 
to the pier. Permission for the con- 
struction of this camp was granted re- 
cently by the St. John City Council. 

The company is reported to have 
given a contract to the Fegles Construc- 
tion Co., Port Arthur, Ont., for the in- 
stallation of the equipment in the con- 
veyors, connecting berth 15 with the 
company's elevators at West St. John, 
at an approximate cost of $50,000. The 
conveyors are being built by Grant and 
Home, St. John, N.B. 

Chateau Fronfanac, Quebec — D. H. 
Mapes, Engineer of Buildings, C.P.R., 
addressed the Montreal Rotary Club, 
Jan. 13, on "Problems which face a 
building engineer," in the course of 
which he gave details of the projected 
extension of the Chateau Frontenac. 
These extensions he said will alter the 
front of the hotel, the new wing, which 
will increase the iiotel's capacity by 250 
rooms, running up St. Louis St. The 
roof of the addition will provide a look- 
out for guests. 

Aylmer Station — A press report states 
that an improved station will be erected 
at Aylmer, Que., during this year; that 
a new site has been surveyed and that 
cert ain preliminary work has been done. 

London Division — A. Williams, Super- 
intendent, London Division, is reported 
to have stated that an expenditure of 
$245,000 had been approved for better- 
ments on the division; that the work to 
be done will include a new station at 
Ayr, at an estimated cost of $23,000; 
a new station at Puslinch, at an esti- 



February, 1920. 

to t 

of 111,000; ((••"••"'l iM'ttcr- 
hntlinni, at on oitimaUMi c(>»t 
iiii|iri>vi-mi-nt.H nt Cnit, nt nn 
• / $H>.000; impriivriiX'iil.H 
houM-5 nt London and 
nu trmrk bctwrrn Zorr« 
I... K 111 an r.HlunattMl rout ol 
^^.000; that Itu- pri>M<>nt ml lijfhm on 
tif> miii'ii on Ihi- division on which the 
bliK-k iiimal .«y»l«ni hao lunn inRtallod 
will l>o ri-|ilaiid l<y tUitric liirhtu, and 
that \v.irk-< will be done at other 
poii.r 11. The insttallinR 

of II n between Guelph 

Jet. .IS completed dur- 

injf l'.'!.'. aiiil thru- is u possibility of 
the sy.«tein beinK instjilled durinp this 
year between Milton and CJiielph Jcl, 

IjiniRan Northeasterly Kranch — The 
Ttoaril of Kailway f'omniissioners has ap- 
proved location plans of the branch 
northeasterly from l-anipan, Sask., mile 
to fiO.StS, and authorized its construc- 
tion across fi3 hiphways. This is a line 
which the Dominion Tarliament at its 
last session authorized to be built 
throufrh Melfort into the Carrot River 
district. A contract for pradinp the 
first 50 miles was let in May, 1919, to 
Stewart and Welch. Talirary, Alta., and 
we were officially advised recently that 
S^'r of the pradinK on it had been done 
up to Dec. :W, 1919. This is evidently 
the line referred to in a press report 
which states that the company had 
made preliminary arranpements for 
buildinp a line into the Pas district, 
which would ultimately mean its exten- 
sion into the Copper Lake and Lake 
Athapapuskow pold niininp district. The 
Carrot River runs into the Saskatche- 
wan River near Pas, and the niininp 
districts referred to north of that place. 

ConnauKht Tunnel — A press report 
states that a contract has been let to 
Sidney E. Junkins Co., for puttinp a 
concrete lininp in the Connaupht tun- 
nel in the Selkirk Mountains. The tun- 
nel is ."> miles lonpr and the lininir of it 
will, it is said, be one of the larpest con- 
eretinp jobs ever contracted for. (Jan., 
PR. U,). 

Vancouver Pier Extension — In a state- 
ment made at Vancouver, B.C., Dec. 29. 
D. C. Coleman. Vice President, C.P.R., 
Western Lines, is reported to have said 
that the construction of the new pier 
will l>e put in hand just as soon as the 
contract is let, and that it is intended to 
ask for tenders very shortly. This pro- 
jected pier is part of a comprehensive 
plan for the provision of complete facili- 
ties for the handling of the company's 
uc-ean and coastal ships at Vancouver. 
The location of the porjected pier is to 
be between two existing piers, and it is 
to be known as B.C. pier. The work pro- 
posed to be put in hand immediately will 
consist of dredpinp and fillinR. 

The National .Steel Car Corporation 

incorporated recently under the Dominion 
Companies .\ct, has taken over the 
plant, equipment, business, assets and 
liabilities of the National Steel Car Co., 
Hamilton, Ont., under the terms of the 
apreement, particulars of which were 
published in Canadian liailway and Ma- 
rine World. The followinif are ilirectors: 
R. .1. Mapor, New York, President; D. 
Syniinpton, Baltimore. .Md.; H. H. Price. 
New York; D. B. Dewar. Hamilton. It 
is reported that other directors will be 
dir«Tted shortly when the other officers 
will be appointed. The company will 
continue to manufacture railway cars, 
for ser\-ice and will largely increase its 
motor truck manufacturing department. 

I.JKht Kailway.s Projected for 
Northern Ontario. 

In connection with the pr<ij<-ct for the 
construction of light railways in North- 
ern Ontario, to which reference was made 
ill Canadian iiailway anil Marine World 
for Dei-., I'.Mlt, pg. t;.')h, w«- are officially 
advised that the Canadian Lipht Ry. Con- 
struction Co. Lt<l., plans to commence 
construction of a railway, meter gauge, 
approximately ay's. in. between lakes 
village and Gowganda town plot, as soon 
as the snow goes otT the ground; that 
it is proposed to have the material on 
the ground ready for starting work by' 
that time; that .'10 lb. steel rails will be 
u.sed for the '27 miles of track; that the 
motive power will consist of gasoline 
and oil burning steam locomotives and it 
is expected to have trains running into 
Gowganda by midsummer. 

The company, we are further, advised, 
proposes to build extensions of the line 
from Gowganda into the Fort Matcha- 
wan and West Shining Tree mining dis- 
tricts respectively, and is working on 
plans to build on loop line, leaving the 
Timiskaming and Northern Ontario Ry. 
at Swastika, poinp throuph the Kirkland 
Lake, Larder Lake, Skead Tp., and Bos- 
ton Creek areas and connecting again 
with the T. and N.O.R. at Boston Creek. 

In connection with this project articles 
have appear in local papers comparing 
Australian railways of Australia with 
the light railways projected for Northern 
Ontario. The Canadian Light Railway 
Construction Co. has issued the follow- 
ing circular letter in this connection: 
"The railway situation in Australia is 
that several trunk and main lines have 
been built on different gauges, which of 
course has created an unsatisfactory sys- 
tem of railway transportation. The sit- 
uation in Northern Ontario is that for 
the past 10 years railway extensions, 
good roads, etc., have been promised for 
these districts, or the subject, in some 
form, has been under consideration by 
various governments, but very little has 
bee done. The idea of building light rail- 
ways is to give undeveloped districts im- 
mediate transportation facilities. The 
construction of light railways is only 
temporary. Their operation will assist 
development of water power and of the 
mining industry. When the business in- 
creases to warrant it, the light railways 
can be turned into electric or standard 
roads and the light rails and equipment 
can be transferred to new fields, to be 
used again as a method of assisting de- 
velopment. It is the intention to use 
light railways to assist the development 
of new and undeveloped districts. They 
are cheaper to build and maintain than 
niacadami7.e<l roads, and will do the busi- 
ness on short hauls up to their capacity 
of a standard railway, and their is a 
commercial and business proposition. 
The Canadian Light Railway Construc- 
tion Co. plans only to build branch lines, 
not trunk lines. Light narrow gauge 
railways embody three ii-onomic prin- 
ciples, low cost of construction, main- 
tenance and operation. In a«ldition they 
can be quickly laid down and run over 
almost any kind of country. They prov- 
ed to be the most economical and success- 
ful method of transportation adopte<l by 
the allies during the war. Commercial- 
ly they have been used in France, Bel- 
gium, Germany and Russia, for the past 
20 years, as feeders to the main railways, 
ami it is proposed to use them in the 
.lame capacity in this country. The Can- 
adian Light Railway Construction Co. is 

not advocatinK light r»ilways in prefer- 
ence to grovemment owned stamlard or 
electric roads." 

A convention of those interest<.-d in 
the development of Northern Ontario 
was opene<l at North Bay, Ont., Jan. 21, 
and among the subjects considere<l was 
that of the construction of liirht narrow 
gauge railways. 

Railway Finance, MeetinfCii, Etc. 

Canadian Northern Ry.— A New "York 
press dispatch of Jan. 9, stat«<l that 
William A. Read & Co.. who placed on 
the market on Jan. 7 an issue of $7,- 
■'iOO,000 Canadian Northern Ry. Equip- 
ment Trust *}' r bonds. Series D, 1S»19, 
had .sold nearly the whole issue. The se- 
curities maturing June, 1920, to Dec., 
1921, were reported to have been sold 
on a 6>4'r basis, and those maturinir 
June, 1922 to Dec. 1929. on a 6'a''r basis. 

Canadian Northern Rolling Stock I-td. 
— There was deposited with the Secre- 
tary of State at Ottawa, Jan. '22, dupli- 
cate original of a lease made by Can- 
adian Northern Rolling Stock Ltd., to 
Canadian Northern Ry. Co., dated Dec. 
1, 1919, to which is attached an assign- 
ment to Fidelity Trust Co., Philadelphia, 

Ottawa Terminals Ry. — The directors 
for the current year, elected at the re- 
cent annual meeting, are: H. G. Kelley. 
President; W. D. Robb, Vice President; 
Frank Scott, Vice President and Trea- 
surer; J. E. Dalrymple, R. S. Logan, W. 
H. Biggar and F. L. Bond. 

Pacific Great Eastern Ry. — The British 
Columbia Government has placed an is- 
sue of $2,500,000 of .5 years h'r gold 
bonds at 97.84, yielding the investor 
■5>*i'', , the proceeds of which will be 
used exclusively, the Finance Minister 
is reported to have said, in Victoria, Jan. 
6, for construction of the Pacific Great 
Eastern Ry. 

The Quebec Central Ry.— Accounts foi 
the year ended June HO, 1919, issued re- 
cently, show a surplus, after meeting 
interest charges, of $274,742. and $88,249 
was brought in making $362,991. The 
guaranteed dividend of b'r has been 
paid; $80,000 set aside for renewals, and 
$2.5.000 transferred to contingent fund. 
leaving a balance to be carrie<i forward 
of $88,911. 

Temiscouata Ry. — \ meeting of holders 
of provisional certificates issued by the 
bondholders' committee for the B'V con- 
solidated mortgage income bonds was 
held in London, Enp., recently. J. R. Ball, 
chairman, informed the certificate hold- 
ers that if the extraordinary conditions 
under which the railway was operated 
were taken into consideration, the re- 
sults of the operations for the year 'ended 
June :10. 1919, should not be considered 

Timiskaming and Northern Ontario 


r«.»rim<TNov..I!>19Nov..l91S Dro..l9I9 IVc. 191(1 
cminif. fTO.^ H7.S99.04 072.S0».7« »S2.921.20 

Mrninin' 190.1&9.1S 1S4.9S1.81 187,715.99 lSt.800.49 

r»rninii» 260.S90.2r, 2O2.SS0 sr. ^60.S19.7.^ e»S.721.«9 

White and Yukon Ry.— The ac- 
counts for the year ended June 30, 1919, 
\*hich were issued recently, show a credit 
Iwlance of i'l)7,847, instead of a debit bal- 
ance of £48.427, as at June :!0. 1918. This 
is reported ti> In? due to adjustments 
made in the company's finances under a 
.scheme of arrangement. 

February, 1920. 



Canadian Railway 

Index to Canadian Railway and 
Marine World for 1919. 

Devoted to Steam and Electrio Railway. 
Marine, Shipbuildins and Railway. Harbor and 

Canal Contractors* Interests. 

Official Organ of various Canadian TranspoHa- 

tion Associations. 

Published on the first of each month at 

70 Bond Street. Toronto. Canada. 

Assistant Editoi-s. 
John Keir and Donald Y. Keik 

Unit«<l States Business Representative. 

A. Fenton Walker. 143 Liberty St., New York. 

Member of 
Associated Business Papei's. 
Audit Bureau of Ciixulations 
Canadian National Newspapers 

and Periodicals .Association. 
Canadian Press Association, 

cludint? postage any- 

where, $2 a year in advanc 

SINGLE COPIES, 2.5 cents 

The best method of remittinK is by express or 
post office money order. If remittance is made 
by cheque. 1.5 cents should be added to cover cost 
of collection unless cheque is payable at par in 
Toronto or Montreal. 

ADVERTISING RATES furnishetl on application. 
ADVERTISING COPY must reach the publishei-s 
by the 10th of the month precedintr the date of 
the issue in which it is to appear. 



Appointments. Transportation 72 

Birthdays ol Transportation Men -58 

Hoard ol Railway Commissioners,— 

Orders by. Summaries of 62 

Traffic orders 70 

Canadian National Economic Problems 59 

Canadian National Rys.. — Construction 73 

D. B. Hanna on 64 

Canadian Pacific Ry., — Construction 75 

Honor roll 60 

Electric Railway Department.. 78 to 86 

CalRary Municipal Ry. Results .". 86 

Electric Railways in Ontario, Proposals to 

Purchase 82 

Finance, Mcetines, Etc 84 

Freijrht and Passenger Rate Increases 83 

Hydro Electric Power Commission of On- 
tario, — Railway Projects 79 

Ottawa Electric Ry..— Service at Cost 79 

Projects, Construction. Etc 81 

Quebec, Montmorency and Charlevoix Ry., 

NcKotiations for Sale of 83 

Southern Canada Power Co.'s Report 80 

Toronto Ry »nd the City 78 

Penalty Case Appeal 80 

WaKi^ vVnrkinpr Con.litions. EU 78 

Express Companies, Amonpr the 110 

Grain in .-.tore »t Terminal Elevators 61 

Graphic Production Control 65 

Lifrht Railways for Northern Ontario 76 

Mainly About Railway People 67 

Marine Department 87 to 110 

Canadian Government Merchant Marine 

Ltd.. ShipbuildinK, Operation, Etc S7 

10,.500 ton Steel Steamship 101 

Dominion Marine Association and Canadian 

Lake Protective Association Meetings 92 

Marine Department's Report 102 

Montreal Shipping SUtistics, 1919 93 

Notices to Mariners 107 

PilotBEe, British Columbia Coast 99 

Shipbuilders, Bonusses Asked for 95 

Shipbuilding, Dominion Government Pro- 
gramme 96 

Shipbuilding. General in Canada 98 

Shipbuilding. Wooden in British Columbia, 

Dominion Govtrnmsnt Aid K'O 

Vcs.sels registered 106 

Wreck Commissioner's Judgments 105 

Railway Earnings 63 

Railway Finance. Meetings. Etc 76 

Railway Rolling Stock. Orders and Deliveries 69 

Railway Track Laid in 1919 74 

Telegraph, Telephone and Cable Matters 110 

At the end of this issue is a very com- 
plete index to the contents of the volume 
for 191!) which as in former years, will 
doubtless be fully appreciated by the 
larne number of subscribers who bind 
Canadian Railway and Marine World for 
rjeference purposes. 

Even a casual grlance over the patres 
of closely printed matter will show the 
tremendous range of subjects covei'ed 
and the thoroujrh manner in which this 
paper represents the entire transporta- 
tion interests of the whole Dominion, 
steam railway, electric railway, marine 
shipbuildinsr, express and telegraph in- 
terests, as well as railway and canal and 
harbor contracting work. 

Caraquet and Gulf Shore Ry. Pro- 
posed Sale. 

Gloucester, N.B., County Coiincil is 
reported to have passed a resolution ask- 
ing the Dominion Government to take 
over the line from the company and make 
it a Canadian National Ry, branch, or to 
allow the New Brunswick Act summar- 
ized in Canadian Railway and Marine 
World. January, on pg, 12, to tome into 
immediate eflFect. The Dominion Gov- 
ernment has poweT to veto acts passed 
by a provincial legislature within a cer- 
tain limited time. The Caraquet and 
Gulf Shore Ry. Co. has petitioned the 
Dominion Government to veto the N.B 
act referred to; another press report 
states that a proposition may be made 
under which Gloucester County would 
issue bonds for the difference of about 
$.50,000 between the price at which the 
company is willing to sell, and that which 
the Dominion Government is willing to 
give for the line. 

A letter signed C. W. White, in the 
St. John. N.B., Globe, of Jan. 21, re- 
ferring to the Caraquet and Gulf Shore 
Ry. says: "This road is under option to 
a number of New York gentlemen, who 
will close the transaction during Feb- 
ruary. R. D. Isaacs, of St. John, who 
was "in Bathurst recently, went over the 
road with an engineer. It is fully un- 
derstood that Mr. Isaacs is the pur- 
chaser for the New York parties." 

C.P.R. Employes Entertained at 

On New Year's Eve, the President, 
Vice President and other C.P.R. officers, 
entertained about 0,000 of its Montreal 
employes at an at home at the Windsor 
St, station. The feature of the evening 
was the conveyance by picture of the 
season's greetings of the company's 
chiefs to the employes, each greeting 
beting proceeded by a portrait of the of- 
ficer sending it. 

The principal messages were as fol- 
lows: . , „^ . , 

E. W. Beatty, K.C., President: "I wish 
every officer and employe a very happy 
new year. In doing so let me suggest 
that the greatest happiness can be 
achieved by duties faithfully performed, 
and that the first duty of a railway of- 
ficer or employe is an appreciation of 
the grave responsibilities of his position 
and the paramount necessity of good ser- 
vice to the public. The high standard 
of the company's service can be main- 
tained only by unremitting diligence, by 
courtesy, by friendly co-operation and by 

unfailing pride in the company's great 
traditions. I trust that you will all en- 
joy a maximum of health and happiness 
iluring the coming year." 

Lord Shaughnessy, Chairman of the 
company: "Peace, contentment, happi- 
ness in home and occupational life, with 
all other blessings, be yours in the new 

I. G. Ogden, Vice President, Finance 
Department: "May I have as good 
wishes from you all as 1 send to all of 
you for the now year." 

E. W. Beatty Urges Thrift. 

E. W. Beatty contributed the following 
to the New York Sun recently: "With 
every new year we usually resolve to 
turn over a new leaf. If there is to be 
any general resolution made by the North 
American continent for the year, it might 
well be in the direction of thrift, for the 
first after-the-war years are causing na- 
tural concern to those who remember the 
financial panics which have always closed 
similar periods of careless spending. The 
extravagance noted by every recent 
visitor from Europe to this continent 
synchronizes with conditions of actual 
starvation affecting millions of people in 
Europe itself, who fought for freedom 
only to die for lack of food. This ex- 
travagance has been made possible, at 
least in part, by the heavy purchases 
made under stress of war by European 
nations on this continent. It represents 
the expenditure of unexpected profits, 
which are being dissipated, instead of 
placed in reserve for a rainy day. In 
this orgy of extravagance, Canada is 
just as great a sinner as the United 
States. In the last few weeks Canadians 
have been penalized to some extent for 
their uncurbed purchase of United 
States made luxuries by an adverse ex- 
change. What the penalty to be paid 
by the U.S. will be, remains to be seen." 

Electrification of Steam Railways. 

D. B. Hanna, President, Canadian Na- 
tional Rys., was reported in a London, 
Ont., press dispatch to have said in a 
speech there early in January, that with- 
in a short time all Canadian railway 
terminals will be electrified. We are of- 
ficially advised that Mr. Hanna made no 
reference to the matter in his speech, 
but subsequently in conversation with 
some London business men, he did say that 
a time would perhaps come when rail- 
way companies would be forced to face 
such a situation. He did not say that 
the C.N.R. or any other Canadian rail- 
way had any present intention of elec.- 
trifying its railway. 

A Toronto daily paper, which has pub- 
lished several apparently fake stories 
recently about railway matters, stated 
earlv in January that the C.P.R. had de- 
cided to electrify its whole system, mam 
line and- branches. Grant Hall, Vice 
President, gave a categorical denial to 
this at once. We are advised that while 
the C.P.R. management is always lookiiig 
into the future and has obtained data in 
connection with the possibility of elec- 
trifying various portions of its lines, 
nothing whatever has been done towards 
carrying out any portion of the work, 
nor is their any likelihood of anything 
being done in the immediate future. 

Saxon Slate Railways Deficits — A 

Berlin, Germany, cablegram says that 
the state owned railways of Saxony, 
show a deficit of 300,000,000 marks. 


February, 1920^ 

Electric Railway Department 

Klt'itric ltail\\a> Kmploj t-s" Wa^fs. 
Working Conditions. Etc. 

I.ondun SU K>.— Kul lowing Ihc ad- 
verse ri'siill of the plvbiscitv on tho 
quvation of an inrrvasc of fares by the 
ralopnytTji of London, Ont., Jan. 1, the 
question of what the company vsould do 
WHS nt oiKT diM-iiHsed. C. Curric, Presi- 
dent, arrived in London from Cleveland, 
Ohio, and after Kointr over the situation, 
it was announced Jan. h, that the com- 
pany would continue to pay the increas- 
ed wapes ):ranted, in the "hope that the 
ratepayers would authorize an increase 
in rates, and would endeavor to recoup 
itself by reducing the service given. On 
Jan. 12, announcement was made that 
there would be a curtailment of service, 
it l>einjr stated that two cars would be 
taken off the Ottawa line and one each 
off the Oxford, Normal and Richmond 
routes on Jan. Ifi. The service will be 
maintained as at pre.'ent on Saturdays 
and Sundays; 4."> cars will be operated 
during rush hours; "trippers" will be 
run whenever traffic warrants, but the 
new sche<lule cuts down the service dur- 
ing the hours when traffic is light. The 
London City Council had the matter of 
the reduced car service before it Jan. 
10. when it was referred to a committee 
for consideration. 

Niagara, St. Catharines & Toronto Ry. 
Wages — A Board of Conciliation has 
been appointed to investigate the ques- 
tion of wages and working conditions 
of the Niagara, St. Catharines and To- 
ronto Ry.'s employes, G. D. Kelly, Ot- 
tawa, representing the company; J. A. 
.McAninch, representing the men, and 
County Judge Snider, Hamilton, Ont., 
being Chairman. 

Ottawa Electric Ry. — F. D. Burpee, 
Superintendent, issued the following 
bulletin, Jan. 7: "Beginning Jan. 16, the 
following rules will apply to spare con- 
ductors and motormen. A spare con- 
ductor or motorman is one who is not 
booked on a regular, relief or swing run. 
Spare men must report at the barns or 
relief points at the following hours, 
week days, 5..50 a.m., 10 a.m., and .5.25 
p.m. Sundays, 8 a.m., 11.40 a.m., and 4 
p.m. After, reporting they must remain 
as long as the relief inspector or night 
bam clerk wishes. They must he pro- 
perly clothed in uniform and ready to 
work. Spare men must report also, at 
times other than the above, when 
specially ordered to do so by an in- 
spector, night clerk, or other proper 
authority. If a spare man is not employ- 
ed after reporting, he will be credited 
with the full time he is held, which time 
in any case will not be less than one 
hour. The Inspector of Reliefs (Mr. 
Carson) will have charge of all booking. 
Spare men are entitled tn lay off one day 
in each week nf seven days if they wish 
to do so, but this layoff day must be ar- 
ranged for with the Inspector of Reliefs. 
Spare men will not be allowe<l to lay 
off on Satunlays, Sundays or public 
holidays. A spare man who does not re- 
port at the regular times mentioned 
above, or whenever specially ordered, 
will be charged with a miss for each 
time he fails to <lo so. No miss will be 
charged against any man when he is off 
duty, by arrangement with the Inspector 
of Reliefs, or is on leave of absence, or 
has reported sick. F",arh spare man who 

ban no misses charged against him, or 
who is not away on account of sickness, 
or who is not on leave of absence (ex- 
cept the weekly day off), will be guar- 
anteeil |.'!7.riO for each pay period of 
one-half month as a minimum wage, ^f 
the time that has been credited to him 
for working and reporting does not reach 
that amount, the difference will be paid 
to him on the regular pay days. 
Not more than 5 spare conductors and 5 
spare motormen must be allowed away 
on leave at the same time. No leave 
will be granted for more than .10 days, 
and only then if the demands of the ser- 
vice permit it. In future when spare 
men are employed they will be consider- 
ed as on probation for (i months. At 
the end of this probationary period, if 
their conduct has been satisfactory to 
the Chief Inspector, they will be taken 

Canadian Electric Railway 

Honorary Prmidrnt. Lieut.-Col. J. E. 
Hutrhofton. General MannKer, Montreal 
Tramways Co. 

Honorary Vic* President. Acton BorrowB, 
Proprietor and Editor, Canadian Railway 
and Marine World. 

President, A. Gabourj', Superintendent, 
Montreal Tramways Co. 

Vice President. G. Gordon Gale. Vice 
President and General ManaRer, Hull Elec- 
tric Co. 

Honorary Secretary-Treasurer, pro tem. 
A. Eastman, Vice President and General 
Manajrer. Windsor, Essex & Lake Shore 
Rapid Railway Co. 

ExecatiTe Committee, The President, Vice 
Pn^sident. and V. D. Burpee. Superintend- 
ent. OtUwa Electric Railway Co. : C. C. 
Curtis. ManaRer, Cape Breton Electric Co. : 
A. Eastman. Vice President ami General 
Manaser. Windsor, Essex & Lake Shore 
Rapid Railway Co. : Geo. Kidd, General 
Manajrer, British Columbia Electric Rail- 
way Co. : M. W. Kirkwood, General Man- 
SKer. Grand River Railway Co. and Lake 
Erie & Northern Railway Co.: A. W. Mc- 
Limont. Vice President and General Man- 
aKer. Winnipeg Electric Railway Co. : R. 
M. Reade. Superinten<lent. Quebec Railway 
Light & Power Co. ; Lt-Col. G. C. Royce. 
General Manager, Toronto Suburban Rail- 
way Co. ; C. L. Wilson. Assistant Manager, 
Toronto & York Radial Railway Co. 

Official Organ — Canadian Railway and 
Marine Woriil. Toronto. 

on as permanent employes. If not sat- 
isfactory, thev will be relieved from 

Preparing for Taking Over Toronto 
Railway by the City. 

Following the carrying of bylaws pro- 
viding for the city acquiring the To- 
ronto Ry. on the expiration of its fran- 
chise in 1921 for the establishment of a 
transportation commission, and for the 
operation of the railway by a commis- 
sion of three persons, without salary to 
be appointed by the city council, the city 
council is applying to the Ontario Leg- 
islature for the power to establish the 
Toronto Transportation Commission, 
consisting of three members, each of 
whom shall be a resident and a rate- 
payer, and appointed by the city coun- 
cil for three years, without salary, for 
tho operation and control of all car 
lines, controlled or owned by the city. 
The commission's power to include the 
fixing of fares, so that the income shall 
be sufficient to make the transportation 
facilities self sustaining, and to make 

requisition upon the council for funds 
to carry out its duties. The powers ask- 
ed by the council provide that it may 
without submitting the same to the 
electors, pass bylaws for the issue of 
debentures to cover the purchase of the 
Trironto Ry.'s property, and for the con- 
struction fo any new lines or extensions 
of existing lines, for rolling stock, build- 
ings and other equipment. 

.\utoniol)ili' Drivers' Kesponsibil- 

ity for Collisions With .Street 


The Ottawa Electric Ry. will be the 
plaintiff in accidents due to collisions 
with automobiles and other vehicles 
where such accidents are due to care- 
less and reckless driving of automobiles 
and other vehicles. F. D. Burpee, Super- 
intendent, O.E.R., in referring to the 
matter recently, said: "These accidents 
are becoming too frequent, and so many 
of them result in damage to the com- 
pany's cars that we are obliged to take 
action. Careless driving upon the part 
of chauffeurs is becoming very serious. 
There is a class of chauffeur who reck- 
lessly rush in from side streets on to 
the main streets, without regard to re- 
sults. .Many of them have an idea that 
if a street car is on their left hand they 
therefore have the right of way. This 
is a mistake. Streets cars, under the 
city bylaws, have right of way over all 
other traffic at all times, but apart from 
this fact motormen on the cars are in 
many cases powerless to prevent colli- 
sions. The street cars are held to the 
tracks. Motormen can only go ahead or 
back up. They cannot turn out. Their 
instructions from the management to 
exercise care at all times and to do 
everything possible to avoid accidents, 
are strict and frequently repeated. On 
the other hand, practically ever>' oppor- 
tunity of avoiding collision is open to 
the chauffeur. He can approach main 
streets with caution, and he can guide 
his -automobile in any direction and at 
any degree of speed. The public gener- 
ally is vitally interested in this growing 
recklessness on the part of chauffeurs. 
Pedestrians, as well as passengers in 
street cars, are in constant danger. Much 
can be done to njinimize the danger, and 
to decrease the number of accidents, if 
the owners of automobiles will warn their 
drivers, and punish them when accidents 

J. B. Bulley, Superintendent, Cape 
Breton Electric Co.'s Sydney Division, 
was presented with a set of pipes by 
motormen and conductors of his division 

.V.ssessments of Electric Railways — 
The Grand River Ry. appealed recently 
against its assessment in Kitchener and 
Preston, Ont. The Kitchener court of 
revision dismissed the appeal against 
the assessment on the comi>any's battery 
building, and the company has appealed 
to the county judge. 

Louise Bridge, Calgary — The Calgar>\ 
.Vita., City Council has under considera- 
tion plans for the erection of a new 
bridge across the Bow River, on the site 
of the present Louise bridge; the new 
structure to be of full street width, to 
accommotlate a double track electric rail- 
wav and the ordinary sidewalk. 

February, 1920. 



Ottawa Electric Railway Proposes Service at Cost. 

F. D. Burpee, Superintendent, Ottawa 
Electric Ry., wrote the mayor of Ottawa, 
Jan. 21, asking that the city board of 
control at first opportunity take up the 
consideration of a service at cost ar- 
rangement as a solution of the electric 
railway problems. He pointed out that 
with the certainty that the city will not 
renew the franchise on its expiry in 
1923, the company could not be expected 
to spend money in providing extensions 
of the service. In connection with this 
matter, Mr. Burpee issued the follow- 
ing statement Jan. 2: — 

'Operating a street railway today, par- 
ticularly on a 5c fare, is no bed of roses, 
a»d most companies are eager enough 
to have municipalities buy them out. The 
costs of operation increase directly with 
the volume of business done, and the 
price of every item that makes up the 
costs of operation has nearly doubled 
since before the war, but the revenue is 
definitely controlled by the rate of fare. 
Service at cost contracts are not ob- 
structive to municipal o\\Tiership. In 
fact the most of those in force provide 
that the city can take over the railway 
at any time on giving a year's notice. 
This clause makes such a contract a 
stepping stone towards municipal own- 
ership. Ottawa Electric Railway share- 
holders are not averse to municipal own- 
ership, and if the city desires to pur- 
chase in 1923, will do everything pos- 
sible to facilitate the transfer of the 

"The normal increase of business which 
halted during the war, has resumed, and 
we feel sure that this increase of busi- 
ness will continue. Next year it will be 
still more difficult to handle, and in- 
creasingly so from year to year till the 
end of the franchise. We are making 
daily use of our entire plant, and we 
cannot help but realize that from now 
on the general efficiency of our plant will 
be affected, but the demand for constant 
use will steadily increase. We admit 
that we cannot adequately sei-\-e the Ot- 
tawa public today, but we ai'e doing our 
level best and placing every available 
car where it will serve the greatest num- 
ber of people. The mayor stated yes- 
terday that there seemed no good rea- 
son why the company should not make 
the necessary extensions and additions 
to its assets, as there was apparently 
little risk that there would be a fall in 
prices between now and 1923, when the 
city, under its agreement, is bound to 
pay for everything the railway has at 
that time. We have no cash reserves to 
make such purchases. Our reserves are 
already invested in cars, power house 
machinery, barns, etc. As a very large 
amount would be required to make any 
material improvement in the system, the 
shareholders certainly do not intend to 
try and raise that large amount on a 
franchise of three years, even if it were 
possible to do so, which is extremely 
doubtful. The mayor also stated that 
any valuation taken today must neces- 
sarily be higher than anything we have 
ever known and that no one can tell how- 
it will compare with future values. Is 
it not also positive that future values 
may be considerably higher than they 
are today, and this may be the case in 
1923 ? Certainly there are no indica- 
tions of falling prices. Many of the 
best economists in the world are of the 
opinion that the present standard of 
values is a permanent one, and that we 

cannot expect ever to return to the old 
state of things that existed before the 

■'To put a service at cost contract into 
effect requires a valuation of the pro- 
perty to decide what return shall be 
made to the owners of it. It makes no 
difference whether the company is cap- 
italized at one million or ten million, the 
value is based on what the company ac- 
tually owns, not on stock certificates. 
Such a valuation is exactly the same as 
that called for by our franchise at its 
expiration in 1923. Why not take such 
a valuation now, and if prices are ex- 
pected to change, provide that any time 
the city decides to take over the pro- 
perty, another valuation should be made? 
The mayor infers that a service at cost 
contract will tend to extravagant oper- 
ation. One of the fundamental princi- 
ples of such contracts is that all ex- 
penditures are absolutely fixed by an 
independent commission appointed by 
the public. If the company spends more 
money on operation than the commission 
has allowed the e.xcess must be paid out 
of a guarantee fund which the company 
is called upon to maintain at all times 
out of the pockets of the shareholders. 
Some of these contracts add an extra 
spur to economical operation by permit- 
ting the company and its employes to 
share to some extent in any surplus that 
may accrue over and above the costs of 

"The promoters of this company were 
the pioneer electric railway men of 
Canada, and they naturally have more 
than a financial interest in the electric 
railway here. We have our critics, as 
all public utility concerns have, but it 
is generally admitted that in the past 
the city has been well served by its 
street railway. We are anxious to pre- 
serve that good opinion. To relieve a 
situation that it is clear to us will be- 
come a very difficult one in the near fu- 
ture, we have suggested service at cost 
as an immediate remedy, and have 
asked the city government to look care- 
fully into it. It is being successfully 
operated today in a number of cities on 
this continent to the evident satisfac- 
tion of the riding public. We are ready 
to make a definite proposition after a 
discussion with the city's representatives, 
but at present suggest that the general 
idea of the plan be looked into, and that 
the fullest publicity be given to the whole 

Toronto Railway's Snow Removal 

The Judicial Committee of the Imper- 
ial Privy Council has dismissed the To- 
ronto Railway Co.'s appeal against the 
city's claim for removing snow from the 
streets, where it had been deposited by 
the company, after removal from its 
tracks. The specific claim was for $14,- 
000 for clearing snow in 1914. A Lon- 
don dispatch giving a summary of the 
judgment, states that the correspond- 
ence between the company and the city, 
particularly in 1914-1.5, showed acute dif- 
ference between the parties on the sub- 
ject of snow removal. The company 
claimed that it had the right to deposit 
the snow in the same places as used by 
the city. Local courts decided that the 
company's claim was untenable, and 
stated the company's duty in the mat- 

ter. Later proceedings before the On- 
tario Railway and Municipal Board had 
the same result and the board's orders 
on the subject were not complied with. 
The judgment states that the board was 
practically helpless to enforce its order 
in this regard, as by the statutes there 
is nothing expressed or implied, which 
would give it power to penalize the 
company for a breach of contract. The 
judgment considered it the company's 
duty not to deposit snow on a street 
without having first obtained permission 
of the city engineers and there appear- 
ed to be no doubt that the company did 
so, thereby committing a breach of its 
statutory duty. Therefore the city is 
quite within its rights in seeing to the 
.streets being cleared, and the expense 
so incurred, so far as applicable of the 
removal of improper deposits by the 
company, is one which the company is 
under obligation to pay. 

The Hydro Electric Power Com- 
mission of Ontario's Electric 
Railway Projects. 

Toronto Eastern Ry.— The City of 
Toronto and all the other municipalities 
concerned in the project for the pur- 
chase of the Toronto Eastern Ry. from 
the Canadian National Railways, and its 
completion with terminals in Toronto at 
a cost of $8,360,794 have passed bylaws 
approving the agreement, and authoriz- 
ing the issue of debentures for their sev- 
eral proportions of the cost. The City 
of Toronto vote on Jan. 1, carried the 
bylaw by 22,351 to 4,333, and York Town- 
ship, voting Jan. 17, carried it by 252 
votes to 10. Following is a list of the- 
municipalities and the amounts of de- 
bentures authorized: 

Township of York $ 381,587 

Township of Scarborough 892,686 

Townsihp of Pickering 482,050 

Township of Whitby 280.304 

Township of B^ast Whitby 299.943 

Township of Darlington 429,680 

Town of Whitby 277,955 

Town of Oshawa 711,894 

Town of Bowmanville 216,030 

City of Toronto 4,328,665 


Hamilton-Galt-Elmira-Guelph Line — 

Ten of the 17 municipalities interested 
in the project for the construction of 
an electric railway from Hamilton to 
Gait. Elmira and Guelph, voted at the 
municipal elections early in January on 
bylaws to raise their several propor- 
tions of the total of $6,530,659, which 
the line and its terminals in Hamilton 
are estimated to cost. Eight of the mu- 
nicipalities gave majorities for the by- 
laws, and in only one case, West Flam- 
boro, was it defeated. Following is a 
list of the municipalities, the amount of 
debentures authorized to be issued, and 
the number of votes for and against 
where the voting has already taken 

place: — p^^ Acainst 

Ancastor Tp $ 174.080 426 247 

Flamboro West Tp 82,734 131 225 

Beverley Tp 241.464 328 183 

Dumfries North Tp 157.817 80 65 

Dundas Town 168,942 319 82 

Waterloo Town 379,487 439 58 

Hamilton City 607,173 B,577 1.742 

Gait City 1,318,031 1,029 73 

Kitchener Cit>- 1,053,080 1.174 407 

Guelph City 855,239 1,099 248 

Waterloo Tp 5157,973 385 211 

Woolwich Tp 283,687 284 27 

Puslinch Tp 38,643 

Guelph Tp 92.549 

Elmira Village 91.484 271 2 

Preston Town 281.615 317 153 

Hespeler Town 146,761 

Total - $6,530,659 


Ffhruarv. HriO. 


Itailway's Car Shortapfe Penalty Appeal 
Allowed l)v l*rivy Council. 

The Toronto Ry. Co.'n appfal iiKninit 
a pi'tialty nf |1,0<)0 a day for L'4 ilnyit, 
imposi-il by tho Ontario Ilailway and 
Munii'i|ial Itourd for fnilurt- to rarry out 
the l.<Min)".H ortlcr of Nov. l». IIMJ. for tho 
xupply of 100 (loiililp truck cars liy .Ian. 
I, I'.Mt*. ami nnothc-r 100 by .Inn. 1. I'.M'.t. 
wan nllowi'il by the .ludicinl Committee 
of the Imperial Privy Council, .Ian. 20, 
with of the Privy Council and the 
Ontario Supreme Court appeals. The 
hi.Htory of the dates linck for .some 
time In-fore the war. Different orders 
were made by the board, on the city's 
• pplicntion for the provision of addi- 
tional cars of a type to be approved 
by the board, and after considerable ex- 
porimentinc by the company, it was 
practically shown that the type of car 
desired by the out.side parties was more 
or less of a freak and was impracticable. 
The orders were then rescinded and a 
new order made on Nov. !», liMI, after 
a special report prepared under an order 
of the board on the Toronto Ry. traffic 
conditions, that the company pro\ndc 
100 additional cars bv Jan. 1, 1918, and 
another 100 by Jan. 1, 1919. In the 
meantime, war had commenced, and not 
only the financial condition, but the gen- 
eral industrial condition of the country 
wa.s upset, owinp to the necessity for 
diverting: cverythinp of that nature to 
war purposes, and it was practically 
impossible for cars to be built for or- 
dinary uses. The city made various ap- 
plications to the board to compel the 
company to carry out the board's order, 
without having any regard to the condi- 
tions prevailing throughout the world, and 
alleging what amounted to contumacy on 
he company's part. The matter drifted 
along until early in 1918, when special 
legislation was passed by the Ontario 
Legislation for the alleged purpose of 
strengthening the board's power to en- 
forci- compliance with any order it might 
make, by providing a penalty not exceeding 
$1,000 a day for noncompliance with any 
such order. This legislation became effec- 
tive Mar. 26, 1918, and on Apr. 9, on the 
city's application, the board inflicted a 
penalty of $1,000 a day, from Mar. 26 on 
the company for not carrying out the 
order to provide 100 cars by Jan. 1, 1918. 
The company immediately entered an 
appeal against the penalty order on the 
jrrounds that the board had no jurisdic- 
tion to make such an order, that tho 
order was not made for the purpose of 
cnforcin gcomplaince with any order, 
and that under the Ontario Railway Act, 
the board cannot order a penalty to be 
paid for any neglect or noncompliance 
with any order prior to the date of the 
order providing such penalty: that the 
company used its best efforts to comply 
with the board's order, but it was impos- 
sible, owing to war and other conditions 
to obtain cars, and that tho order in- 
flicting a penalty was against evidence 
and contrary to law and tho weight of 
evidence, and also that evidence was 
wrongfully rejected. The Supreme Court 
of Ontario's Appellate Division, con- 
firmed the board's orders, both as to the 
provision of the cars, and the infliction 
fif the penalty, the company immediately 
entering an appeal to the Imperial Privy 

In allowing the appeal. Lord Finlay 
is reported to have stated that the board 
is authorized to impose penalties for 

niincumpliance with il» ordem, but iiub- 
jti-t to the condition that such penalties 
must lie "for the purpose of enf<ircinK 
compliance" with these orders, and this 
expression points not to the summary 
imposition of a penalty for a past breach 
without previous warning, but the impo- 
sition of a penalty in advance, for the 
purpose of procuring obedience to the 
oriier, and, in his opinion, it was not the 
Ontario Legislature's intention that the 
board should be empowered to impose 
penalties, except after giving the rail- 
way warning that penalties would be 
imposed, after a specified period, and 
giving it the opportunity of avoiding 
such penalties by complying with the 
order. Accordingly, tho order of Apr. 19, 
191K, was authorized by the act. He con- 
sidered that tho company was not pre- 
vented by war conditions, from supplying 
cars, and was gravely in default, but 
even so, was entitled to a notice of pen- 
alty and an opportunity of meeting it. 
The point raised by the company, that 
by the powers conferred on the board, 
it must be regarded as a superior court 
within the meaning of the British North 
America Act, and that members should 
be appointed by the Governor General of 
Canada, and not by the Lieut.-Governor 
of Ontario, was fully considered by the 
Supreme Court of Ontario, which decided 
against the company, and in consequence 
of the view taken on other points of this 
appeal it was unnecessary for the Ju- 
dicial Committee to argue it, and he ex- 
pressed no opinion on the matter. 

Nova Scotia Tramways and Power 
Co.'s Increased Expenditures. 

In connection with the passing of the 
semi-annual cumulative dividend recently, 
making one year now in arrears, the 
company issued a circular to sharehold- 
ers, from which the following are ex- 
ti-aets: — "For the 12 months ended Sept. 
20, 1919, gross earnings increased ap- 
proximately $237,000 over the corres- 
ponding period of 1918, but operating 
expenses and taxes increased $296,000. 
The increase in operating expenses was 
due to to the high cost of labor and ma- 
terials, to largo expenditures needed to 
place the gas and tramways departments 
in better operating condition, and to an 
increase in tjixes amounting to almost 
.■i.TC'f. Tho tramway is obliged by the 
terms of its charter to maintain a rate 
of fare averaging 4..'?c per passenger. 
Every possible effort will be made at the 
next session of the legislature to have 
the charter changed to allow for a pro- 
per increase in the rate of fare. With 
a higher fare and by tho use of one- 
man -safety cars which are being in- 
stalled, the situation should be helped 
materially. For the 9 months ended 
Sept. 'M, the balance of oarn.ings for re- 
serves, replacomonts and dividends was 
$94,.')7S and it is estimated that this 
balance for the 12 months ended Dec. 
:tl, 1919, will not exceed $116,216. Tho 
semi-annual dividend of $.■? per share 
pai<I in .luly, 1919, required a disburse- 
ment in cash of $62.. "64, thus leaving 
a balance which would be insufficient to 
cover tho dividend due <m .Ian. 2. 1920, 
even if no provision were made for de- 

Southi-rn ( anada Tower Co.'h 
Annual Report. 

The .Southern Canada Power Co. own* 
11 eli-clric lighting and power plants in 
Canada and one in Vermont, and of 
these only one, the Sherbrooko Ry. and 
Power Co., operates an cU-ctric railway 
in addition. The annual report for the 
year endc-d Sept. .'10, 1919, issued re- 
cently does not give details of the rail- 
way operations separately, but gives 
earnings, expenses, etc., of its whole 
operations in bulk. The following table 
gives the figures, all inter-company 
charges beinfr eliminated: — 

Gr.-. raminm _ _ t&M.MI 

l'urrha«t.<l power | n.941 

Tax... _ lO.W* 

Uprrntion and malnUnmae* IN.M* 

AdminintrmUon ._ I».t87 tO««M 

Pruflt from o 




n».l dcbU 

Intcrr^t ..- 

.4 I.IU 

.. 204,115 20S.ZZ* 

Surpliu for rear ISg,0S4 

The profit and loss account, showed a 
balance of $146,008.84 brought forward, 
which' has been increased to $201,0.'J.5.02. 
The total assets are valued at $8,42.5.- 
707.06, of which $7,961,897..51 repre- 
sents the company's various properties. 
The capital outstanding includes $285,- 
200 preferred stock, $4,285,200 common 
stock; $.!,036,900 first mortgage bonds; 
$110,777.95 bonds of subsidiary com- 
panies, and $27,307.75 real estate mort- 
gages. The current liabilities were 
$74,787,27, and the accrued bond inter- 
est $15,699.07, the other liability being 
the $201,035.02 balance to credit of pro- 
fit and loss account? 

The following are the directors for the 
current year: — President, W. C. Haw- 
kins; General Manager, Jas. B. Wood- 
yatt; other directors: W. K. Baldwin, 
M.P.. Jas. Davidson, J. S. Gillies, W. H, 
Minor, A. J. Nesbitt, G. Parent, K.C., 
M.P.; C. E. Read, J. M. Robert.son, H. 
Sifton, J. R. Moodie. Secretary-Treasur- 
er and Purchasing Agent. L. C. Haskell; 
Assistant Secretarj- - Treasurer and 
Comptroller, C. Johnstone. The Sher- 
brooko Ry. and Power Co.'s directors for 
the current year are: W. C. Hawkins, A. 
J. Nesbitt, J. B. Woodyatt, Grant John- 
ston, C. Johnstone and L. C. Haskell. 

Montreal Tramways Co. and Cost 
of Citv Sewers. 

Under existing legislation the Mont- 
real Ti-amway's Co. has to pay one-half 
of the cost of sewers built on the high- 
ways along the company's right of way. 
The company contends that it does not 
benefit in any way from the building of 
such sewers, the only benefit occruing 
to the owners of properties alongside 
tho right of way, and that, therefore it 
should bo relieved of tho charge. A bill 
has been introduced in the Quebec Legis- 
lature to add a new section. 25b to the 
act, 1 George V, as amended by the act 
2, George V, as follows: "Notwith- 
standing any law to the contrary, the 
strips of land belonging to the com|iany 
and constituting its right of way, when 
in the centre or boi-dering on a street 
road or highway in a municipality, shall 
not be considered as property fronting 
on such street, road or highway, nor re- 
quired, as such, to contribute to the cost 
of construction, maintenance or repair 
of roads, si<lewalks, waterworks, or pub- 
lic drains of such municipality." 

February, 1920. 


Electric Railway Projects, Construction, Betterments, Etc. 

Hritish Columbia Electric Ry. — Point 
Grey municipal council on Jan. 13, grant- 
ed the company permission to lay tracks 
on Grenville St. W. G. Murrin, Assist- 
ant General Manager, Vancouver, was 
present and explained that the company 
has no particular desire to build the 
line, but it is under an obligation to the 
C.P.R. to make an expenditure of $50,- 
000. (Jan., pg. :U). 

Calgary Municipal Ry. — Tenders have 
been received for the supply of tics and 
bolts for repairs to the tracks during 
this year. 

After lengthened consideration, the 
Calgary, Alta., City Council has adopted 
a route for the extension of the Tuxedo 
Park line. It favors the extension of the 
present Center St. line from the present 
terminus at Twentieth Ave. to beyond 
Thirty-Second Ave. In order to carry 
out this plan the Canadian Estates Co. 
is being asked to permit the removal of 
the present line on First St., northeast 
to Center Ave., and for the taking up of 
the present line from Twenty-Fourth 
Ave. northeast, this track to be relaid 
on the Edmonton trail to Twenty- 
Seventh Ave., northeast. 

In connection with a recent accident 
on the Fourteenth St. West hill, A. G. 
Graves, City Commissioner, and T. H. 
McCauley, Superintendent, have made a 
number of recommendations for the re- 
routing of cars, the construction of new 
loops, improvements to the car brakes, 
etc., with the view of making the opera- 
tion safe. A press report states that 
the estimated cost of the improvements 
is $14,000. (Dec, 1919; pg. 670). 

The Hamilton, Grimsby and Beamsville 
Electric Ry.'s barns at Beamsville, Ont., 
together with 3 passenger cars, were de- 
stroyed by fire, Dec. 28. The amount 
of the damage is variouslv estimated 
at from .$40,000 to $75,000. 

Kingston, Portsmouth and Cataraqui 
Electric Ry. — We are officially advised 
that the company will make necessary 
repairs to its track, but is not contem- 
plating any new consti'uction. 

London and Port Stanley Ry. — London, 
Ont., ratepayers on Jan. 1, by a vote 
of 2,930 to 2,188 defeated a bylaw for 
carrying out various betterments on the 
line, and the purchase of an electric 
locomotive and G passenger cars as de- 
tailed in Canadian Railway and Marine 
World for January, pg. 34. The com- 
mission asked for $218,000, but the city 
council cut it down to $200,000, which 
was the figure voted on. P. Pocock, Vice 
Chairman of the London Railway Com- 
mission, is reported to have stated, Jan. 
5, that the defeat of the bylaw was prob- 
ably caused by the large number of 
money bylaws voted upon, and the total 
amount asked for frightened the people 
that the money asked for the L. & P.S.R. 
is absolutely needed if the commission is 
to take care of the traffic and that the 
commission will, most probably, ask the 
council to have the bylaw submitted 
again at an early date. At this year's 
inaugural meeting of the London Rail- 
way Commission the question of the 
purchase of an electric locomotive and 6 
cars was laid over for future considera- 
tion. It is said to be probable that the 
money for this rolling stock, and bet- 
terments for which the $200,000 is re- 
quired will be obtained by means of short 
term loans. 

The new station building at Port 

Stanley, Ont., which has already been 
described in (L'anadian Railway and Ma- 
rine World, was opened Jan. 19. 

An agreement with the London Gas 
Co. for the building of a spur line to the 
gas works has been approved, and it was 
decided to make application to the gas 
company for permission to extend the 
spur to the old Hunt's mill property and 
the hvdro electric substation. (Jan., pg. 

The Moncton Tramways Electricity 
and Gas Co.'s car barns at Moncton, 
N.B., were destroy by fire Dec. 
26, the estimated amount of the 
damage being about $50,000. The pro- 
perty destroyed included the car barn, 
and the machine shop, together with one 
car and a sweei)er. A watchman lost his 
life as a result of injuries received dur- 
ing the fire. The property was only par- 
tially covered by insurance, the amount 
awarded to the company by the adjusters 
being reported to be $8,540. 

The Montreal and Southern Counties 
Ry. Co. is asking the Dominion Parlia- 
ment to extend the time within which it 
may build its authorized lines of rail- 
way, and for other powers. The company 
was incorporated by the Dominion Par- 
liament in 1897 to build a railway to be 
operated by electricity or any other me- 
chanical power except steam, from the 
northern limit of Chambly County, Que., 
through Chambly, Vercheres. Rouville, 
St. Hyacinthe, Laprairie, St. Johns, 
Iberville, Missisquoi, Brome, Shefford, 
Stanstead and Sherbrooke Counties to 
the City of Sherbrooke, Que. In 1898 it 
was given power to build lines also in the 
Beauhai-nois, Chateauguay, Huntingdon 
and Napierville Counties. Extensions of 
time for construction were subsequently 
granted, the last being one of five years, 
granted in 1915. The company passed un- 
der G.T.R. ownership, and its railway 
consists of a line built from Montreal 
crossing the G.T.R. Victoria Jubilee 
Bridge to St. Lambert and Longueuil, 
and a converted Central Vermont Ry. 
branch having a total mileage of 52.20 
miles. (Dec, 1919, pg. 670). 

The Montreal Tramways Co. is, we are 
officially advised, building a new line on 
Stroville St., from Mason St., to Belanger 
St., 1.15 miles. At present it is not con- 
templating doing any new construction, 
but the usual work of renewal of tracks 
will be gone on with during the coming 
construction season. The company con- 
templates the immediate construction of 
a new substation at Cote St., with 10,- 
000 k.w. capacity. (Dec, 1919, pg. 670). 

The Oshawa Ry. has been authorized 
by the Board of Railway Commissioners 
to lay a second track across Wilkinson 
and Barrie Aves., and to make changes 
in the location of an existing spur line 
in Oshawa, Ont. (Aug., 1919, pg. 449). 

Port Arthur Civic Ry.— A press re- 
port states that the Port Arthur, Ont., 
Civic Ry. contemplates the purchase of 
wires, etc., for the renewal of the over- 
head work on 4.5 mile of single track dur- 
ing this year. 

Quebec County— A Quebec press re- 
port states that plans have been pre- 
pared for building an electric railway to 
link up a number of parishes and sum- 
mer resorts in Quebec County, and that 
the project was laid before representa- 
tives of municipalities interested at a 
meeting held recently at Loretteville. 
The suggestion is to start from the 

Sillei-y terminus of the Quebec County 
Ry., a subsidiary of the Quebec Ry., Light 
and Power Co., run through the Sillery, 
Cap Rouge, La Suede, Les Sauls, Lor- 
retteville, Ancicnne, Lorette, Charles- 
bourg and Beauport municipalities and 
connect with the Q.R.,L. and P. Co.'s line 
in Limoliou Ward, Quebec City. The 
estimated cost is $500,000, and the pro- 
moters are said t o be ready to begin 
building in April. 

Quebec Ry., Light and Power Co. — Some 
complaints having been made as to the 
condition of extension work on the Beau- 
port Road, W. J. Lynch, Genei-al Man- 
ager, was reported to have said, .Ian. 13, 
that the extension was completed and 
that cars were running as far as the Ca- 
nadian Northern Ry. crossing by Nov. 
13, two days ahead of the date stipulated 
on the agreement with the city. Beyond 
the C.N.R. tracks grading has been fin- 
ished and track laid, but owing to the 
state of the ground, the erection of the 
poles for the overhead work has been 
suspended. It is the company's inten- 
tion to complete the work with as little 
delay as possible. (Jan., pg. 34). 

Toronto Civic Ry. — We are officially 
advised that there were no extensions 
of or additions to the track, rolling stock 
or buildings during 1919. The only pro- 
jected extension on which there is any 
definite instruction at present is the dou- 
ble tracking of the pi-esent temporary 
single track line on Bloor St. West, be- 
tween Quebec Ave., and Runnymede 
Road, 0.491 mile. 

Tenders will be received to Feb. 17, 
for the construction and equipment of 
the St. Clair Ave.-Mount Pleasant Road 
extension. The specifications show that 
this work involves the widening of St 
Clair Ave., east of Yonge St.; the laying 
of a permanent pavement, with a double 
track railway, along the middle of the 
street; the grading of Mount Pleasant 
Road, the installation of a temporary 
ballast line; the construction of bridges 
and trestles, and the provision of 13 cars 
for the operation of the line. The track 
will be laid with 7 in. girder rails, 122 
lb. to the yard; the St. Clair Ave. track 
to be classed as permanent, and the 
Mount Pleasant Road track to be classed 
as temporary. (Jan., pg. 34). 

Toronto Ry.— The Board of Railway 
Commissioners has ordered the com- 
pany to pay the C.P.R. $10,093,98, 
being lO'/i of the estimated cost of the 
subway at Avenue Road, and interest at 
5',:/ on half the cost of the work during 
construction, and on the total cost from 
completion, amounting to $13,807.01, al- 
together $23,900.99. (Dec, 1919, pp,'. 

The Waterloo- Wellington Ry. Co. will 
apply to the Ontario Legislature to 
amend the letters patent incorporating 
the company under the name of the Berlin 
and Bridgeport Electric St. Ry. by au- 
thorizing it to build an electric railway 
from Bridgeport, through the Waterloo 
and Guelph townships to the City of 

A press report referring to the above, 
prior to the official notice of the applica- 
tion to the legislature being published, 
stated that W. H. Breithaupt, Kitchener, 
President of the company, said that 
after such a line had been built the com- 
pany might be induced to sell out to the 
Hydro Electric Power Commission of 
Ontario at a fair price. (Jan., pg. 33). 


February, 1920. 

•Mainly About Electric Railway People. 

I'roposal.s for ituNin^ Ontario 
Electric RailwayH. 

rhi>s. Aluarn, rri-sidcnt, Ottawa EU-c- 
trii' Uy., ii Hpt-ndinir Bomv tinio nt 
('■•runado Boarh, California. 

<>. E. Italdwin, hori-toforc Purchasing 
Ak'inl fur till- City of Cutlpli. Ont., has 
l>fvn appointi-d .Mnnnk'cr, (iuclpli Kadial 
Ky. at n yearly m\\nry of $1,S00. Ho 
had tmnsporLation cxporii'ni-i- in London, 
Kntf., when" he i» reported to have nian- 
aifwl n motor Uvif company. 

Sir Adam iicrk, Chairman, Hydro 
F^lei-trif I'ower Commission of Ontario, 
who went to Knirlnnd. towards the end 
of Dec., It'lli. where he was attacked 
hy pneumonia, is reported to be con- 
■. .1 . iiik: there and noping to be able 
.,il for Canada about the middle of 
I I Miiary. He has been reappointed by 
tile London, Ont., City Council to the 
London Railway Commission, which mnn- 
njres the London and Port Stanley Ry. 
for two years. He has also be re-elected 
Chairman L.R. Commission. 

H. Brooker, dispatcher, Niapara, St 
Catharines and Toronto Ry., St. Cath- 
arines, Ont.. has resigned, and is report- 
ed to have entered Hyiiro Electric Power 
Commission of Ontario's service, in con- 
nection with the operation of the Sand- 
wich, Windsor and Amherstburg Ry., 
which is being taken over by the com- 

E. I'. Coleman, General ManaRer, Do- 
minion Power and Transmission Co., ad- 
dressed the Hamilton, Ont., scientific 
society, Jan. IG, on public utilities, deal- 
intr particularly with those supplying 
electric lijrht and power, and operatinj; 
electric railways. In the course of his 
address he pave an account of the origin 
and development of the Dominion Power 
and Transmission Co., and the electric 
railway companies owned and operated 
by it 

N. S. Gumming, heretofore chief 
clerk. Dominion Power and Transmis- 
sion Co.'s railway department, Hamilton, 
Ont., has been appointed Superintendent 
Niagara, St. Catharines and Toronto Ry., 
St. Catharines, Ont., vice W. R. Robert- 
son, resigned to enter the Hydro Electric 
Power Commission of Ontario's service. 

Alderman T. J. Hannlngan, Secretary, 
Ontario Hydro Electric Railway Associa- 
tion, resigned from the Guelph, Ont., 
City Council, Jan. 12, as a protest against 
the council having elected .-Mderman H. 
Westoby as mayor, Mr. Hannigan al- 
leging that .Mr. Westoby is opposed to 
the hydro projects, though the latter ex- 
pressed himself subsequently as in favor 
of at least some of them. 

A. F. McGill, Assistant Superintend- 
ent, Niagara, St. Catharines and Toronto 
Ry., St. Catharines, Ont., has resigned, 
and is reported to have entered Hydro 
Electric Power Commission of Ontario's 
service, in connection with the operation 
of the Sandwich, Windsor and Am- 
herstburg Ry., which is being taken over 
by the commission. 

J. Moir, Traffic Superintendent, Ed- 
monton, Sask., Radial Ry., was suspend- 
ed from duty by the mayor, Jan. 7. On 
the following day the mayor issued a 
memorandum giving reasons for the step 
he had taken, and making a number of 
charges against Mr. Moir. The com- 
mittee in charge of public utilities held 
a meeting Jan. !•, at which the mayor 
withdrew all the charges made and with- 
drew the suspension of Mr. Moir, who 
was thereupon reinstated in office. Mr. 

Moir then resigned his position, his rc- 
hignation to take place in .'JO days. On 
Jan. 10 the city commissioners granted 
him two months pay on his retirement. 

A. N. Pay, Master Mechanic, Niagara, 
St. Catharines and Toronto Ry., St. 
Thomas, Ont., has resigned, and is re- 
ported to have entered Hydro Electric 
i'ower Commission of Ontario's ser\'ice 
in connection with the operation of the 
Sandwich, Windsor and Amherstburg 
Ry., which is being taken over by the 

P. Porock has been reappointed by 
London, Ont., City Council as a mem- 
ber of the London Railway Commission 
which manages the London and Port 
Stanley Ry. for a further term of two 
years. He has also been re-elected Vice 
Chairman of the commission. 

W. R. Robertson, Superintendent, Ni- 
agara, St. Catharines and Toronto Ry., 
has resigned to enter the Hydro Electric 
Power Commission of Ontario's service. 
He is on its railway department's staff 
and is in charge of operation. 

Herbert Grant Tulley, who has been 
appointed President, International Ry. 
Co., Buff'alo, N.Y., was born at St. John's 
Common, Sussex, Eng., Aug. 1, 1872, and 
for some years was in the British army 
in India. On leaving the British army, 
he went to the United States, entered 
the Metropolitan Life Insurance Co.'s 
service, and served in various capacities 
from 1899 to 1905. From 190,5 to 1911 
he was investigator, adjuster, assistant 
claims agent, and officer in the Trans- 
portation Department, Chicago, City 
Railways, Chicago, 111.; 1911 to Jan. 14, 
1920, Assistant Superintendent of Trans- 
portation, Superintendent of Transpor- 
tation, and Vice President, Philadelphia 
Rapid Transit Co., Philadelphia, Pa. The 
International Ry. operates 435 miles of 
track, including city services in Buffalo, 
Niagara Falls and Lockport, N.Y., and 
connecting interurban lines, and the Ni- 
agara Falls Park and River Ry. in Can- 

Senator J. M. Wilson, one of the Mont- 
real Tramways Co.'s directors, has given 
$100,000, towards the restoration of 
Laval University, Montreal, which was 
seriously damaged by fire recently. 

C. J. Yorath, City Commissioner, Sas- 
katoon, Sask., who has charge of Sas- 
katoon Municipal Ry., was reported re- 
cently to have been appointed Comp- 
troller-General for Manitoba. The Pre- 
mier of Manitoba advised Canadian 
Railway and Marine World, Jan. 25, that 
Mr. Yorath had not received any ap- 
pointment from his government. 

Transcona-Winnipeg Omnibus Line — 
The Transcona, Man., Town Council, on 
Jan. i:!, instructed its clerk to get in 
touch with Winnipeg city officials to ob- 
tain permission to establish a terminus 
in Elmwood for an omnibus line from 
Transcona; to secure estimates of the 
cost of motor busses and to report to a 
future meeting. The route of the pro- 
jected line follows the Nairn Road fron\ 
Transcona to the Elmwood end of the 
Louise bridge, Winnipeg, near the end 
of the Winnipeg Electric Ry. on Talbot 
Ave., 4.5 miles. Details of the service 
an(l the fares will be fixed at a future 
meeting. Several attempts to establish 
an electric car line between Transcona 
and Winnipeg have failed. 

Guolph iUdial Ky,— Guelph, Ont.. 
ratepayers, by a vote of 1,095 to 2:17, 
passed a bylaw on Jan. 1 to raise $15U,- 
000 by debentures for improving the 
(iuelph Radial Ry. and buymg additional 
rolling stock. It is to be operated as part 
of the electric railway system to be built 
and operated by the Hydro Electric 
Power Commission of Ontario. 

Mayor Westoby, in his inaugural ad- 
dress to the city council on Jan. 19 is 
reported to have urged its members to 
co-operate in every way with the Hydro 
Electric Power Commission of Ontario 
to the end that Guelph may secure at 
an early date the hydro radial railways 
promised. He is also reported to have 
said that the Radial Ry. will be taken 
over by the commission, under the terms 
of the bylaw, in July, when improve- 
ments in the service will be made. 

Sandwich, Windsor and Amherstburg 
Ry. — We were officially advised, Jan. 15, 
that it was expected that the Hydro 
Electric Power Commission of Ontario 
will assume control of this railway, the 
purchase of which was authorized by 
bylaws, passed by the nine municipali- 
ties interested, on Dec. 6, 1919, about 
the middle of March. Until the trans- 
fer is made the railway will be man- 
aged by the same staff as heretofore. 
One of the conditions of the transfer is 
that any of these officials shall resign 
on request from the commission. 

Samia St, Ry. — A member of the 
Hydro Electric Power Commission of 
Ontario's engineering staff visited Sar- 
nia, Ont., recently and it was reported 
Jan. 16, that complete survey of the 
Samia St. Ry. and its possibilities would 
be commenced by the commission's en- 
gineers during February. It is expect- 
ed that as the result of the sur%-ey a 
proposition will be made to acquire the 
line by the city, and to extend it. 

Toronto Suburban Ry.— On Oct. 16, 
1919, the Toronto Board of Control re- 
quested the Works Commissioner to 
confer with the government authorities 
to ascertain what arrangements could 
be made for co-operation in the opera- 
tion of the ."City and Suburban Street 
Ry." and to form a scheme of opera- 
tion for the benefit of the citizens. On 
Jan. 2, the Works Commissioner reported 
that he had received the following letter 
from A. J. Mitchell, Vice President, 
Canadian National Rys., dated Oct. 30, 

"The sale of the street railway lines 
within the City of Toronto, owned by the 
Canadian National Rys., was discussed 
at the last meeting of our board, when 
it was decided that the company would 
consider the sale of such lines at a fair 
price to be agreed on with the city, or 
subject to arbitration, providing that 
the city would agree to taking over the 
Woodbridge extension, or providing run- 
ning rights to this company on an equit- 
able Iwsis over the lines taken over. 
"The whole question of the operation of 
electric lines is under consideration at 
the present time and should the Hydro 
Electric Power Commission of Ontario 
proceed with an extensive programme of 
hydro radials this company might make 
ail arrangement with the commission 
with respect to its lines outside the City 
of Toronto. I presume such an arrange- 
ment would not affect but would rather 
advance, what the City of Toronto has 
in mind with respect to radials within 

February, 1920. 



the city limits. I will be glad to dis- 
cuss this matter further with you at 
any time." 

In submitting this letter to the board 
of control, the Works Coniniissioner said: 
"Having regard for the provisions of 
the agreement between the city and the 
Hydro Electric Power Commission of 
Ontario, requiring the assent of the com- 
mission to acquisition by the corpora- 
tion of any such lines, will your board 
please adopt a policy and instruct me 

On Jan. 14 the board of control de- 
cided to consult the Hydro Electric Power 
Commission of Ontario on the matter. 

Reported Negotiations for Sale of 

Quebec, Montmorency and 

Charlevoix Ry. 

Under an act of 1918 the Dominion 
Government was authorized to acquire 
from the Quebec Ry., Light and Power 
Co., the portion of its lines known for- 
merly as the Quebec, Montmorency and 
Charlevoi.K Ry., extending from Quebec 
to St. Joachim, 25.1 miles, and there con- 
necting with the Quebec and Saguenay 
Ry. Although this latter line has been 
taken over by the government under the 
same act, the Quebec, Montmorency and 
Charlevoi.x Ry. has not, but the Quebec 
and Saguenay trains are operated over 
it to Quebec under traffic agreement. 

A press report states that negotia- 
tions are in progress between an English 
syndicate, acting in close conjunction 
with the Delaware and Hudson Co., for 
the purchase of the line from Quebec to 
St. Joachim; the price mentioned being 
$2,000,000. The D. and H. Co., through 
its own lines in Canada — the Quebec, 
Montreal and Southern Ry. and the Na- 
pierville Junction Ry. — is reported to 
have secured running rights which will 
carry it up to the Quebec Bridge. Ar- 
rangements for running rights over this 
bridge into Quebec can, it is stated, be 
secured, and as a result, the Q., M. and 
S.R. could be linked up and with running 
rights over the Quebec and Saguenay 
Ry., which could probably be secured 
from the Dominion Government, the D. 
and H. Co. would have a through route 
to Murray Bay and other tourist points 
on the lower St. Lawrence River. 

British Columbia Electric Railway 
Passenger and Lighting Rates. 

The British Columbia Public Utilities 
Commissioner gave his decision recently 
on the Burnaby District's complaint that 
the British Columbia Electric Ry. was 
discriminating against the municipality 
in its electric light rates. The company 
in July, 1918, faced an inoi-ease in wages 
and suffered a strike. Before reoperat- 
ing the cars the company asked for an 
increase of passenger fares in the City 
of Vancouver and in the Point Grey, 
South Vancouver and Burnaby munici- 
palities. The increase was granted by 
all the municipalities except Burnaby, 
and in return for this concession the 
company agreed to a reduction in rates 
for lighting charged in the three mu- 
nicipalities named. The single city line, 
the Hastings East line, in Burnaby oper- 
ate on the old fares. The Burnaby Lake 
line is an interurban one under the Board 
of Railway Commission's jurisdiction. 
Apart altogether from negotiations for 
increased fares on city lines, the com- 
■Dany applied for, and received, author- 

ity to increase them on the Burnaby 
Lake line from the Board of Railway 
Commissioners, but Burnaby municipal- 
ity appealed against this decision. 

The commissioner, after reviewing the 
whole matter, says he can see noth- 
ing in the case which implies 
discrimination by the company. It ap- 
pears that Burnaby municipality is seek- 
ing relief from a situation which has 
arisen out of its council's considered ac- 
tion. It is probable that under the ex- 
isting rates, brought about in the way 
described, users of electric light are suf- 
ferers in comparison with users in other 
municipalities who pay standardized 
rates, but on the other hand users of 
the Hastings St. car line are gainers. 
If this discrimination exists, it is dis- 
crimination against electric light users, 
but the Burnaby people are responsible 
therefor through their elected council. 
As the commissioner's jurisdiction as to 
fares on the Hastings St. line is to 
say the least of it, questioned by the 
1919 amendment to the Dominion Rail- 
way Act, he considered himself only 
competent to deal with electric light 
rates, and these could not be dealt with 
until after a proper segregation of the 
company's electric light and power sys- 
tems from its railways. The applica- 
tion was therefore adjourned until the 
question of jurisdiction has been de- 
finitely settled. As the company wishes 
to standardize both railway rates, on 
the Hastings St. line, and light rates, 
he suggested that the parties get to- 
gether and come to an agreement on 
such a basis. 

would not become operative for many 

Increases in Electric Railway 
Freight and Passenger Rates. 

Grand River Ry.— The Board of Rail- 
way Commissioners has authorized the 
company's standard passenger tariff 16, 
C.R.C. 14, fixing a fare of 2.875c a mile 
on all its company's lines and which 
went into effect Jan. 20. 

London St. Ry. — London, Ont., rate- 
payers on Jan. 1, voted 4,080 to 3,604 
against authorizing the company to in- 
crease its fares. 

Ottawa Electric Ry. — In connection 
with the company's appeal against the 
Board of Railway Commissioners' refusal 
to grant an increase of fares on the Bri- 
tannia line, which was argued before 
the Supreme Court of Canada, Nov. 17 
and 18, 1919, the court on Dec. 22, 1919, 
decided that it requires further argu- 
ment on the following questions: — 1. Has 
the Board of Railway Commissioners 
authority to reduce the company's charge 
for passenger services within the City 
of Ottawa, below the fare of 5c now 
charged for any such services ? 2. If 
the first question is answered in the 
negative, has the board power to require 
the company to provide a service partly 
within and partly beyond the limits of 
the City of Ottawa for a charge not ex- 
ceeding 5c? 3. In passing upon the 
questions raised upon this appeal is the 
court in any respect governed by the 
Railway Act, 1919, Sec. 325? The argu- 
ment will probably be heard in February. 
Nepean Tp. is the respondent. 

Winnipeg Electric Ry. — A Winnipeg 
press dispatch of Jan. 28 says that the 
6c street car fare there, will continue 
for some months. Justice Curran hav- 
ing stated that, even if the city should 
be successful in an action to obtain an 
injunction restraining the company from 
collecting such a fare, the injunction 

Montreal and Southern Counties 
Ry. to Build Bridge at Granby. 

Judgment was given Dec. 31, in the 
Quebec Court of King's Bench, upon the 
Montreal and Southern Counties Ry.'s 
appeal against a Quebec Superior Court 
judgment in an action brought against 
the company by the City of Granby. 
The action arose out of the interpreta- 
tion of the company's franchise contract 
with the city; one of the clauses of 
which provided for the construction of 
a general traffic bridge over the Yamaska 
River by the company, and authorizing 
the city, if the company failed to build 
the bridge, to build it at the company's 
expense. The company had not built the 
bridge, because it did not want to lay 
its lines along the road crossing the 
river, but the city called for its erection. 
The Superior Court held that the com- 
pany should build its bridge, and the 
Court of King's Bench, with one dissent- 
ient, has upheld that decision. 

The appeal raised not only a question 
of the legal interpretation of the con- 
tract between the parties, but also ask- 
ed whether the issue was not one for 
the Board of Railway Commissioners 
and not the civil courts to decide. Judg- 
ment, as arrived at by a majority of the 
court — Justice Carroll dissenting — was 
that under the conditions of the contract 
this was a question properly before the 
courts and that the company was wrong 
in its contentions. As a result, the ma- 
jority judgment, orders the company to 
build a steel bridge over the Yamaska 
River at Irwin St., over which vehicles 
and pedestrians may safely pass. If it 
fails to do so, the City of Granby is 
authorized to build the bridge at the 
company's expense. 

Hydro Electric Power Commission of 

Ontario's Railway Construction — In 
connection with the railway work which 
forms part of the power development 
being carried out by the Hydro Electric 
Power Commission of Ontario in the 
Niagara Peninsula, we are officially ad- 
vised that the Canadian Bridge Co.'s 
tender has been accepted for the supply 
and erection of 3 double track deck 
plate girders to be designed for Cooper's 
E-70 loading. Each span will be 75 ft. 
long, designed in accordance with 
Michigan Central Rd. specifications, with 
concrete floor for ballasted deck. The 
bridge will be erected at the crossing of 
the Niagara power development canal 
about 1,000 ft. east of the crossing by 
the M.C.R. main line of the Welland 
River at Montrose, Ont. 

Application for Increased Fares in 
New York — The Receivers for the New 
York Ry., the Interborough Subway and 
Elevated Lines, in Manhattan, and the 
Brooklyn Rapid Transit Co., have ap- 
plied to the city for permission to charge 
an 8c fare until June 30. It was stated 
that unless an increased fare is granted 
the companies may be compelled to sus- 
pend all traffic. 

Charles Kennedy and Lewis Kennedy, 
father and son, were each fined $20 at 
at the St. John, N.B., police court, re- 
cently, for assaulting a New Brunswick 
Power Co.'s conductor, while in charge of 
a car, Dec. 26. The accused persisted 
in taking a dog into the car with them 
in contravention of the rules. 



February. 1920. 

KIrrtrir Itnilwny FInnnrr. Meet- 
ings, Klc. 

ItritiHh Columbia EIrclrir Ky. nml nl- 

lird coniiwnii'H: in>.r..t.. in<..». t.< 


CroM |: 

N»t l>J.ll;. Kl. .!.!'-■ ijM.ll.i ;!t.:.»7t 

— Cap« lirrlon Electric Co. — 

Grm* . til.' 
K«prnM« 40. 

Nrt .-, ll.:>': i-ii.i'-M. 1 .'.(Ku ■.".' ij..ii.7-j 

Edmonton Itadial Ry. — A report by the 
city controllers of Kdmonton, Alta., on 
the o|M'mtion of the civic public utilitie.i 
to Nov. .'10. I'.MU, contains the followinir: 
"The irross earnings for the months 
were $l,SM2,:t22.RS, while operation and 
maintenance cost $1,07:{, 140.27. .showinit 
a net .nurplus on operation of $s:{;i, 182.1)1, 
a.s ajrain-st jeiM.'JfitJ.nfi for the same 
period of the previous year, and after 
mcctinK capital and depreciation charges 
there i.s a net surplus on all the utilities 
(inclusive of the deficit on the street 
railway) for the 11 months of $i:{7,- 
919.07 compared with $2,.'i28.76 for the 
correspondini: period of 1918. The street 
railway for November showe<l a net sur- 
plus (inclusive of capital and deprecia- 
tion charges), of $1,52G.:59, against a net 
deficit for Nov., 1918 of $25,546.0.5. The 
net deficit on the street railway for the 
11 months to Nov. 30, 1919 was $53,- 

Guelph Radial Ry. — A press report 
states that the receipts for 1919 show an 
increase of $16,000 over those for 1918. 
We were officially advised Jan. 20 that 
the accounts were being audited, and 
that figures were not available. 

London and Port Stanley Ry. Co. — The 
directors for this year are: President, E. 
S. Little, mayor; Vice President, Alder- 
man G. B. Drake; other directors, Alder- 
men Watkinson, Ashton, Wheatcroft, 
Cunningham, Brighton and W. A. Wil- 
son. The mayor of London, Ont., ex- 
plained. Jan. 17, that it is necessary to 
hold an annual meeting to keep the com- 
pany formally in existence, as the capital 
stock the Grand Trunk Ry. holds 210 
shares, and other persons hold 47 shares. 
The remaining 8,637 shares are owned 
by the City of London. The company 
had paid out of the $183,.">64.31 received 
from the London Railway Commission, 
$183,494.51 for interest, sinking fund, 
etc., and the balance of $68.80 for cur- 
rent expenses. 

The Montreal Tramways Co. has de- 
clared a dividend at the rate of $2.50 
a share of its capital stock for the quar- 
ter ended Dec 29, 1919. It is reported 
that the meeting of directors, Jan. 15, at 
which the dividend was declare, the Presi- 
dent presented figures to show that ow- 
ing to the recent advance granted in 
fares with a corresponding increase in 
passenger traffic, the company had been 
placed in a position to resume the pay- 
ment of dividends on the common stock, 
payment of which had been suspended 
since the spring of 1918. 

Nova Scotia Tramways & Power Co. — 
A Halifax, N.S., press report states 
that no dividends will be pai<l in the 
preferred stock for the 6 months ended 
Dec. 3L 1919. There are outstanding 
$2,200,000 of preferred shares, liearing 
interest at Ct''r per annum and payable 
half yearly, the intt-rest being one year 
in arrears, approximately $122,000. Con- 
siderable sums have been expended on 

renewal of truck and other improvements, 
for which a .thort term loan of $1,000,000 
wn.i made during 1919, and half of which 
has been spent. This improvement works 
will be continued during this year. 
Toronto Civic Railway — 

Rr. Krr.llllV Drr.lVIH |S|B 1«|S 

_ C-IPU »H.l lO.TK H2.07f..4B I44I.9SS.09 ISXI. 411.24 

urn ;;,60.'i.0fi,-. i.ii:';;.4o« 26.luo.a3s I9.7.'.r..07: 
Toronto Ry.. Toronto and York Radial 
Hy. and allied companies — 
Oct. 31. Oct. .11. 
Ort..l919 Oct..l9IH IIU'J 191H 

..ll.U'S.SOl ll.04H.47l<ll0.4l'.!.2S«tlO.S4.'S.07fi 

biprnx* 7:;'j.4ao i'.r.7.»0M 6.r,ir,.66i :..7r,»,Mi 

Net R94,871 480,570 3.92«.r>98 4.88.'..214 

Toronto Railway — 





4 662.077 





Ti.UN l«.5Hlt.W)0 I7.l7i.l«7 

'Strikes in progress. 

The city's percentage for 1919 was 

Winnipeg Electric Ry. and allied com- 
panies — lOmrm- to lOmnnt to 

Or- •' >...•.• 

Oct.. 1919 Oct-.l9|H 

Grou I«2S,33» 1296.005 1.1 

Expvnm S21.795 2*1.441 ;• ■ - •! 

Net 106.544 »S.5«4 :-..i. ■..;,.l 

The surplus for Nov., 1919, after pro- 
viding for fixed charges, was $37,623.71. 

Electric Railway Notes. 

Moncton Tramways, Electricity and Gas 
Co., Moncton, N.B., is reported to have 
ordered 2 new cars, and a new .sweeper, 
to replace the car and sweeper destroyed 
when the car barn was burned Dec. 26. 

Calgary, Alta., City Council is receiv- 
ing applications for the position of Traf- 
fic Manager of the Calgary Municipal 
Ry., a new position which the city com- 
missioners recommended shoulcj be creat- 

The Moose Jaw, Sask., Electric Ry., is 
reported to have put in operation on Jan. 
12, a regular 6 minute car service on 
the belt line in place of the in-egular 
sei-viee in operation for some time pre- 

The Toronto Civic Works Department 
called for tenders during January for 2 
single truck cars for the Toronto Civic 
Ry.'s Bloor St. route. It is expected that 
the order will be placed about the end of 

Calgary, Alta., City Council is report- 
ed to have ratified an agreement with 
the Dominion Government for carrying 
letter carriers on the Calgary Municipal 
Ry. at $40 each per year instead of $35 
as heretofore. 

The Cape Breton Electric Co. has is- 
sued an illustrated calendar for 1920. 
The top half of the sheet for each month 
contains a colored cartoon of a humorous 
character illustrating a phase of the 
safety first movement. 

Winnipeg Electric Ry. employes de- 
cided, Jan. 8. by a vote of 550 to 300, 
to withdraw from the International 
Street Railway Men's Union and to form 
an independent union. The company em- 
ploys about 1,100 men. 

By order of the Montreal Tramways 
Commission, the public were given the 
privilege of using the Montreal Tram- 
ways C'o.'s cars at the ordinary day rates 
from midnight to 5 a.m. on Christmas 
and New Year's mornings. The regular 
night fare between these hours is 15c 

The Toronto Board of Control, on Jan 
21, made an order for the return of re- 
ports made in 1918 in connection with 
the proposed building of a civic car fac- 
tory in Toronto, so that it may again 
consider the question of the building of 
cars by the city for the operation of the 
civic railway. 

The Toronto Police Commissioners are 
paying the Toronto Ry. $100 a year each 
for budges to be used by plainclothes men 
and detectives, when riding on the com- 
pany's cars. It was announced early in 

January that 160 of these were in use, 
but that the number will probably be con- 
siderably curtailed. 

The Detroit United Railway adopted 
the queue system recently at Detroit, 
Mich., for handling crowds during the 
rush hours. Both the front and rear 
doors of the car are utilized, and two 
lines of intending passengers are formed, 
one for each door. Extra conductors are 
placed at each end to facilitate collec- 
tion of fares. 

The case of the City of Winnipeg 
Electric Ry., respecting the validity of 
the order, made by the Public Utilities 
Commissioner for Manitoba, increasing 
car fares, was set down for hearing at 
the sittings of the Manitoba Court of 
King's Bench, which opened Jan. 26. The 
city questions the validity of the Public 
Utilities Act. 

The Toronto Board of Control, after 
considering the Imperial Privy Council's 
judgment on the Toronto Railway's ap- 
peal against the penalty of $1,000 a day 
for noncompliance with an order of the 
Ontario Railway and Municipal Board 
to provide additional cars, decided that 
an application be made to the board 
forthwith for the enforcement of the or- 
iginal order. 

The Quebec Ry., Light and Power Co. 
is reported to have announced, Dec. 24, 
that all tickets purchased at the rates 
in force prior to the recent increase in 
rates, would be accepted for transporta- 
tion on the cars at face value. It was 
originally stated that these tickets would 
only be accepted on the cars for one 
month after the new rates went into force 
on Nov. 20, 1919. 

The Toronto Board of Control, on Jan. 
21, voted $200,000 for the purchase of 
motor cars for operation on the civic 
railway, chiefly, to relieve congestion on 
Danforth and St. Clair lines. The Works 
Commissioner was instructed to buy cars 
making the best possible arrangement, 
preference to be given to Canadian car 
building companies, but not to close any 
deal without further instructions from 
the board. 

The Fort William Municipal Ry. has 
bought 14 cars from the Cleveland St. 
Ry.. Cleveland, Ohio, to replace those 
destroyed by fire in Dec, 1919. They are 
somewhat shorter than those being oper- 
ated at present in Fort William. "Two ar- 
rived at Fort William towards the end 
of January, and were immediately over- 
haulect and put in service. The price 
paid for the cars delivered at Fort Wil- 
iam is approximately $4,800 each. 

February, 1920. 



At the British Columbia Electric Ry., 
Vancouver Island employes' annual din- 
ner at Victoria, recently, A. T. Goward, 
Local Manager presiding, it was stated 
that li- •■ "' idnipanv f employes ir 
the Island Division, who enlisted for 
overseas service, II were killed and 14 
wounded in action. Of the company's 
employes in the whole province, 564 en- 
listed, and of these 40 were killed in 
action, 41 wounded, and 81 died. Of the 
remainder, 318 had returned. 

Edmonton, Alta., Radial Ry. employes 
are reported to have requested the city 
commissioners to discontinue the opera- 

tion of one-man cars, and to put two 
men in charge of all cars. The men con- 
tend that it is too much to expect one 
man to punch transfers, collect transfers, 
give change, sell tickets, attend to fare 
box and run a car on schedule time, that 
it is taking altogether too great a risk, 
is unreasonable, and that the service 
would be greatly improved by its altera- 
tion. It is stated that during certain 
periods of the a second man is placed on 
the one man cars to enable the work to 
be done. 

The Board of Railway Commissioners, 
sitting at Kitchener, Ont., Jan. 12, had 

under consideration the Grand Trunk 
Ry.'s appeal for an order to direct the 
Kitchener Light Commission, operating 
the Kitchener and Waterloo St. Ry. to 
pay SO'r of the cost of the watchmen 
at the King St. crossing at Kitchener. 
It is stated that the Kitchener commis- 
sion at present only pays 2c a day to- 
wards the watchmen's wages, which 
amounts to $9,75, and the G.T.R. claims 
that a fourth man will have to be em- 
ployed. Commissioner Goodeve, who 
heard the application, recommended the 
parties to come to an agreement and 

The Canadian Electric Railway Association Expresses its Appreciation of Its 

Honorary Secretary-Treasurer. 

On the eve of leaving Toronto for a 
short New Year's holiday, Acton Bur- 
rows, who resigned the Honorary Secre- 
tary-Treasurership of the Canadian Elec- 
tric Railway Association recently, after 
having been unanimously re-elected for 
12 years, and who has been elected an 
honorary member of the association and 
its Honorary Vice President, was enter- 
tained at luncheon at the Albany Club, 
Toronto, by a number of officials of elec- 
tric railways which are members of the 
association, the arrangements having 
been made by a committee, consisting 
of A. Eastman, Vice President and Gen- 
eral Manager, Windsor, Essex & Lake 
Shore Rapid Ry.; Lt.-Col. G. C. Royce, 
General Manager, Toronto Suburban Ry.; 
and C. L. Wilson, Assistant Manager, 
Toronto & York Radial Ry 

After the King's health had been 
drunk, the association's President 
A. Gaboury, Superintendent, Montreal 
Tramways Co., who occupied the chair, 
said: " — I need not explain the purpose 
of this luncheon, unfortunately we all 
know it too well, but I certainly cannot 
let the occasion go by without saying a 
few words of the great loss the asso- 
ciation has sustained in the resignation 
of its Honorary Secretary-Treasurer, 
Acton Burrows, who has acted for so 
many years in that capacity, who has 
rendered such valuable services to the 
association, who has, as a matter of fact, 
sacrificed a great part of his time and 
energy, possibly to the detriment of his 
own personal affairs, for the purpose of 
helping along the Canadian Electric Rail- 
way Association, and making it a suc- 
cess. It is safe to say that it is the un- 
animous opinion of every member, from 
coast to coast, that much of its success 
has been due to the energy, experience 
and courage displayed at all time by 
our good friend Acton Buri'ows. 

"Mr. Burrows, we have had the plea- 
sure of knowing you for a great many 
years, and in those years you have made 
us feel that we could call upon you for 
all the help and assistance that lay in 
your power. You have always replied 
to any request for information, cheer- 
fully and conscientiously, and I can as- 
sure you that we have appreciated and 
do still appreciate the courtesy and kind- 
ness you have always shown, both in 
your capacity of Honorary Secretary- 
Treasurer of the associatioH, and as a 
personal friend. As a mark of our es- 
teem we herewith tender you a small 
token of the very deep affection and 
love that all the members of the asso- 
ciation feel for you. Do not accept the 
tokens at their price value, they are not 
intended as such, but accept them as a 

reminder of deep attachment and friend- 
ship that will last forever." 

The presentation consisted of a large 
Sheffield plate tray, silver on copper, with 
mounts, silver milled and hand engraved, 
and a Sheffield plate coaster, both of 
the period from 1800 to 1820, and sev- 
eral pieces of cut glass. The tray bore 
an engraved inscription "Presented to 
Acton Burrows by Canadian Electric 
Railway Association, Dec, 1919." Mr. 
Burrows expressed briefly his deep ap- 
preciation of the presentation, and of 
the too flattering manner in which Mr. 
Gaboury had spoken of his services, and 
assured the donors that although he felt 
compelled, owing to his business and 
personal affairs requiring his whole at- 
tention, to resign the honorary secre- 
tary-treasurership, he would always be 
at the association's disposal, and he 
hoped to continue to meet the members 
on many future occasions and to be in 
frequent correspondence with them from 
the Canadian Railway and Marine 
World's office. 

The following, among those pi'esent, 
also spoke, A. Eastman, Vice President 
and General Manager, Windsor, Essex & 
Lake Shore Rapid Ry., and Honorary 
Secretary-Treasurer pro tern of the as- 
sociation; E. P. Coleman, General Man- 
ager, Dominion Power & Transmission 
Co.; E. W. Oliver, General Superintend- 
ent, Niagara, St. Catharines & Toronto 
Rv.; C. L. Wilson, Assistant Manager, 
Toronto & York Radial Ry.; F. D. Bur- 
pee, Superintendent, Ottawa Electric 
Ry.; W. .1. Radford, Assistant Manager, 
Toronto Suburban Ry.; Jas. Anderson, 
Vice President, Sandwich, Windsor & 
Amherstburg Ry.; J. F. Deadey, Super- 
intendent, Mimico Division, Toronto & 
York Radial Ry. 

A. Eastman, acting Honorary Secre- 
tary-Treasurer, pro tem, read a number 
of telegrams and letters, received from 
officials of companies which are mem- 
bers of the association, from which the 
following are extracts: 

E. P. Coleman, General Manager, Do- 
minion Power & Transmission Co., Ham- 
ilton, Ont.: "We greatly regret to note 
that our Honoraiy Secretai-y-Treasurer, 
Acton Burrows, has felt constrained to 
tender his resignation to the association, 
we consider this a very serious matter, 
as there is no doubt that the success of 
the association in the past has been 
mainly due to the efficient and unselfish 
ministration of our honored and Honor- 
ary Secretary-Treasurer and his wise di- 
rection of its affairs." 

C. C. Curtis, Manager, Cape Breton 
Electric Co., Sydney, N.S.: "Please con- 
vey to Acton Burrows, the grand young 

man of the C.E.R.A., my regret at being 
unable to be with you today, also my 
best wishes for a happy and most suc- 
cessful New Year." 

E. J. Dickson, Vice President, Inter- 
national Ry., Buffalo, N.Y.: "Regret im- 
possible to attend luncheon. Kindly con- 
vey our very best wishes to Mr. Burrows 
for all manner of success in the future." 

G. Gordon Gale, Vice President, Hull 
Electric Co.: "I regret that I shall not 
be able to be in Toronto for the luncheon. 
I should very much like to join with you 
all in the pi-esentation which will take 
place at that time." 

Lt.-Col. J. E. Hutcheon, General Man- 
ager, Montreal Tramways Co., Montreal: 
"I am pleased to note that a presenta- 
tion is to be made to Mr. Burrows. I 
would like very much to be present, but 
I fear that my attention will be requir- 
ed here during the entire week, on mat- 
ters of very great importance to the 
company. If it is at all possible to get 
away, I assure you I will be present 
Mr. Burrows has been of very great 
value to the association, in the many 
years he has occupied office, and we can- 
not do too much on his retirement to 
show our appreciation." 

C. B. King, Manager, London Street 
Ry., London, Ont.: "We are very sorry 
that Mr. Burrows finds its necessary to 
discontinue serving as Honorary Secre- 
tary-Treasurer. Personally I feel the 
association may be quite unable to se- 
cure a substitute." 

M. W. Kirkwood, General Manager, 
Grand River Ry. and Lake Erie & North- 
ern Ry., Gait, Ont.: "It would really be 
a pleasure to attend the luncheon, but 
owing to perss of business, it is not 
possible for me to do so." 

A. W. McLimont, Vice President and 
General Manager, Winnipeg Electric Ry., 
Winnipeg, Man.: "Unfortunately it will 
be impossible for any of this company's 
officials to be represented at the luncheon 
to be tendered Acton Burrows. I per- 
sonally regret very much not being able 
to attend, as there is nothing that the 
members of the C.E.R.A. can do that 
would be more than Mr. Burrows' untir- 
ing efforts for the association's inter- 
ests have entitled him to." 

C. U. Peeling, Manager, Cornwall 
Street Ry., Light & Power Co., Cornwall, 
Ont.: "While our company cannot be rep- 
resented at the luncheon we heartily 
concur in the association's action, and 
regret that we have been unable to show 
our appreciation of Acton Burrows' ser- 
vices at an earlier date. 

W. B. Powell, General Manager, Mont- 
real & Southern Counties Ry., Montreal, 
Que.: "I regret very much that owing 



February, 1920. 

to our iH'inir very nhort hanilt-d nt pres- 
ent, wf will be unjible tu nend a rcprv- 

K. M. Keado, Superintendent, Quebec 
Ry.. I.ijtht & I'ower Co.. guebec. Que.: 
"Sly bent thuUKbtx and wi-ihes ro out to 
all of you at this lime, and I n-irret ex- 
ciM-dingly my inability to 1h> pn'sont, ow- 
inif to thin time of year beinjr the bu»- 
ient port of our winter sea.Hon. Wc hate 
to lone Arton Burrowji, even after i:i 
yearn, l>ecaune he hn.s alwayn bei-n a (fen- 
uine in.vpiration to all of un, nrtive and 
alwayn in artion, the man who has done 
thintr!* for the asncH-intion, and Dec. 2t> 
llM'.i, will .itjind out as evidence of his 
.iterlinK chanicler and worth, showing 
the irreat e.steem, and I may say affec- 
tion, we all have for him. Here's to his 
very (food health and happiness and I 
hope that as Honorary Vice President of 
the Asswiation he will jtive us the bene- 
fit of his mature experience in thinjjs 
"electro-politico." I feel we can count on 
his hearty co-operation, not only now in 
the re-orjraniiation, but in the years to 

H. E. Weyman, .ManaKer, Levis County 
Ry., Levis, Que.: "Sorry cannot attend 
Please accept my esteemed appreciation.'" 

W. S. Hart. Secretary - Treasurer. 
Three Rivers Traction Co., Montreal, 
wrote Mr. Burrows personally: '"I recret 
to note from circular issued by Mr. East- 
man that you have resipned as Honor- 
ary Secretary-Treasurer of the Canadian 
Electric Railway Association. I am 
hardly surprised at that action as cer- 
tainly it must have been a great sacri- 
fice to you to give up so much time as 
you have to the affairs of the associa- 
tion. The hiph standing of our asso- 
ciation is such that I feel we should tes- 
tify our gratitude for the work that you 
ha\'e done. I have not been a very im- 
portant factor in the association, but all 
of my relations to it have been of a 
most satisfactory nature." 


Calpary Municipal Railway Operat- 
inK Results. 

City Comptroller Wood in a report 
upon the operations of Calgary, Alta., 
public utilities for the 11 months ended 
Nov. .'{0, 1919, is reported to have said: 
"In the street railway department, there 
was a deficit at the beginning of the year 
which totaller $7,118.24. Increased traf- 
fic, especially during the autumn and 
early winter, however, quickly brought 
a surplus to this department, and at the 
end of November, the total actual rev- 
enue of the lines was $736,559.05, as 
against total expenditures of $713,182.64 
leaving a surplus of $2.3,376.41. The 
milder weather of December, it is ex- 
pected, will cut down the revenue some- 
what as compared to November, but the 
figures indicate that the lines will finish 
the year with a surplus of approximate- 
ly $25,000. The unfortunate accident of 
Dec. 20, will have no effect on the pro- 
fits of the line, for the reason that such 
accidents are paid for out of a special 
reserve fund create<i by taking 2'r of 
the gross profits each year and setting 
them aside for this purpose. At the be- 
ginning of 1919, there was $lK,:tr.7 and 
the 2','r of the gross this year will add 
another $l.'i,000 about. However, a 
number of other minor accident cases had 
to be paid for out of the money on hand 
at the beginning of the year so that the 
recent accident will just about clean out 
the re»er\'e fund." 

A premi report of Jan. 6, stated that 
the renultn of the ycar'ii operation would 
be about as follows: — 



....„ 27.»;«.JI1 |2l&.0»t.4t 

The cost of operation is not given, but 
it is stated that the surplus is expected 
to be from $2.'>,000 to $:10,000. 

In conni-ction with these figures, T. H. 
.McCauley, Superintendent, is reported to 
have given the following additional in- 
formation: — ""The total hours of opera- 
tion for the year ended Dec. 31, were 
304,596. On this basis, with 2 men on 
a car at 60c an hour, or $1.20 an hour, 
the cost would have been $365,515.20. 
With one man on a car, at 0.5c an hour, 
the cost was $197,987.40, a saving of 
$167,527.80. To this must be added sav- 
ing in double time for holidays of $8,- 
223.60; .saving on uniforms of $5,550; 
winter trousers, $1,612.50; saving on 
caps, $487; a total saving of $185,613.10. 

Suits Against Montreal Tramways 

The Quebec Superior Court, sitting at 
.Montreal, Jan. 14, awarded $465..50 dam- 
ages and costs in favor of George 
Gautier, against the Montreal Tramways 
Co. In Nov., 1917, the plaintiff was a 
passenger on one of the company's cars 
and after he had got off and was waiting 
for it to move on, the conductor, it was 
alleged, deliberately kicked him in the 
eye, causing a severe wound. There evi- 
dently had been some wrangling between 
the plaintiff and the conductor before the 
former got on the car, and the conductor 
admitted that in endeavoring to close the 
door of the car he touched the plaintiff, 
but without intending in anyway to cause 
him injury. 

The Quebec Superior Court, sitting at 
.Montreal, Jan. 12, gave a verdict in 
favor of the Montreal Tramways Co. in 
an action brought against it by Mrs. 
McConnell, who claimed $2,000 dam- 
ages for the death of her husband, 
caused by W. T. Mattice, an Italian. 
The evidence showed that Mc- 
Connell was a passenger on one of the 
company's cars. May 17, 1917, on which 
the conductor had an altercation with 
an Italian. The Italian was ejected, but 
ran after the car, boarded it, and drew 
a knife. The conductor retreated to the 
interior of the car and closed the door. 
The Italian being in a rage turned on 
the passengers on the platform, inflicting 
such injuries on McConnell that he died 
June 8, 1917. The plaintiff alleged that 
the conductor did nothing to protect the 
lives and safety of the passengers on the 
platform. The court held that the death 
of the passenger was due to the criminal 
act of the Italian, and that the plaintiff 
had failed to prove the essential allega- 
tion of her claim, viz., the responsibility 
of the Montreal Tramways Co. 

The Nova Scotia Tramways and Power 

Co.'s 24 safety cars, which are being 
built by the American Car Co. for the 
Halifax tramways service, as mentioned 
in a previous issue, are of the following 
general dimensions, — length over bump- 
ers, 28 ft., '4 in.; length over dashers. 
26 ft. 9'-i in; length of body, 17 ft. 9'3 
in.; width overall. 8 ft.; width over side 
plates, 7 ft. 8 in.; wi<lth inside, 7 ft. 2 
in.; height from rail to roof, 9 ft. 10 Si 
in.; height from rail to floor, 2 ft. 4 15-16 
in.; wheel base, 8 ft. The cars have 
seating capacity of 32 persons each, and 
arrangement is made for fitting a 

hinged seat against each vestibule, which 
is folded up when the door adjacent 
thereto ik in use. The weight of each 
car is approximately 7'/^ tons, and owing 
to the iniitallation of special safety de- 
vices, it is claimed that they can be oper- 
ated on shorter headway The safety de- 
vices applied to the cars are int<-rlocked 
with a controller and brake handle, and 
it is neces.sary for the motorman to hold 
the control handle down to keep the car 
in motion, the releasing of the handle 
through any cause automatically cutting 
off the power, applying the brakes and 
rc-leasing the pneumatically operated 
doors. Approximately Ih'e of the weight 
of the car body and passenger load is 
supported on swing links, suspended by 
the ends of quarter elliptic springs on 
the four comers of the truck. 

Winnipeg Car Routing — The Winnipeg 
Electric Ry. some time ago arranged a 
rerouting on a number of its car lines; 
Elmwood residents protested against 
the rerouting insofar as it had effected 
a reduction on the three lines serving 
the Elmwood and East Kildonan dis- 
tricts. The Public Utilities Commissioner 
heard the case Dec. 23, 1919, and gave 
his decision Jan. 15, stating that the 
effort to make a through route over the 
whole district, including Sutherland 
Ave., and Talbot Ave. West, will never 
be satisfactory, and he therefore dis- 
approved of it. He approved the loop- 
ing of the Elmwood line at Donald and 
Ethel Sts. The consideration of ':tho 
route to be taken by the Morse place 
cars, whether the old route will be re- 
stored, or a new one arranged was held 
over for further consideration. 


Facilities for .Vidinjr Early and 

Late Navigation on St. 

Lawrence River. 

Early in Januarj- the Quebec Board of 
Trade wrote the Minister of Marine 
urging that facilities be provided to as- 
sist early and late navigation on the 
St. Lawrence River. Mr. Ballantyne re- 
plied in part as follows: — "The casualty 
that befell the s.s. Canadian Recruit is 
very much to be regretted indeed. The 
very severe ice conditions that resulted 
in the loss of this ship came about at a 
much earlier period than was anticipat- 
ed here with regard to the experience 
of previous years. So far as the s.s. 
Canadian Spinner is concerned, while 
the situation is extremely serious, it is 
hoped it may be possible to rescue her 
from the other end. 

"I have realized for some time that 
the facilities available for assisting ves- 
sels to navigate the St. Lawrence River 
after severe weather sets in are quite in- 
adequate. For reasons that I am sure 
will commend themselves generally, the 
Marine Department consented to the 
transfer to the Russian Government of 
the ships that would be really effective 
in combatting the ice conditions in the 
St. Ijiwrence. My present intention is 
to tiike such steps as may be necessary 
to provide equipment that will be rea- 
sonably adequate to assist any ships 
that may find it necessary- to navigate 
the St. Lawrence after the ice conditions 
became severe. The representations sub- 
mitted as to the extent to which facili- 
ties should be provided will be borne in 
mind by me in the course of the further 
consideration that the question will re- 

February, 1920. 


Marine Department 

Canadian Government Merchant Marine, Ltd., Shipbuilding, Operation, Etc. 

Orders for Cargo Steamships — Cana- 
dian Railway and Marine World for Jan- 
uary save particulars of orders placed 
by the Marine Department for 56 steel 
cargo steamships for operation by Can- 
adian Government Merchant Marine Ltd., 
and also referred to further orders which 
were beinjr negotiated for on Jan. 12, 
we were officially advised that the fol- 
lowing additional orders had been decid- 
ed on: 

Colling^vood Shipbuilding Co., two 
ships, approximately 3,890 d.w. tons 
each, one will be built at Collingwood, 
Ont., and one at Kingston, Ont. 

Nova Scotia Steel and Coal Co., New 
Glasgow, N.S., one ship, approximately 
2,800 d.w. tons. 

ToUl value. 4.i ships $.')4.284,635 

Averase cost per ton $199.63 

Summary 2. 
No. of contracts aKreed upon since 

siKninc of armistice. Nov. 11, 1918.... 15 

Total d.w. tonnaKc 88,280 

Total value, l.'i ships $15,287,625 

Average cost per ton $173.17 

Summary 3. 

Total no. of contracts agreed upon to 

Jan. 12 60' 

Total d.w. tonnage _ 359,946 

Total value, 60 ships $69,522,260 

Average cost per ton $193.14 

Summary 4. 

No. of ships completed to Jan; 12 23 

Total d.w. tonnage 121.275 

Summary 5. 
No. of ships turned over to Canadian 
Government Merchant Marine Ltd., 

to Jan. 12, and in service 19 

Total d w. tonnaec 99,885 

12; approximately 8,100 d.w. tons; J. 
Coughlan & Sons, Vancouver, B.C.: Dec. 
27, 1919. 

S.s. Canadian Inventor; Marine De- 
partment contract 36; builders' yard no. 
13; approximately 8,390 d.w. tons; J. 
Coughlan and Sons, Vancouver, B.C., 
Jan. 24, 1920. 

Deliveries of Steamships — In addition 
to the steamships mentioned in Canadian 
Railway and Marine World previously, 
the following were delivered to the Ma- 
rine Department by the builders on the 
dates mentioned. 

Dec. 20, 1919; s.s. Canadian Sealer; 
Marine Department contract 40; build- 
ers' yard no. f); approximately 2,800 d.w. 

Steel cargo steamship, Canadian Navigator; appr 

t Merchant Marine Ltd., by Canadian Vicker 

Davie Shipbuilding and Repairing Co., 
Lauzon, Que., one ship, approximately 
8,390 d.w. tons. 

Fuller particulars of these ships are 
given in the table on pg. 90 of this issue. 

In connection with the shipbuilders' 
deputation which waited on the Domin- 
ion Government on Jan. 7, it is said that 
the orders for steel cargo steamships will 
be increased from the 60 already placed 
to 70, and negotiations are under way 
in this connection. 

J. J. Coughlan, of J. Coughlan and 
Sons, Vancouver, on returning there re- 
cently from Ottawa, where he spent 
some time, is reported to have said that 
he had arranged for orders for two ships 
of approximately 8,100 d.w. tons each. 
The Port Arthur Shipbuilding Co. was 
reported on Jan. 10 to have received an 
order for one ship of approximately 3,- 
940 d.w. tons, in connection with which 
we were officially advised Jan. 26, that 
negotiations were proceeding, but that 
details had not been agreed on. 

Statistics re Orders, Deliveries, Etc. — 
The following information has been fur- 
nished by the Marine Department as 
of Jan. 12: — 

Summary 1. 

No. of contracts agreed upon before 

date of armistice, Nov. 11. 1918 45 

Total d.w. tonnage 271,665 

Passenger Ships to Be Ordered — As 

fully reported on pg. 96 of this issue, 
the Minister of Marine in speaking at 
the Dominion Marine Association's din- 
ner in Montreal, Jan. 9, stated that the 
government has under consideration the 
building of combined passenger and 
freight ocean steamships of about 15,000 
gross tons, and a speed of 18 knots, to 
be operated by Canadian Government 
Merchant Marine and that they will be 
built in Canada. The Marine Department's 
Naval Constructor, C. Duguid, is now 
in Great Britain on official business and 
while there will probably look into the 
most up to date practice for this class 
of ships. 

Keels Laid — Since our last issue we 
have been advised of the laying of the 
following keel: — 

S.s. Canadian Victor; Marine Depart- 
ment contract 50; builders' yard no. 77; 
approximately 8,350 d.w. tons; Cana- 
dian Vickers Ltd., Dec. 10, 1919. 

Launchings of Steamships — Since 
Canadian Railway and Marine World 
for January was issued, we have been 
advised of the following launchings: 

S.s. Canadian Exporter; Marine De- 
partment contract 35; builder's yard no. 

tons; Nova Scotia Steel & Coal Co., New 
Glasgow, N.S. 

Dec. 27, 1919; s.s. Canadian Rancher; 
Marine Department contract 14; build- 
ers' yard no. 6; approximately 5,100 d.w. 
tons; Tidewater Shipbuilders Ltd., Three 
Rivers, Que.; delivered to Marine De- 
partment, Dec. 27, 1919. 

Dec. 27, 1919; s.s. Canadian Planter; 
Marine Department contract 28; build- 
ers' yard no. 72; approximately 8,100 
d.w. tons; Canadian Vickers Ltd., Mont- 

Jan. 17, 1920; s.s. Canadian Raider; 
Marine Department contract 7; builders' 
yard no 102; approximately 5,100 d.w. 
tons; Wallace Shipyards Ltd., North 
Vancouver, B.C. She was transferred 
to Canadian Government Merchant Ma- 
rine Ltd., and is taking a cargo of lum- 
ber to Australia. 

As stated above, 23 of the 60 ships 
ordered had been completed up to Jan. 
12, and of these 19 had been transferred 
to Canadian Government Merchant Ma- 
rine Ltd., for operation. 

Officers of Steamships — The following 
officers have been appointed by Cana- 
dian Government Merchant Marine Ltd. 
The first column contains the names of 
the ships, the second those of the cap- 



February. 1920. 

tninn Aiiil the thinl Ihoof of thi> chief rti- 


C, ,', \ ;»i.,r II S Ihllon J. F. Ilr^wn 

II. Winter 

Mis nf SlramHhipH — C«nm(lian 

.Mnriiu- World for Sept.. 

1 ' ••.mini n tnhlr jihowinK the np- 

|iri>\iiiintc <l.w. t<ins provided for in ron- 

Inii-tn for S of the »U-v\ cnrjro sti-nm.ihipn 

orderwl liy the .MnriMe Departniont for 

I'nnadinn tiovermnent .Meivhiiiit .Mnrine 

Mil., Hill! t!u IhuiI ileterinine<l weiirht.s nt 

.^ were (laid nt the price 

' I ill the contrnet. The 

...irs have been rt>ceive<l 

a.s til '■'> uUur steaniRhips: — 

Appruklnuttr Drtrrminnl 

Canadian Adrrnturrr S.400 S.40H 

Canaillan Mllirr tl.lOO N.-^DO 

Canadian Sowrr S.IOO S.^Ofi-^ 

SleamHhip S«nriceii — Canadian Rail- 
way and .Marine World for January 
nientioneil that the Vancouver Board of 
Trade wa.s reported to have received 
woril that, n.s .soon as po.>!sible, Canadian 
(lovcmment Mcn-hnnt Marine Ltd., 

It i» Ktated that iinti^ih nliippini; freiKhtit 
arc nirain bniiKiiiK "> the eiKirniouii rev- 
enue of over $.'.,(liM),0(m daily. The Can- 
ndinn Induxlrial Keconxtruction AsHocia- 
tioii ha.N preimred a .statement upon the 
cpie.Htion of exchange and ainonjcct ten 
reconinienilationM to hrin^r about itx re- 
return to Ktability, from which the fol- 
lowinK is seli-cted: "Utilize Canadian 
service. ShipnientH should be made over 
Canadian carriers and in case of over- 
sea.s export.s through 'Canadian ports in 
Cana<lian ships." That this recommenda- 
tion is sound, must be quite obvious. 
Why not assist in the buildinK up of 
Canada's treasury by patronizing Cano- 
diun owned vessels? The Dominion 
Government is, at the public expense, 
establishintr a merchant marine, known 
as Canadian Government, .Merchant Mu- 
rine Ltd., operated by the Canadian Na- 
tional Rys. Koard. "There are in service 
at this date, 2G ships in the following 
trade routes, viz., 11 to the United KinR- 
dom; 10 to the British West Indies and 

The s.»t. Canadian Spinner, whn i., .1 
reported in our InHt issue, was iri-l- .' m 
in the St. Ijiwrence River, near .M;it,ii;. , 
while on her voyage from yuel)ec to 
Halifax, N.S., was released subsequently 
from the ice. with the aid of the Domin- 
ion Government h,s. .Montcalm, and ar- 
rived at Sydney, .\..S., .Ian. i:{. She sail- 
ed from (Juebec at 7 a.m., Dec. 16, with 
|«rt of a K'eneral carifo for Kio dc Jan- 
eiro, Santos and Buenos Aires, which was 
to be completed at Halifax and very soon 
experienced trouble with ice. She pass- 
ed Crane Island Dec. 16, at 2 p.m., was 
ofl' Murray Bay Dec. 17, at I* a.m. and 
passed Red Island Dec. IK at 10 a.m. 
Shortly afterwards she was reported as 
unmanageable through ice, and to be 
drifting with the current, with her rud- 
der post broken. She passed Metis Dec. 
2.'i, and made some little headway, ow- 
inK tu a momentary slackening of the 
ice, which, however, closed in a^ain 
about Dec. 27. Pointe dcs Monts was 
passed Dec. 29, and on Dec. 30 she was 

CollinxwiHHl Ship- 

would establish a steamship ser\'ice be- 
tween Montreal, Halifax and British 
Columbia ports, via the Panama Canal 
We are advised that this matter has 
l>een broujrht to the Canadian Govern- 
ment .Merchant Marine managements" at- 
tention on several occasions, and that 
the inauiniration of such a service has 
been ur^ed, hut the manacement has not 
been able to satisfy itself that it could 
be made to pay, and nothinp definite has 
therefore been done in connection with 
the matter. 

In reference to the petition sent by 
the Canadian Merchant Service Guild to 
the Minister of Marine, asking that a 
Kovemnient passenper steamship service 
i)e established between Vancouver, Vic- 
toria and San Francisco, we are advised 
that the same has been referred to the 
Canadian Government Merchant Marine 
mnnaKenient in connection with the mat- 

D. O. Wood, Trafl'ic Manojter, Cana- 
dian Government Merchant Marine Ltd., 
has issued a circular to Canadian im- 
porters and exporters as follows: "Press 
dispatches declare that trade rc^turn^ 
show British trade is once more solvent. 

Cuba; 3 to Brazil and South America; 
2 to Australia and New Zealand, with 
34 vessels to follow within 12 months. 
The attention of the principals of all 
exporting and importing firms is par- 
ticularly drawn to these facts, and their 
co-operation is earnestly desired." 

The .s.s. Canadian Sealer, which was 
delivered to the .Marine Department by 
the Nova Scotia Steel and Coal Co., 
Dec. 20, 191!), and which was sent subse- 
quently with supplies for the Mapdalen 
Islands, was reported to have been caupht 
in the ice at Souris, P.E.I., Jan. 19. The 
D. G. S. Montcalm was sent to break the 
channel through to the Canadian Sealer 
and take the Mapdalen Island supplies 
from that steamship to the Mapdalen 
Islands, about 7.'> miles from Souris. The 
transfer of the supplies was accomplish- 
etl and the Montcalm left Souris, Jan. 
24, hut by noon, Jan. 27, she had made 
barely 2.") miles and was practically ice 
bound. It was later reported that she 
was driftinp away from the Island with 
the current, and that she had been order- 
ed to abandon the trip temporarily and 
try to make for Halifax, N.S. 

oflf Cap Chats, beinp reported as about 
15 miles from shore, with the wind and 
current pradually drivinp her farther 
out, and towards Cap Mapdalen. The 
master reported by wireless that the ship 
was in no immediate danper, and that 
everythinp was well on board. On Jan. 
2, she was reported about 5 miles off 
shore, and 3 miles west of Cap Mapdalen. 
On Jan. 3 at 9 a.m., it was announced 
that she was nearly clear of the sur- 
roundinp ice and about a mile east of 
Fame Point. Durinp the drift, tempor- 
ary repairs were made to the broken 
rudder post. The Dominion Government 
iccbreakinp s.s. Montcalm was ordered 
up the Gulf from Sydney. N.S., to aid 
the Canadian Spinner, an<I on Jan. h 
siphted her about 20 miles east of Fame 
Point, where she had apain become ice- 
bound. At this time the Montcalm was 
about TiO miles east of Fame Point. A 
way was pradually made throuph heavy 
ice," the Canadian Spinner beinp off 
Southwest Point on Jan. 6, the ships 
meetinp on Jan. 7. The Mont<?alni led 
the way out of the ice, and both ships 
were reported to be at 48 n. 60 w. at 
noon Jan. 12, arrivinp at Sydney, N.S., 

February, 1920. 



at 3 p.m., Jan. 13, and at Halifax, Jan. 
15 at noon. 

Sailings of Steamships — The following 
sailings (dates on or about) are sched- 
uled subject to change without notice. 
The number in front of the ship's name 
in each case is that of the voyage. 

Liverpool Service, from Halifax, N.S. 

4. Canadian Seitineur Feb. 23 

I. Canadian Miller Mar. 17 

Liverpool Service, from St. John, N.B. 

6, Canadian VoyaKeur Feb. 10 

-., Canadian RanKer Feb. 29 

London Service, from St. John, N.B. 
H. Canadian Trooper Feb. 28 

(ilasRow Service, from Halifax, N.S. 

i. Canadian Aviator Feb. 17 

i. Canadian Settlor Mar. 4 

Australian and New Zealand Service, calling 
at Sydney and Melbourne, Australia, and 
Auckland and WellinetoQ, N.Z., from Vancou- 
ver, B.C. 
I, Canadian Exporter Feb. 15 

Havana, Cuba, Service, from Halifax, N.S. 
."). Canadian Trader Feb. 5 

5. Canadian Sailor Feb. 16 

Havana, Cuba, Service, from St. John. N.B. 

I. Canadian Adventurer Feb. 1 

i. Canadian Sower Feb. 10 

Kingston, Jamaica, Service, from St. John. 

1. Thos. J. Drummond Feb. 25 

S. Canadian Warrior Mar. 7 

Barbados, Trinidad and Demerara Service, 
from Halifax. N.S. 

4, Canadian SiRnaller Feb. 19 

3. Canadian Gunner Mar. 6 

British American Shipbuilding Co., 

Welland, which has contracts from the 
Marine Department for 2 steel cargo 
steamships of approximately 4,350 d.w. 
tons each, expects to launch the first one, 
builder's yard no. 4; Canadian Otter; to- 
wards the end of February. 

Canadian Vickers, Ltd., Montreal, laid 
the keel of s.s. Canadian Victor; Ma- 
rine Department contract 50; builder's 
yard no. 77; approximately 8,350 d.w. 
tons, Dec. 10, 1919, and advised Jan. G 
that the keel of s.s. Canadian Conqueror; 
Marine Department contract 51; builder's 
yard no. 78; approximately 8,350 d.w. 
tons, would be laid "in the near future" 

This company delivered s.s. Canadian 
Planter; Marine Department contract 
28; builder's yard no. 72; approximately 
8,100 d.w. tons, to the Marine Depart- 
ment, Dec. 27, 1919. 

Collingwood Shipbuilding Co. has re- 
ceived additional orders from the Marine 
Department for 2 more steel cargo steam- 
ships of approximately 3,890 d.w. tons 
each, one to be built in its Collingwood, 
Ont., yard and one in its Kingston, Ont., 
yard at $182.50 per long d.w. ton. 

J. Coughlan & Sons, of Vancouver, B.C. 
launched the steel cargo steamship, 
Canadian Exporter; Marine Department 
contract 35; builder's j'^rd no. 12; ap- 
proximately 8,390 d.w. tons, Dec. 27, 
1919, and the s.s. Canadian Inventor; 
Marine Department contract 36; builder's 
yard no. 13; approximately 8,390 d.w. 
tons, Jan. 24, 1920. 

They also launched the Canadian In- 
ventor, Marine Department contract 36; 
liuilders' yard no. 13; 8,100 d.w. tons, 
Jan. 24, the christening being performed 
by Miss Dorothy Lougheed, daughter of 
Senator Sir James Lougheed. This is 
the third steamship of this type to be 
launched by this company for Canadian 
Government Merchant Marine, the keel 
having been laid May 3, 1919. 

Davie Shipbuilding and Repairing Co., 
Lauson, Que., has received an additional 
order from the Marine Department for 
a steel cargo steamship, approximately 
8,390 d.w. tons, at $167.50 per long d.w. 

Harbour Marine Co., Victoria, B.C., 
which has contracts with the Marine 

Department for 2 steel cargo steamships 
of approximately 8,100 d.w. tons, ad- 
vises that the lirst one, s.s. Canadian 
Armourer, will probably be launched 
about the end of February or early in 

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Composer, about a month later. 

Nova Scotia Steel and Coal Co., New 
Glasgow, N.S., delivered the steel cargo 
s.s. Canadian Sealer; Marine Depart- 
ment contract 40; builder's yard no. 5; 
approximately 2,800 d.w. tons to the Ma- 
rine Department, Dec. 20, 1919. See also 
sidehead paragraph "Canadian Sealer" 

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mately 2,800 d.w. tons, at $190 per long 
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The Port Arthur Shipbuilding Co., 
Port Arthur, Ont., is negotiating with 
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order for a steel cargo steamship of ap- 
proximately 3,940 d.w. tons. 

Tidewater Shipbuilders Ltd., Three 
Rivers, Que., delivered the s.s. Canadian 
Rancher; Marine Department contract 
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5,100 d.w. tons; to the Marine Depart- 
ment, Dec. 27, 1919. 

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steel cargo steamships of approximately 
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partment, viz,. Canadian, Fisher; Ma- 
rine Department contract 15; builder's 
yard no. 7; the keel of which was laid 
Sept. 20, 1919; and Canadian Forester; 
Marine Department contract 16; build- 
er's yard no. 8; the keel of which was 
laid Nov. 1, 1919. It expects to launch 
both in the spring. 

Wallace Shipyards Ltd., North Van- 
couver, B.C., delivered the steel cargo 
s.s. Canadian Raider; Marine Depart- 
ment contract 7; builder's yard no. 102, 
approximately 5,100 tons, to the Marine 
Department, Jan. 17. 

The Canadian Merchant Service Guild 

held its annual meeting at Vancouver, 
recently. The report for 1919 showed 
that there were 160 new members, the 
total membership being 606, including 9 
honorary members. Decorations were 
won for bravery during the war by mem- 
bers, including one Order of the British 
Empire, one Distinguished Service Order 
and one Distinguished Service Cross. The 
financial statement showed a balance in 
the bank of $1,781.06, not including a 
special reserve fund of $2,427.61. Capt. 
W. L. Gilchrist, master of the C.P.R. 
s.s. Princess Patricia, was elected Presi- 
dent. The other officers are: — Vice Presi- 
dents, J. B. Weeks, Nanaimo; D. Morton, 
Prince Rupert; J. J. Mulligan, Vancou- 
ver; D. Mackenzie, Victoria; .1. H. Brown. 
Yukon, and J. O. Williams; Secretary, A. 
Goodlad; Treasurer, C. W. Wearmouth. 
Representatives of the various classes 
of ships were elected as follows: Ocean 
going, R. A. Bachelor; local passenger, 
D. Donald; local freight, John McNaugh- 
ton; tow boats, W. W. Best; government 
boats, owned or chartered, H. R. Hilton; 
licensed pilots, J. C. Foote. 

Steamships to Be Salvaged — Capt. J. 
T. Reid, General Manager, Reid Towing 
and Wrecking Co., Sarnia, Ont., is re- 
ported to have stated that ho will close 
negotiations shortly for the salving of 
several steamships which were wrecked 
along the Atlantic and Gulf of St. Law- 
rence coasts, during last year. He ex- 
pects to have sufficient contracts to keep 
the salvage crews busy throughout the 
forthcoming season. In cases where the 
hull is considered beyond salvage, atten- 
tion will be paid only to the machinery 
and boilers. 



February, 1920. 



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J«»j-M»|g2gg I I I 1 I I I 

February, 1920. 


Mainly About Marine People. 

Capt. Barrett, of the Keystone Trans- 
portation Co., has been appointed head 
of the School of Navigation, in connec- 
tion with Queen's University, Kingston, 

Commander Sir A. Trevor Dawson, 
R.N., one of the directors of Vickers Ltd., 
London, Eng., and of Canadian Vickers, 
Ltd., Montreal, also Chairman, Canada 
Steamship Lines London, Eng. Advis- 
ory committee, who was a knight 
bachelor, has been created a baronet. 

A. E. Disney, heretofore Passenger 
Agent, White Star Line, Seattle, Wash., 
has been appointed Assistant General 
Manager, White Star Line, New York. 

Chas. Duguid, Naval Constructor, Ma- 
rine Department, left Ottawa, about the 
middle of January, for Great Britain, 
on official business, expecting to be away 
a month or six weeks. 

A. C. Garden has been elected chair- 
man of the Hamilton, Ont., Harbor Com- 

Capt. W. L. Gilchrist, master of the 
C.P.R. s.s. Princess Patricia, has been 
elected President of the Canadian Mer- 
chant Service Guild. 

M. J. Haney, Vice President, Canada 
Steamship Lines, Ltd., and a director 
of Canadian Locomotive Co., has retired 
from the presidency of the Home Bank 
of Canada. 

Francis King, of Kingston, Ont., Gen- 
eral Counsel, Dominion Marine Associa- 
tion, whose portrait appears in this is- 
sue, was born at Kingston in 1870. He 
is an M.A. of Queen's University, King- 
ston, 1890, was called to the bar in 1892, 
and in 1903 formed a partnership with 
Geo. H. Smythe, B.A., son of the late 
E. H. Smythe, K.C., LL.D.; the firm 
name being King & Smythe. He as- 
sisted in the formation of the Dominion 
Marine Association in 1903, and has been 
connected with it since; first as Secretary 
Treasurer, and since as General Coun- 
sel. He has been a member of council 
of Queen's University since about 1900, 
and is now Counsel for the university. 
He is an Anglican, and has been Honor- 
ary Lay Secretary of Ontario Diocese for 
the past 10 years. He is a member of 
council of Ontario Bar Association, and 
chairman of its committee on legal 
ethics, a member of board of commission- 
ers (three in number) appointed three 
years ago by the Ontario Government 
to act with commissioners from the other 
provinces in promoting uniformity of 
legislation throughout Canada, was 
President, Kingston Board of Trade, in 
1917 and 1918, and is President, Fron- 
tenac Club, Kingston, 1919-1920. 

Alphonse Arsene Larocque, who has 
been elected Second Vice President, Do- 
minion Marine Association, was born at 
Henry\-ille, Que., April 30, 1865. From 
1904 to 1918 he was Managing Director, 
Sincennes-McNaughton Line, Ltd., Mont- 
real, and since 1918 has been President 
of that company. He has also been 
President, Sorel Mechanical Shops, Ltd., 
Sorel, Que., from 1916; President, Mont- 
real Drydocks and Ship Repairing Co., 
Ltd., Montreal, since 1917; and a di- 
rector of the Banque d'Hochelaga, Mont- 
real, since 1912. 

Capt. G. LeMarquand, formerly of 
Bay City, Wash., has been appointed 
Manager, Consolidated Whaling Co.'s 
plant, Victoria, B.C., vice S. C. Ruck, 
■who has left the company's service. 

I'rederick Orr Lewis, President, Can- 
adian Vickers Ltd., shipbuilders, etc., 
and of Lewis Bros., Ltd., wholesale 
hardware n\erchants, Montreal, who has 

A. A. Larocque, 

'resident. Sincennes-McNaughton Lines Ltd.. and 
Second Vice President. I)ominion Marine As- 
sociation and Canadian Lake Protective Asso- 

Francis King. M..\.. 

General Counsel. Dominion Marine Association 

and Canadian Lake Protective Association. 

spent a considerable portion of his time 
in England during the last few years, 
has been created a baronet. He was born 

at Hamilton, Ont., Feb. 11, 1862, his 
father being a shipowner on the Great 
Lakes, who retired from active business 
in 1890. 

A. E. Mathews, Managing Director, 
Mathews Steamship Co., Toronto, and 
President, Dominion Marine Association, 
and Canadian Lake Protective Associa- 
tion, is spending a few weeks in Florida. 

J. C. Mitchell, has been appointed 
Assistant Manager; N. R. Nichol has 
been appointed Inspector of Construc- 
tion, and F. Rockwell has been appoint- 
ed Superintendent of Construction, To- 
ronto Harbor Commission. 

Thomas R. Percy, who was appointed 
General Agent Canadian Pacific Ocean 
Services Ltd., Yokohama, Japan, recent- 
ly, was born in Ireland, Apr. 21, 1888, 
and entered transportation service in 
March, 1902, since when, he has been to 
April, 1907, freight traffic clerk, Belfast 
and Northern Counties Ry. (Midland 
Ry.), Belfast, Ireland; May, 1907, to Jan., 
1916, steamship audit clerk, C.P.R. , 
Montreal; Jan., 1916 to Aug., 1919, chief 
clerk. Passenger Department, Canadian 
Pacific Ocean Services, Ltd., Montreal. 
He travelled all over the world until 
1905, with his father, who was an ocean 
captain, and who died while on a voyage 
from Calcutta to England. A brother 
is in Furness Withy & Co.'s service at 

C. P. Sargeant, heretofore Assistant 
Passenger Agent, White Star Line, To- 
ronto, has been appointed Passenger 
Agent, White Star Line, Seattle, Wash., 
vice A. E. Disney, promoted. 

D. A. Stewart, Deputy Port Warden, 
Montreal, died there Jan. 1, of pneu- 
monia, aged 39. Prior to his appoint- 
ment in April, 1914, he was for some 
years in C.P.R. ocean steamship ser- 

William George Swan, who has been 
appointed Chief Engineer, Vancouver 
Harbor Commissioners, was, prior to 
the war, in Canadian Northern Pacific 
Ry. service in connection with railway 
construction in British Columbia, with 
headquarters at New Westminster. He 
also supervised the building of the term- 
inals at Port Mann. He spent three 
years on active militai-y service in 
P'rance, with one of the railway con- 
struction battalions, with the rank of 
major, and latterly has been in charge 
of construction of the Canadian National 
Rys. Kamloops-Vernon-Kelowna-Lumby 

John Torrance, Managei", White Star- 
Dominion Lino, Montreal, who has re- 
tired from that position, was entertain- 
ed at dinner recently by the Shipping 
Federation of Canada, of which he was 
chairman of executive committee for the 
past three years. He first entered trans- 
l)ortation business in 1876 with David 
Torrance & Co., agents for the Domin- 
ion Line, and remained with the Domin- 
ion Line after its absorption by the 
International Mercantile Marine Co., 
and its incorporation with the White 
Star Line. 

R. Winter, heretofore, chief officer, s.s. 
Canadian Trooper, has been appointed 
captain, s.s. Canadian Raider, Cana- 
dian (Jovernment Merchant Marine, Ltd. 

H. A. Young, formerly Traffic Man- 
ager, Canadian Lake Line, has been ap- 
pointed agent for the Walford Forward- 
ing Corporation of New York, with of- 
fice at 53 Yonge St., Toronto. 

02 February, 1920. 

Dominion Marine and Canadian Lake Protetlive Associations' Annual Meetings. 

Till' Poiniiihin Marinp Assoriation'n an- 
miii at held nt MoiUn-nl, .Inn. 

1». . <• i.f the I'rcsiilint. W. 

J. M ' .SuiHTintviKlrnt, AlK<'nin 

Cflilral .SUjiiii.'.hi|i I, inc. Suiilt ."<tc. Mnrir. 
Ont.. thf First Vu.- I'lrsulint. A. V. 
MnlhrwK, MunnKink' Pircrtor, Mnthow 
SU'tiniiihip Co.. o»TU|ii«'<l tin- ihair. 

Tho Kxifutivi- ("i>mmiltoo'» ri-port fm 
lUlU prcnnred by tho (ioni'ml ("ounsfl. 
KranciK Kinir. M.A., ami nppri>v<'<l 1>\ 
the rommittco, waii suhniittcd in printol 
book form, HcnlinK with thi- following' 
Kiibjcctv: Lvcii^latitin, inoluilini; bills in- 
troduced and those passed at the Do 
minion Parliament's last session; eoiist 
inif laws; coastwise customs clearanci- 
in Canada; immifrnition laws; St. Law 
rence River pilotage; double courses on 
the Great IjiKes; Pominion Wreck Com- 
missioner; International .Joint Commis- 
sion; Board of drain Commissioners: 
Canadian Wheat Board; conference at 
Ottawa refrardintr movement of lOl'.' 
Krain crop; St. Lawrence River develop- 
ment; Welland Ship Canal and facilities 
for trans-shipment at Kinjrston; addi- 
tional canal lock at Sault Ste. Marie; 
licenses for bunker coal and supplies; 
hospital expenses of seamen; shippiiiv: 
register at Toronto; lake levels; dock. 
harbor, channel and canal improvements: 
aids to navigation; obituary; freneval 
business, membership and tonnape. Un- 
der the headinp last mentioned, it was 
stated that the steam tonnage enrolled 
in 1919 was l."i8,:J13 net repistered tons. 
and the barpe, or sailinp, tonnape, 19,- 
.')49 net registered tons, apainst 21,710 in 
1918, a total of 177,862 tons in 1919 
apainst 160.108 tons in 1918. The steam 
tonnage was increased by the enrolment 
of ships belonping to a number of new 
member companies. Appended to the re- 
port were reports from the Public Works 
Department's district engineers between 
Fort William and Montreal and from the 
Dominion Canals superintending engin- 
eers, showing work undertaken and im- 
provements made in 1919 and in sonic 
cases forecasting further work contem- 
plated or suggesting improvements which 
should be made and may reasonably be 
expected when the present financial 
stringency is lessened. On account of 
the exigencies of war, but little expendi- 
ture of public money has been made on 
works not demanded by actual necessity. 
Illustrations of a few of the more im- 
portant recent marine undertakings on 
the Canadian side of the lakes, and up- 
per St. Lawrence, and photographs of 
officers and members of the committee 
were inserted in the report for first tinir 

It was resolved to obtain from the Up 
per Canada Tract Society a report as t- 
the use made of the shipping regist'i 
at Toronto, towards which the associatim 
has contributed certain amounts. 

The executive committee having ap 
proved of a proposal for the merger «'■ 
the Canadian Lake Protective Associa 
tion in the Dominion .Murine Associatim , 
the following resolution was adopteil; 
Whereas the Canadian Lake Protective' 
Association sprang from, and its mem- 
bers are all members of, the Dominion 
Marine Association, and whereas all members have expressed their wil- 
lingness that the Canadian Lake Pro- 
tective Association should be merged in 
the Dominion Marine Association and 
conduct its proceedings as a committee 
or section of the parent organi/jition; 
and whereas it appears to be expedient 

the Dominion Marine Association hereby 
that this amalgamation or merger Hhoubl 
take place; therefore, be it resolved, that 

A. E. Malhrws, 
ManaKtnK Dircclor. Mathews Steamships Co.. 
President, Dominon Marine Association and 
Canadian Lake Protective Association. 

II. \V. Cowan. 
Directi>r of Operntion. Canada Steamship t.inr« 
Ltd.. and First Vic- Pr«-«id,-nt. Ilominion Ma- 
rine Association and Canadian I<ake Protective 

agrees to the proposal and to accept the 
assets and liabilities of the Canadian 
I>ake Protective Association and to carry 

on it* work, or otherwise act in the 
premises, in accordonce with the terms 
of a resolution adopted by the Canadian 
Ijiki- Protective As«<jciation in the an- 
minl general meeting this day. 

.1. F. .M. Stewart, Point Anne QuarrieB, 
Ltd., mtroduced a suggestion for en- 
largement of the association's ncope so 
ns to include coasting or ocean trade, 
and after discussion and the reading of 
II letter from W. K. Burke on the same 
subject, the matter was referred to the 
executive committee. 

It was resolved to amend the consti- 
tution in accordance with notice given 
and in accordance with the executive 
committee's recommendation so as to 
permit the election of an executive com- 
mittee of 12 or more members. 

Plans of improvements proposed at 
Kingston to provide facilities for trans- 
shipping cargoes arriving through the 
new Welland Ship Canal were submitted 
from the Kingston Board of Trade, as 
approved by the Public Works Depart- 
ment's District Engineer, the engineer 
engaged by the City of Kingston and 
the engineers for the three railway com- 
panies, and the plans were referred to 
the executive committee. 

It was resolved that the executive com- 
mittee be asked to present a protest 
against the arbitrary action of the Can- 
adian Wheat Board, and also to make 
enquiry as to the method of ice breaking 
at the head of the lakes, with special re- 
ference to lack of assistance suffered by 
certain ships. 

T. R. Enderby, Managing Director, 
Montreal Transportation Co., suggested 
that the Dominion Government's atten- 
tion should be called to the absolute ne- 
cessity of having the Port Colbome, Ont.. 
elevator repaired and in service again for 
the opening of navigation this year. He 
said that the elevator was destroyed on 
.\ug. 9, 1919, and ship owners have been 
veo' severely handicapped by loading and 
(lischarpinp grain there through the 
.Maple Leaf Milling Co.'s house on ac- 
count of the loading and discharging fa- 
cilities not being as efficient as the gov- 
ernment house. The last reports receiv- 
ed on the repairs to the elevator did not 
show that the repairs were in a very ad- 
vanced stage. It was resolved to ask 
the Dominion Government to have the 
elevator ready for operation by the 
openin.g of navigation in the spring. 

The question of the half cent charge 
for trans-shipment at the Maple Leaf 
elevator at Port Colbome, Ont., pro- 
tested against by the association, was 
nfcrrcd to the executive committee. 

The following were appointed a com- 
mittee on aids to navigation: W. ^ 
Hassett, J. D. Andrews, .\. E. Mathews. 
W. J. McCormack, H. N. McMaster, W. 
II. Smith, .J F. Sowards and John Waller 

The following were elected members of 
I lie executive committee for one year: 
Nomination for the executive committee 
were then called for and the following 
were received: W. J. McCormack, Algo- 
ma Central Steamship Line; H. W. 
Cowan, Canada Steamship Lines Ltd.; 
W. H. Smith, Ontario Car Ferry Co.. 
retiring members, and G. J. Madden, Geo. 
Hall Coal Co.. of Canada; T. R. Enderby, 
Montreal Transportation Co.; E. W. 
Oliver, Niagara. St. Catharines and "To- 
ronto Navigation Co.; J. Wilkie, Marine 
Superintendent, Imperial Oil Ltd.; E. H. 
Beazley, Union Steamship Co. of British 

February, 1920. 



At a subsequent meeting of the execu- 
tive committee the following officers were 
elected: President, A. E. Mathews, Man- 
againg Director, Mathews Steamship Co., 
Toronto; First Vice President, H. W. 
Cowan, Director of Operation, Canada 
Steamship Lines, Montreal; Second Vice 
President, A. A. Larocque, President, 
Sincennes-McNaughton Line, Montreal. 
Canadian Lake Protective A.sscciation. 
The Canadian Lake Protective Asso- 
ciation's annual meeting was held im- 
mediately after the Dominion Marine 
Association's meeting. In the absence 
of the President, W. J. McCormack, A. 
E. Mathews occupied the chair. 

The executive committee having ap- 
proved of a proposal for the merger of 
the association in the Dominion Marine 
Association, it w-as resolved that whereas 
the Canadian Lake Protective Association 
sprang from, and its members are all 
members of the Dominion Marine Asso- 
ciation, and whereas all these members 
have expressed their willingness that 
the Canadian Lake Protective Associa- 
tion should be merged in the Dominion 
Marine Association and conduct its pro- 
ceedings as a committee or section of 
the parent organization; and whereas it 
appears to be expedient that this amal- 
gamation or merger should take place; 
therefore be it resolved that the Cana- 
dian Lake Protective Association be 
merged in the Dominion Marine Asso- 
ciation, and that all its future proceed- 
ings be conducted or determined in such 
manner as may be decided by the last 
named association, which shall here- 
after have full power and authority ti' 
deal in the matter as fully and effectively 
as with its own affairs; and that the 
President of the Dominion Marine Asso- 
ciation, who is ex-officio Chairman of the 
Canadian Lake Protective Association, 
and the Secretary-Treasurer of the Can- 
adian Lake Protective Association are 
authorized to transfer to the Dominion 
Marine Association, Victory Bonds for 
$.3,000, the funds in bank, and all other 
assets belonging to the Canadian Lake 
Protective Association and to sign all 
such documents as may be necessary. 

The following were elected as the com- 
mittee for 1920: A. E. Mathews, Chair- 
man, Toronto; W. J. Bassett, Toronto; 
W. E. Burke, Montreal; H. W. Cowan, 
Montreal; J. D. Andrews, Montreal; T. 
R. Enderby, Montreal; W. J. McCormack, 
Sault Ste. Marie; J. Wilkie, Toronto; H. 
N. McMaster, Montreal; W. H. Smith, 
Montreal; John Waller, Montreal; A. A. 
Wright, Toronto. 

Dominion Marine Association's Annual 
The Dominion Marine Association's 
annual dinner, the holding of which was 
suspended during the war, was held at 
the Windsor Hotel, Montreal, in the 
evening, was largely attended and was 
most enthusiastic and successful. A. E. 
Mathews, President, occupied the chair. 
The principal speaks were the Minister 
of Marine, Hon. C. C. Ballantyne, and 
the Minister of Railways and Canals, 
Hon. J. D. Reid, full reports of whose 
speeches appear further on in this is- 
sue. A. Johnston, Deputy Minister of 
Marine, and W. E. Becker, Cleveland, 
Ohio, the latter representing the Lake 
Carriers' Association, also spoke. 

Montreal Shipping Statistics for 

During 1919 there arrived at Montreal 
702 trans-Atlantic ships representing a 
tonnage of 2,041,638, compared with ()44 
ships in 1918, with a tonnage of 1,910,- 
621. In 1910 the number of such ships 
arriving was 410, and in 1914, when war 
had not greatly affected the situation, 
the number w-as 551. 

The grand total of sea going -ships 
which arrived in 1919 was 786, with a 
total tonnage of 2,179,280, and the num- 
ber of seamen who operated them was 
46,448. The great bulk of this shipping 
was British, there being 501! ships with 
a tonnage of 1,646,532, under that flag; 
while the next in importance was Unit- 
ed States with 229 ships, representing 
a tonnage of 384,555. For the rest, there 
were French, Italian, Norwegian, Greek, 
Dutch, Danish, Brazilian and Rumanian 
craft. Of this total 756 were of iron or 

644, and in 1919 to 702. It must be borne 
in mind that certain ships which belong 
to the St. Lawrence have been withheld 
by the British Ministry of Shipping, and 
there were also some delays and breaks 
in the port's activities owing to strikes 
on the other side of the Atlantic. 

The Maritime Provinces' shipping 
shows a distinct falling off since the war. 
The year 1910 saw 336 vessels, with a 
tonnage of 574,808, and that standard 
was adhered to fairly well up to 1915; 
then in 1916 the figures fell to 129 ships, 
with 68 for 1917, 30 for 1918, rising to 
84 for 1919. 

In the figures for inland transporta- 
tion there is a similar decline. In 1910 
there were 13,636 ships, and in 1915, the 
number fell to 8,572 from 12,225 in 
1914. The number in 1919 was 7,499; 
but, the total tonnage of 1914 was 4,- 
357,734, compared with 4,327,799 in 1910, 
which indicates that though fewer ships 
are plying up and down the river and 
l-ikps. they are of a larger tyjie. 

Demounlablt' Wouiitn Ship, with .\uxiliarj- Power. 
The above shows a demountable wcioden sluu. lU-^innul by Juliii .\rbuthnot. Victoria. B.C.. with the 
foIlowinK approximate dimensions,- lenKth. i.'.O ft. ; bsam. 60 ft. ; depth. 25 ft. : built up of 
lumber, with sails spread from 4 masts stepped in the carBo. Ships of this type will, it is 
announced, be operatinit shortly between British Columbia ports and Great Britain. On arrival 
at a British port, the ships will be demounted, the lumber cut to marketable dimensions, and 
the'auxiliary machinery sold, or returned to Bi-itish Columbia for further similar service. Cana- 
dian Railway and Marine World published a considerable number of interestinE facts concerninK 
this type of ship in its issues of July, AuK., and Sept.. 191U. 

Steel, with a tonnage of 2,174,133, and 30 -^Proposed Development of Hamil- 

J. W. Troup, Manager, British Co- 
lumbia Coast Service, C.P.R., is in Great 
Britain regarding the possible building 
of a steamship or steamships for the 
coast service. 

were of wood, repi-esenting 5,147 tons. 

Shipping between Montreal and the 
Lower St. Lawrence, also inland ship- 
ping, showed some recovery, but far 
from the standard of pre-war days. In- 
land transportation was represented by 
7,499 ships, the tonnage of which was 
4,357,734, an increase of 1,397 ships and 
of 1,043,826 tonnage over 1918. The war 
period was a poor one for inland trans- 
portation owing partly to the fact that 
it was more expeditious to move food- 
stuffs by rail, and also on account of the 
fact that many small craft were diverted 
elsewhere for special war purposes. 

River and gulf traffic between Mont- 
real and the Maritime Provinces also 
showed a decided improvement, the num- 
ber of ships in this category being 84, 
with a tonnage of 137,642, compared 
with 30 ships and 22,861 tonnage in 1918. 
In this case again the war had caused 
great inteiTuption of traffic. 

Statistics for the past decade shows 
that while the trans-Atlantic traffic has 
been steadily growing, the traffic be- 
tween Montreal and the Maritime Pro- 
vinces and the Great Lakes, dropped with 
the outbreak of war and has by no means 

In 1910 the number of trans-Atlantic 
vessels that aiTived in port was 411, in 
1913 it was 477, and in 1914, 551. Then 
came the war, and the figures in 1915 
dropped to 484. In 1916 the total rose 
to 569, in 1917 to 579, and in 1918 to 

ton Harbor. 

J. M. Wilson, District Engineer, Pub- 
lic Works Department, Central Ontario 
District, has reported to the Hamilton 
Harbor Commission on a proposed de- 
velopment of the port of Hamilton, Ont. 
The city has a population of 110,000, but 
is growing very rapidly, particularly in 
its industries. The proposed harbor 
scheme is intended to take care of the 
growth of the city for a number of years 
to come, but has certain provisions for 
early construction. The proposition re- 
sembles very much the new harbor de- 
velopment at Toronto, and shows the in- 
fluence of the Toronto harbor engineers 
who acted in an advisory capacity. _ It 
provides, in general, for ships drawing 
30 ft. of water, to dock in slips on the 
present shoi-e line and along wharves 
built out into the harbor; the reclama- 
tion of considerable of the inner harbor 
area by dredging, which will deepen the 
central harbor, service of the industrial 
lines with cheap electric transportation 
concentrated on a marginal way; and the 
creation of park lands, recreation centers 
and a boulevard drive around the entire 
water front. The completion of the work 
would leave Hamilton harbor with an 
area of 4,380 acres or 6.8 square miles, 
having a general depth for naviga- 
tion of 30 ft., compared with the pres- 
ent 4,500 acres having a depth of 18 


February, 1920. 

ft. Th«Tf w.mlH hi- nMni 1,'250 arrm 
•■f piirk an. I pr.>|HTly. I.IUH 

""■<- <'f li fur in.luntrinl 

r"T"'""'- "■ nf (IcH'kinir nc- 

n\ r('<|tiir<'ci for 
:* about $4,500.- 
' i.l .Hhoulil Ik.' np- 

|i.r! I'll. ,| ;im..iiK- tli< I>i>iiiJiiion (iovom- 
iiniit, the City of Ilninilton, nnd Ihi- 
llnniilton llarlior (.'onimi.inioii, nfter tho 
JMimo Konoral scheme which is lu-ink' fol- 
lowed in Toronto. 

I nit«'d .^laU's .Shipping and Ship- 
huildin); Notvs. 

Actual construction is reported to 
have been sUrted. in 38 U.S. shipyards, 
on l.''>2 steel ships, asrpretfatinjr 80.^,147 
jrross tons, contracted for by private 

Airordinj: to estimnti-s completed by 
r S. board officials. .Inn. 1."), the board's 
v.-ss.l.-i earned about $100,000 each in 
r.'r.i. Twelve hundred .ship.s were oper- 
ated durin»r the year, but it is explained 
that net earnings would not be $120,000,- 
000. as overhead and other charpes must 
be deducted from this total. 

The I'.S. Bureau of Navigation re- 
ports that durinp 1919 private U.S. 
.■shipyards built 2,:J38 merchant ships of 
4,2i;!,891 jrross tons, which have been 
officially numbered for U.S. shipowners, 
and are now in trade, or about to en- 
jrajre in trade. U.S. shipbuilders also 
built 2.=; ships of 44,2.")0 >rross tons, for 
foreifrn owners, mal<inp a total output of 
2..'i63 ships of 4,2.58,141 pross tons for 
12 months. 

The U.S. Shipping Board announced 
an advance of 7.Sc a ton in coal rates 
from Hampton Roads and Baltimore to 
Boston and other New Enpland ports, 
eff^ective Jan. 10. The Division of Oper- 
ations explains that this advance is 
broupht about by the fact that ships in 
this sen-ice have been operatinj; at a 
loss and that 75c a ton will simply take 
care of increased costs of operation. 

The Atlantic Coast Shipbuilders' Asso- 
ciation (U.S.A.), reports that work for 
private accounts is replacing that which 
was being done for the U.S. Shipping 
Board and although a number of orders 
for U.S. industries have been completed 
or withdrawn during the past few weeks, 
the shipyards today are building over 
2.50,000 gross tons more than they were 
a month ago and nearly half a million 
tons more than in Oct., 1919. The total 
under construction, exclusive of all l'uv- 

ernmenl work, is 805,000 gross tons, the 
equivalent of more than 1,200,000 d.w. 
tons of sea going vensels. 

Ilarlxtr Improvements at Kin^rston, 

A Kingston, Ont., deputation waited 
on the Dominion Government recently in 
connection with proposed improvements 
in Kingston harbor, being received by 
Hon. .1. D. Ueid. Minister of Railways 
and Canals; lion. Sir Henry Drayton, 
.Minister of Finance and M.I', for King- 
ston, and Hon. N. W. Rowell, President 
of the Council. The plans include the 
dredging of the approach through the 
outer harbor to a depth of 2,'> ft., and 
dredging in the inner harbor to a depth 
of '25 ft., and dredging in the inner har- 
bor above the LaSalle highway to the 
same depth, so as to provide a first class 
landlocked basin, sufficient to accommo- 
date a large number of great lakes 
freight steamships. Dock frontage will 
be provided, with a modern grain ele- 
vator with 400,000 bush, capacity in the 
operating house, and 2,400,000 bush, ca- 
pacity in the adjoining storage, with pro- 
vision for ample extension. The basin is 
to be dredged toward the elevator, to 
provide for the prompt loading of river 
craft, and the plans also show a com- 
plete layout of railway tracks and yards 
to afford the best possible facilities for 
forwarding cargoes by rail. The esti- 
mate of cost is about $2,500,000. The 
plans and estimates were prepared by S. 
J. Chapleau, District Engineer, Public 
Works Department, who had been 
charged specially with the work, for the 
government. The deputation asked that 
the work be commenced at once, so that 
the harbor will be in a position to pro- 
vide the necessary trans-shipment facil- 
ities before the Welland Ship Canal is 
completed. The representations were 
favorably received, and the deputation 
was practically assured that the work 
would be undertaken and completed in 
time to receive the first ship through 
the new canal, and it is anticipated that 
the estimates to be dealt with at the 
forthcoming parliamentary session, will 
include an amount to permit commence- 
ment of the work. 

Trawler Sales — The Anderson Co. of 
Canada, which bought the trawlers and 
drifters built in Canada for the British 
Government, has sold T.R. 41 to a Euro- 
pean purchaser, and she is being fitted 

Non-UeKi.stered Ve.s.sels Hiiill in Canada for Other Countries in 1919. 

Full date as to the extent In which 
Canadian shipyards contributed to the 
tonnage of other countries in 1929 are 
not yet available, but the Marine Depart- 
ment has furnished some figures show- 
ing the operations in this respect for the 
first 11 months of the year. There were 
altogether 65 vessels, representing a 
total net tonnage of 79,992, which were 
not registered in Canada and were ex- 

llrittah Columbia 



New nniiuwlek . 
Novii S<rotl* 

j)ortc(l to other countries. Only 7 of 
these, however, were steel ships, and 
about half of the totel number were 
wooden ships built on the Pacific Coast 
for French interests. The 7 steel ships 
were divided up among Ontario, Quebec 
and Nova Scotia. Following are the of- 
ficial returns for the 11 months ended 
Nov. 30, 1919: 














nil Stntm. 







«... S 





out at Halifax, N.S., after which she 
will croitH the Atlantic and In? exhibiU-d 
at various Kuronean ports, prior to l>eing 
turned over Ui her new owner, ("apt. <". 
K. Hnrrj-, Beaumont, Tex., has bought 
T.R. 57, the second he has acquired, the 
first one being T.R. .50, which he renamed 
Colonel Rockwell. He reports that this 
steamship has far exceeded his expecta- 
tions. She made a trip of about 3.000 
miles, in 13 <lays, without any trouble. 
He is using her as a cargo ship and for 
towing lumber barges between Beau- 
mont and Tampico, and on one voyage, 
while loaded with 300 tons of cargo, she 
towed 2 lumber barges to Mexico at an 
average speed of 7>-2 knots for the trip. 
He is negotiating for the purchase of 
another similar ship. 

The Toronto, Hamilton and BulTalo 
.Navigation Co.'s car ferr>', .Maitland No. 
1, which was beached at Lowe's, or Pat- 
ton's Point, in Lake Erie, about 4 miles 
west of Port Maitland, Dec. 23, was re- 
leased by tugs, Dec. 29, and proceeded 
to Port .Maitland, after which she took 
full cargo for Ashtabula, Ohio, and then 
proceeded to Buffalo, N.Y., where she 
was drydocked for examination. It was 
found that 20 plates had been damaged, 
and on completion of these repairs, she 
was berthed at Buffalo for the remainder 
of the winter. 

The Keystone Transportation Co. of 
Canada, Ltd.. has acquired the Penn 
Coal and Transportetion Co. Ltd., and 
has obteined supplementary letters pa- 
tented, changing the name of the latter 
company to that of the former company; 
and it has also been granted supplement- 
ary letters patented, changing the name 
of the Keystone Transportation Co. of 
'Canada, Ltd., to Laurentian Transporte- 
tion Co. Ltd. The company is controlled 
by interests associated with the Mont- 
real Light. Heat and Power Co. 


TENDERS addrrsstfd to the undersigned at Ot- 
tawa, and endorsed on the envelope 'Tender for 
steamer Champlain." will be received up to noon 
of the 

Ninth Dajr of Februarr. 1*20 
for the purchase of the steamer "Champlain." 
now at Murray Bay. P.Q.. where it may be in- 
spected by intending tenderers. 

The leading; dimensions of the vessel are as 
follows ■ 

I.en»rth. 120' 0". 
Br».«dth. .10' 8". 
Depth. 17' 6". 
Gross tonnaRe, 522. 
Net tonnaRe, 235. 

Boiler, built in 1904 by Klemine A Fenrason. 
Scotch Marine. 16' x 11'. Pressure. 120 lbs. 
KnKine. compound surface condensinR. direct 
actinR. 2 cylinders, 22'.j-. 46". stroke 24". 
The vessel will be sold as it now sUnib. with- 
out any warranty as to condition of hull, boiler, 
machinery, niuipmcnt or appurtenances, and the 
successful tenderer must auree to take immedinte 
deliver)- of the vessel. 

Each tender must be accompante.1 by an ac- 
ceptA'd cheijue on a chartereil Canadian bank. e«iual 
to Ave Per cent, (S"";) of the whole amount of the 
offer, which cheque will be forfeitol if the suc- 
cessful tenderer declines to complete the purchase 
of the steamer at his tender price. Chc^iues ac- 
companyinR unsucce*sful tenders will be returned. 
The hlRhest or any offer not necessarily ac- 

Newspapers copyinR this advertisement with- 
out authority from the Department will not be 
paid for same. 

Deputy Minister of Marine. 
Department of Marine. 
Ottawa. January 23. 1920. 

February, 1920. 

Shipbuilders Petition Dominion Government for Bonusses. 


A delegation waited on Sii- Geo. E. 
Foster, Minister of Trade and Commerce, 
and acting Premier,Hon.C.C.Ballantyne, 
Minister of Marine, and other members 
of the Dominion Government at Ottawa, 
Jan. 7, to present a petition aslcing for 
bonusses in aid of shipbuilding:, the 
companies named beinj; represented as 
follows; British American Shipbuilding 
Co. Ltd., Welland, Ont.: H. M. Belfour 
and .... Davison; Canadian Allis-Chalm- 
ers Ltd., Bridgeburg, Ont., E. Jenking; 
Canadian Vickers, Ltd., Montreal, A. R. 
Gillham and P. L. Miller; Collingwood 
Shipbuilding Co Ltd., Collingwood, Ont., 
H. B. Smith and J. S. Leitch; Davie 
Shipbuilding and Repairing Co. Ltd., 
Lauzon, Que., Sir David Watson; Hali- 
fax Shipvards Ltd., Halifax, N.S., M. J. 
Haney, J. F. M. Stewart and R. M. 
Wolvin; Midland Shipbuilding Co., Mid- 
land, Ont., J. Wilkinson; Port Arthur 
Shipbuilding Co., Port Arthur, Ont., P. 
E. Chace and J. Whalen; Three Rivers 
Shipyards, Ltd., Three Rivers, Que., H. 
L. CliflFord; Tidewater Shipbuilders, Ltd., 
Three Rivers, Que., A. A. Wright. 

The petition was addressed to the act- 
ing Premier, the Right Hon. Sir (Jeorge 
K. Foster, as follows: — On behalf of the 
following shipbuilders viz.: Halifax 
Shipyards Ltd., Halifax and Dartmouth, 
N.S.; Nova Scotia Steel and Coal Co., 
New Glasgow, N.S.; Thi-ee Rivers Ship- 
yards Ltd., Three Rivers, Que.; Davie 
Shipbuilding & Repairing Co., Lanson, 
Que.; Tidewater Shipbuilders Ltd., Three 
Rivers, Que.; Canadian Vickers Ltd., 
Montreal; Dominion Shipbuilding Co., 
Toronto; British- American Shipbuilding 
Co., Welland, Ont.; Canadian Allis- 
Chalmers Ltd., Bridgeburg, Ont.; Mid- 
land Shipbuilding Co., Midland, Ont.; 
Collingwood Shipbuilding Co., Colling- 
wood and Kingston, Ont.; Port Arthur 
Shipbuilding Co., Port Arthur, Ont.; 
Yarrows Limited, Victoria, B.C.; Prince 
Rupert Dry Dock and Shipbuilding Co., 
Prince Rupert, B.C.; Victoria Machinery 
Depot Ltd., Victoria, B.C.; Wallace 
Shipyards Ltd., North Vancouver, B.C.; 
J. Coughlan & Sons, Vancouver, B.C., 
we respectfully submit the following pe- 
tition: — 

Prior to the outbreak of war steel ves- 
sels were built in Canada in only a few 
shipyards, which produced intermittent- 
ly a small tonnage of lake cargo and 
passenger vessels, scows, dredges, buoy 
steamers, etc. Subsequent, however, to 
the outbreak of war, all the existing 
companies, and a number of new ones, 
have energetically gone in for steel 
shipbuilding, and many extensive ship- 
yard organizations have been built up. 
The capital actually invested at present 
is approximately $47,000,000, exclusive 
of working capital, and the industry fur- 
nishes employment to approximately 23,- 
.500 men in the shipyards (not less than 
25% of these men having served over- 
seas) and almost another 2:5, .500 men 
engaged in the construction of ship 
plates, shapes, machinery furnishings 
and equipment. Adopting the usual 
standard of dependents for each work- 
man, over 200,000 persons are subsist- 
ing on this industry at present. An im- 
portant feature to be noted is that the 
expenditure for labor and material in 
ship construction is almost entirely made 
within the country, whereas the product 
is chiefly for export, the result being 
additional wealth for the country. 

Owing to the great demand for ton- 

nage in 191G, the British Government, 
through the Imperial Munitions Board, 
induced the existing steel shipbuilding 
yards in Canada to construct steel ships 
were built, not only in the yards on the 
lakes, but also at Vancouver, Montreal 
and elsewhere. In the latter yards cargo 
vessels were constructed as large as 8,- 
SOO d.w. tons. When the present Do- 
minion government came into power in 
iyi7, it very wisely decided that Canada 
required a merchant marine of her own, 
and from that date up to now that work 
has kept the existing steel yards in Can- 
ada fully occupied. From the above 
some idea of the magnitude of the in- 
dustry can be formed, and the import- 
ance to the country of continuing its 
operation is manifest. 

The Minister of Marine has publicly 
refen-ed from time to time with pride 
to the results accomplished, and the ship- 
builders feel confident that the govern- 
ment will assist them in maintaining 
their operations. Following the suspen- 
sion of hostilities, the Canadian Govern- 
ment shipbuilding programme provided 
the necessary work to keep the yards oc- 
cupied to full capacity, and, what was 
more important, Canada has been able 
to greatly expand her export business, 
and to supply ships that will be needed 
to co-operate with the Canadian National 
Railways; thereby greatly improving the 
government's transportation system. It 
must be gratifying to the government 
to know how enthusiastically its ship- 
building programme has been received 
throughout the country, and that when 
its fleet of ships is completed it will 
have placed Canada in the position of 
trading successfully with other coun- 

The Minister of Marine, made the 
statement in parliament in May, 1919, 
that the govemment was nearing the 
end of its shipbuilding programme and 
cleai-ly indicated that if the shipyards 
in Canada hoped to continue they would 
have to look for business elsewhere. 
When introducing the government's 
ship building programme in Mar., 1918, 
the Minister of Marine made the state- 
ment that the government's policy was 
to encourage shipbuilding as a perman- 
ent industry, which policy was confirm- 
ed subsequently by the encouragement 
given to the erection of a large plate mill 
at Sydney, N.S. 

The workmen employed in our Cana- 
dian shipyards have demonstrated their 
efficiency and ability to build ships in 
a sound and workmanlike manner, and 
equal in all respects to those constructed 
in any other country, and in fairness to 
the workmen and their dependents, and 
having regard to the large capital in- 
vested, we submit that the present time 
is most opportune for co-operation be- 
tween the government and the shipyards 
to the end that this great industry be 
firmly established. A reasonable bounty 
would enable Canadian shipbuilders to 
compete in the markets of the world for 
business, and permit them to operate to 
their fullest capacity, resulting in the 
ultimate reduction of costs and the plac- 
ing of the industry on a permanent basis. 
In addition to the world wide financial 
difficulties, the shipbuilders are also 
faced with the abnormal conditions of 
exchange, which at present militate so 
greatly in favor of Great Britain. Our 
shipbuilding industry commenced a few 
years ago, with wide diflference in wages 

and efficiency as compared with the Bri- 
tish shipbuilder, skilled in his trade from 
the days of his apprenticeship. The ex- 
perience received on the vessels we have 
built has gradually increased the effi- 
ciency of Canadian workmen, and if this 
industry can go on continuously for a 
term of years, the excess labor cost in 
Canada will disappear, and Canada will 
have a national asset represented not 
so much by $50,000,000 of operating 
shipyards, as by an army of skilled ship- 
builders. Skilled labor is a nation's 
greatest asset. 

The applicants therefore ask as an es- 
sential to the life of their industry, that 
the Dominion Government grant for a 
term of 10 years a bonus of $10 per load 
displacement ton, and $10 per indicated 
horse power on steel ships built in Can- 
ada and completed after April, 1920. 
Without the assistance asked for, the 
existing plants cannot be continuously 
employed, and the breaking up of the 
organizations will necessarily follow, 
thereby throwing large numbers of men 
out of employment, and undoing much 
of the good which the government has 
achieved by the encouragement given to 
the shipbuilding industry, and in the 
employment of returned soldiers and men 
previously at work on munitions. We 
are convinced of the great merit of our 
request and respectfully ask your earn- 
est and favorable consideration and 
prompt action in the matter. 

Signed on behalf of the companies 
above named by J. F. M. Stewart, To- 
ronto and W. L. Murray, Secretary. 

Subsequently P. L. Miller, H. B. Smith, 
J. F. M. Stewart and R. M. Wolvin, were 
appointed a committee to go into details 
with the government. 

A number of boards of trade and other 
bodies were advised that the shipbuilders 
intended asking the government for sub- 
stantial co-operation, and resolutions 
urging the same from the following or- 
ganizations were attached to the peti- 
tion: — 

Halifax, Kingston, Montreal, New 
Glasgow, Port Arthur, Stellarton, Three 
Rivers, Sydney, Toronto and Welland 
boards of trade; Collingwood Chamber of 
Commerce; Halifax, Kingston, Port Ar- 
thur, and Sydney City Councils; and 
Bertie Tsp. Council. 

The Montreal Board of Trade at a 
recent meeting passed a resolution; as 
stated above, urging the government to 
seriously consider measures toward en- 
suring the continuance of the steel ship- 
building industry in Canada, Sir George 
Foster, and Hon. C. C. Ballantyne, 
acknowledged its resolution and gave as- 
surance of their appreciation of its 
terms, which would receive the govern- 
ment's most careful consideration. Mr. 
Ballantyne referred to the matter at the 
Dominion Marine Association's dinner in 
Montreal, Jan. 9, and a full report of his 
remarks appears on another page. 

Steamship Glencadam — Canadian Rail- 
way and Marine World for Dec, 1919, 
contained an item announcing that the 
Great Lakes Transportation Co., Mid- 
land, Ont., had bought the s.s. F. P. Jones 
from U.S. owners, and had transferred 
her to the Canadian register under the 
name of Glencadam. We were later ad- 
vised that the name was Glencaden, and 
made this announcement in the January 
issue. The correct name is, as first 
mentioned, Glencadam. 


February, 1920. 

The Minister of Marine, and the Minister of Railways and Canals, on the Do- 
minion (iovernment's Shipbuilding^ I'roKranime, the Canals, Ktc. 

Tlu- Mini.sUr of Maiiiu-. Hen. I'. C. 
itallnntyni', and thf Miniiitvr uf IlailwuyB 
nnil CannU, lion. .1. I). Ri-id, were the 
|>rinii|wl kuckLh nt II ilinntT trivt-n by the 
Dominion Murine .V.s.xociation at the 
Windsor lloU'l, Montreal, on the cveninir 
after the n.t.scM-iution'.H annual mcctinK, 
on Jan. '-•. 

Mr. Ballantynr, in replyinp to the 
toa.^t of hi.s health, explained what had 
In-en done hy the >:overnment in its ship- 
huildin>r projrramnie, this beinK for the 
benefit of the visitors from the I'nited 
States, thoui;h he admitted this pro- 
(rmmnie had not been on anythinc like 
the scale of the United States fc;mer- 
jrency Shipbuildini; Corporation. He 
.said: — "It may interest you to know that 
we have 60 steel ships under construc- 
tion. When they are finished, not later, 
I hope than this time ne.xt year, we will 
have a net tonnace of 360,000 tons. 
Twenty-three of these vessels are in ser- 
vice. Their tonnage ranpes from the 
lake size vessels of ^,'hO d.w. tons to as 
much as 10,.500 tons, the latter ships 
are being' built by the Halifax Shipyards 
Ltd., so you will see we have a pretty 

marine rest.s entirely on the shoulders 
of D. H. Hanna and his board of direct- 
ors. What routes they shall be used on, 
what freik'ht they will carry, what the 
rates of freight will be, is not a matter 
for the Dominion Government to deal 

"We have shipbuilding yards from 
Halifax to Prince Rupert. Canada's 
ship building programme is younjr. A 
(Treat deal of credit is due to Canadian 
ship builders for having; risen to the 
occasion when the government asked 
them to undertake steel ship buildintr, 
for the first time, in that they have 
done as well as they have. I am 
not statiPK anythinu beyond absolute 
facts when I say that the steel ships 
that have been built in our yards 
throughout Canada are equal in desiK". 
workmanship and efficiency to similar 
ships built in England, Ireland or Scot- 
land. It is astonishint; to find that the 
capital invested at present in the ship 
yards amounts to the very large sum of 
$47,000,000. The number of men em- 
ployed in ship yards only is 23,500. Not 
less than 2.S',( of those men have served 

handsome one indeed, and that reflects 
a_ great deal of credit on the C^anadian 
Government Merchant Marine manage- 

"Our Canadian shipbuildem have 
demonstrated that they can build freight 
ships. I am happy to tell you that on 
the representations that have been made 
to Dr. Reid by Mr. Hanna for pas.nengcr 
ships of a one-class type, that is, a pas- 
senger ship of 15,000 gross tons, with 
speed of IK knots and carrying both pas- 
sengers and freight, the government has 
under consideration the building of such 
a type of steel ship. The government 
has no intention of ordering one outside 
of Canada, but it is the government's 
intention to have these passenger ships 
built in this country by our Canadian 
workmen and to use Canadian materials. 

"If ever the time comes — and I do not 
know what the government's naval policy 
will be, as this is a matter that has not 
yet been discussed by the government — 
that Canada finds it necessary to build 
ships of war in this country, I am sat- 
isfied that Canadian shipbuilders will be 
able to build any war craft that may be 


H 1 

■ V 


'^HHHlte-' ^m 

L ^1^ 

I . J 



' ^v ^ 

















SlMiuhip Cuiadii 

bnill hj Tidriratrr Shipbuilden Ltd., Three Ri' 


good nucleus now, and by this time next 
year, with our 60 ships, we hope to 
>n"ently expand Canada's export busi- 
ness. The country at present, due to 
the war and the other expenditures that 
were necessary, is of course rather handi- 
capped. With a young and growing 
countrj- like this, and more particularly 
if Canada will expand her export trade, 
everything will come out all right, and 
I hope that Canadian manufacturers of 
Canada will take full advantage of the 
Government Merchant Marine and go 
actively after foreign business. 

"\Vhile these ships are built by the 
Dominion Government, and own by the 
government, they are not operated or 
managed by the government. The Can- 
adian Government Merchant Marine, 
which is a subsidiary cmiipany to the 
('anadian National Railways, while it is 
owned by the government, is the com- 
pany that operates and manages the 
Canadian Government Merchant Marine. 
D. H. Hanna and his board of directors 
have an absolutely free hand in the 
management of the government ships. 
A» Minister of Marine I never assume 
to dictate to them in any way at all, 
neither does any other member of the 
government. The responsibility for the 
success of the government's merchant 

overseas. Then in addition to that there 
are 25,000 men engaged in the construc- 
tion of ship plates, ship machinery, fur- 
nishing, and so forth. Adopting the 
usual standard, there are at least 200,- 
000 men who are subsisting at this time 
on these industries. Another important 
feature is that the material that enters 
into the construction of these ships is 
very largely produced in our own coun- 
try and by Canadian workmen. 

"Another very gratifying fact to the 
government is that notwithstanding 
when the war was on, Canada was able 
to produce steel ships at as low cost as 
any other nation was doing, and in a 
great many cases even less. Our ships 
contracted for <Iuring the war have all 
cost considerably less than $200 a d.w. 
ton, and as soon as the armistice was 
signed the government was able to close 
contracts at $25.00 a ton less than dur- 
ing the war. I think this speaks very 
well indeed for the efficiency and energy 
of our Canadian shipyards and the men 
who are engaged in them. Then in ad- 
dition to that, and what is a great deal 
more important to the government, one 
of Mr. Ilanna's officials has been good 
enough to give me figures as to the ships 
that are in operation, showing that their 
net profit of these ships has been a very 

ian liorrrnmrnt Mrrrhanl M.irinc Ltd.. 

reciiiired hy this country. 

"The shipbuilders waited upon the gov- 
ernment this week at Ottawa, asking in 
their modest way for a certain amount 
of protection of the shipbuilding indus- 
try'- The matter will receive the con- 
sideration that it deserves at the hands 
of the government. I do not know what 
action the government may take, but I 
want to assure the shipbuilders here to- 
night that their representations will re- 
ceive the most careful consideration of 
the government, and I hope before par- 
liament meets that they will know whe- 
ther or not tliey are going to get aid 
from the government. Their requests 
appear reasonable in view of the fact 
that there is no protection of any kind 
whatsoever on ships coming into Can- 
ada. Other industries in this country 
have received a certain amount of pro- 
tection for a great many years, and in 
that way the country has In-en able to 
build up very large industries from one 
end of Canada to the other. If the gov- 
ernment is able to see its way clear to 
assist shipbuilders in any way, I look 
forward to a very great expansion of 
the shipbuilding industry in Canada. I 
believe that a large number of the big- 
gest shipbuilders in England will likely 
come to C-anada to erect plants. I had 

February, 1920. 



interviews with many of them when I 
was in England in 1918. 

"You are aware that, as a result of 
our shipbuildinfT programme, the Domin- 
ion Steel Corporation was given a veiy 
large contract for ship plates. We want 
business, and as it is necessary to be 
as self-contained as possible, the gov- 
ernment thought it well to enter into 
the large contract it did with the Domin- 
ion Steel Corporation. That corporation 
has erected a large mill at Sydney, N.S., 
at a cost of $5,000,000. It is a very mod- 
em mill, and it hopes to turn out ship 
plates at the end of February." 

The Minister of Railways and Canal.s' 

Hon. J. D. Reid said: — "I can remem- 
ber well the ships that passed through 
Welland and St. Lawrence Canals in 
the earlier days. They were probably 
of about 1,000 or 1,200 tons. They ran 
between Port Arthur and Montreal, and 
between Chicago and Montreal. We 
used to think they were great vessels. 
However, a short time afterwards pub- 
lic opinion, and the marine men them- 
selves, decided that ships of that type 
were useless, that they would have to 
build larger ones and on the advice of 
the marine men submitting the class of 
ship that was required — the large ships 
that were required to travel between 

bringing your seven, or eight, or ten 
thousand ton ships to Kingston, but, not 
only that, the scheme between Prescott 
and Montreal would be under way with 
a view of canalizing the St. Lawrence 

"When the government decided that it 
was going to enlarge your canals, it was 
realized that to make a good, perfect, 
complete highway for the vessels there 
must be terminal facilities of a good 
character. The government of the day 
looked around for a man to get the 
proper facilities for the port of Mont- 
real, and I want to say here (and I 
am saying it as sincerely as any man 
can), that if you had not got a man with 
the backbone and public spirit of Mr. 
Ballantyne, you would not have the ter- 
minal facilities in Montreal that you 
have. The very fact of Monti'eal get- 
ting such splendid terminal facilities, 
which were necessary for the men that 
are operating vessels, Halifax and St. 
John demanded the .same, and the gov- 
ernment was compelled to do for them 
what they did for Montreal, and there- 
fore we have, not only at Montreal, 
but at Halifax and St. John, practically 
as good terminal facilities as any ports 
on the Atlantic. Up at the head of the 
Great Lakes the same thing had to be 
done because it was necessaiy. 

"We had in Canada, prior to the war. 

with them the marine, that is, they must 
have vessels inland carrying traffic to 
and from the railways, and they must 
have vessels at Atlantic and Pacific ports 
carrying traffic to and from our country. 
You all know that the government is 
now a large owner of railway systems 
in Canada. When I first entered parlia- 
ment there were 10,000 miles of railway 
in Canada. Today we have at least 40,- 
000 miles, and of that 16,000 miles are 
controlled and operated by the Domin- 
ion Government, and within a very short 
time we expect to take over the Grand 
Trunk, when we will have 22,000 miles, 
so that we have a great railway sys- 
tem in Canada. 

"With that then, there is of course, 
the Canadian Pacific, the two great sys- 
tems that practically own all of the rail- 
ways in Canada, and let me say that 
while we have two systems, it is the 
governments duty to see that no injus- 
tice or unfair advantage is taken of our 
gieat C.P.R. because we happen to own 
the other half of the railways. In other 
words, the management of the Canadian 
National Rys. under instructions from 
the government, communicated through 
me is operating the government lines as 
a private railway, and it must go out 
in the open market and compete with 
the C.P.R. on fair and just and equal 
privileges, and in that way it must be 

Steel cargo steamship, Canadian Planter; appro: 

Port Arthur and Montreal, and do work 
on the Great Lakes — plans were made by 
the government to provide a water-way 
between Port Arthur and Montreal, and 
it was decided to enlarge the Welland 

"It is historical — it is in the records 
of the Honuse of Commons and in the 
department over which I preside — that 
the Chief Engineer of the department 
at that time, Mr. Page, who was a very 
able man, decided that in enlarging the 
Welland Canal, it would be 50 years 
before it would be found necessary to 
enlarge it again. Now, let me tell you 
this, because perhaps it is a secret that 
has been kept, but is not any longer 
necessary to keep. When the govern- 
ment decided to proceed with the en- 
largement of the Welland Canal, we 
never let it be known, at least, we could 
not emphasize the fact, we took the 
ground that it was intended to bring the 
ships from Port Arthur to Kingston, but 
we always had in mind that as soon as 
we got them to Kingston we could then 
start and enlarge the St. Lawrence so 
that we could take them through to 
Montreal. If it had not been for the 
five long years of war, you would be 

in 1913, 1,200,000 registered tonnage. I 
knovvf that a good many Canadian reg- 
istered vessels were lost during the war, 
many more probably than is generally 
realized, and, on this account, the latest 
figures might have been expected to 
show a decrease. But I was agreeably 
surprised to see by the Marine Depart- 
ment's report that instead of 1,200,000 
tons, we have increased our tonnage to 
1,475,000 or 250,000 tons more than we 
ever had. When we come to the end 
of the present year we will probably 
have made that nearly 2,000,000, and it 
is gratifying to know that today we 
stand eighth among the largest ship 
owning countries of the world, and at 
the end of this year it is believed that 
we will be fifth in that class. 

"It is very gratifying to me to know 
that in our inland waters, years ago 
when I first entered parliament, about 
1,200 tons was the largest vessel that 
we had in Canada, and today we have 
on the upper lakes vessels of 12,000 ton- 
nage, and we are able to use them at a 

"Railways, of course, must work with 
the marine. The railways could not 
operate successfully unless they had 

made a success. I want to be in a posi- 
tion, if I can, before I pass away from 
this life, to be able to say that I can 
get on the government railway system, 
to go to Vancouver and get on a Cana- 
dian owned, built and controlled steam- 
ship, built in Canada of Canadian pro- 
ducts, by Canadian workmen, and travel 
right around the world on Canadian pro- 

"Mr. Ballantyne has also referred to 
our great industry down by the sea, the 
Dominion Iron and Steel. Iron and steel 
is the basic industry of this country. 
That is a great plant, but we have one 
nearly as large in Ontario, the Algoma 
Steel Corporation, and we have other 
similar industries — iron products, out in 
British Columbia, but we have more 
than that— we have in Canada natural 
resources of every kind and nature that 
will build up this country and w;ith im- 
migration, we will be in a position to 
develop this country and make it equal 
to any country on the face of the earth." 

The Toronto Harbor Commissioner.s 

sold recently, $2,000,000 of 4%'/r bonds, 
guaranteed by the city and due in 1953, 
to Wood, Gundy & Co., at 80.687. 

February, 1920. 

(ieneral Shipbuildiiiji: Matters Throughout Canada. 

Hriliiih (.'olumbia Marinr Kailway Ltd., 
Nntu'iiuviT, It.C, launchi'il n xtonniKhip 
Dec. au, llMSi. fur thi- I'mon Steam!ihi|i 
Co. of Rritmh Colunihin, which wan 
chriiiU'no«1 CaniluMu, l>y .Mrs. K. II. B<'az- 
ley, wifi- iif tho owiimir rnniimny'n (icn- 
vn\ MnniiKor. Thi- Cnpilnno m 145 ft. 
lonir with rapacity for about .'150 |>ax- 
vcnirfrH, ami it ik intended to opt-ratc 
her in the "iuinnier oxcur.sion tratlic. This 
is tho tinil ve.«!iel huilt hy Hrilish l"o- 
lumhia Marine Kailway Ltd.. an<l it is 
stated that armnKenient.H are beinir made 
by the company for building larve ve.ssels. 

RritiHh i'olumhia ShipyardN — A Van- 
couver di.Hpatch of Dec. 'M. stated 
that the total of steel and wooden ships 
launche dat British Columbia yards dur- 
ing lltllt, was 10 st«el and 4t! wood. 170,- 
000 d.w. tons. This is sUted to be 14,- 
1100 d.w. tons more than in lUlS. The 
yard.-i arc also stated to have orders for 
65,600 d.w. tons, most of which is well 
on the way to completion. 

Canada .Steamship l.ine.s Ltd. is re- 
porte<i to be contemplatinK buildinp an 
excursion passenger steamship of some- 
what novel desi^rn, for its Toronto-Lew- 
iston-Quecnston ser\Mce. It is said that 
the ship will embody a number of new 

until the end of .lanuary or early in 
Febniar>'. The dnmaire caused by fire 
was estliiiuted ut $15,000. 

The CnllinKwood Shipbuilding (.'o.'n 
stock advanced in the unlisted section 
in Toronto in .January from 6.'> to 75 bid 
and none ofTerinK, and 95 was bid for 
it-s bonds. The Toronto Globe says: 
"Brokers are at n loss to explain the 
sudden activity, and two theories were 
advanced. One was new orders received 
by the company and the other allcfred 
netrotiations by which the company 
would join up with Dominion Steel and 
other corporations in a jjrcat merger. 
Collintrwood Shipbuilding has issued 
stock of about $1,«HO,000, out of $2,- 
.'>00,000 authorized. It has plants at 
Collingwood and Kingston. There is 
very little of the stock available, and 
the bonds to be had are said to have 
been about all picked up in the last few 

J. Coughlan & Son.s, Ltd., has been in- 
corporated under the British Columbia 
Companies Act, with $5,000,000 author- 
ized capital, and office at Vancouver, 
B.C., to take over the stock in trade, 
plant, contracts, etc., of J. Coughlan & 

a few days shut down, during which 
some financial n-organization was car- 
ried through. 

Dominion Shipbuilding Co^ Toronto, 
launched its tenth steel steamship, Jan. 
17, which was named Torontonian, the 
christening being performed by Mr*. C. 
F. Kasson. The ship is of the single 
deck type, with poop, bridge and fore- 
castle, steel texas on bridge, wing deck 
houses, with chart room and pilot house 
above, and the hull is built on the trans- 
verse system. There are .'t decks, main, 
bridge and boat, arranged on the .'< island 
plan, and there are 4 cargo hatches, each 
22 X 18 ft. She is schooner rigged, with 
2 pole masts, and the hull is divided into 
compartments by 4 water tight bulk- 
heads and 1 .Hcreen bulkhead. There are 
2 holds, with grain capacity of 161,- 
466 cu. ft. The dimensions are: length, 
overall, 261 ft.; breadth, moulded, 43 >^ 
ft.; depth, moulded, 28 ft. 2 in.; d.w. 
capacity 4,;'00 tons. She is to be classed 
100 Al at Lloyd's for ocean serx'ice. The 
propelling machinery which is placed 
amidships, consists of a triple expansion 
inverted engine, with cylinders 20, 33 
and 54 in. diar. by 40 in. stroke, 1,300 
i.h.p., at 87.5 r.p.m., supplied with steam 

Str^l carfo •tramiihip, Canadian Spinner; approiimatrly h,.150 d.w. tonit; for Canadia 

Lid.. Montreal. 

nt Mrrrhanl Ma 


features, such as terraced decks, moving 
picture theatre, children's playground, 
dancing pavilion, etc. In addition to this, 
it is said that the lifeboats will be re- 
ces.sed into the sides of the ship, that 
the construction will be fireproof, and 
that the ship will have a speed of 18 
knot.s an hour. No official information 
is yet available, but it ap|)ears probable 
that such a ship will be built if a satis- 
factory contract as to price can be se- 

Canadian Concrete Shipbuilding Co., 
North Sydney, N.S., is reported to have 
been orgjinized to undertake the building 
of concrete ships, and to take over the 
yard operated for this purpose at North 
Sydney, N.S., by W. N. MacDonald, who 
is President of the new company. The 
concrete ship Permanencia, under con- 
struction there, information concerning 
which was given in our .lanuary issue, 
also being taken over. It was expected 
that she would be launched at the end 
of December, but owing to a fire on 
board, which destroyed all the woo<l work 
which encosed the interior of the vessel, 
this had to be abandoned, and it was 
not expected that she would be launched 

Sons, and to carry on the business of 
shipbuilding in all its branches, to build, 
own and operate drydocks, marine rail- 
ways, etc., and conduct any other busi- 
ness incidental to shipbuiKling. 

Jos. Crane, New Westminster, B.C. — 
The New Westminster, B.C., City Coun- 
cil, on Jan. 12, received an application 
from Jos. Crane for the lease of a por- 
tion of the Indian reserve, bordering on 
the water front, for shipbuilding pur- 
pc.ies. The applicant stated that he is 
building a large barge and scows on his 
present location, but there is shortage 
of room, and he is unable to build heavier 
vessels, owing to the presence of a bar 
in the vicinity which makes it impossible 
to launch anything but flat bottom 
boats. He is planning to build a 700 
ton auxiliary schooner, about 200 ft. 
long. The council decided to lease him 
a 100 ft. water front lot at $150 a year, 
which will be reduced to $100 a year, 
when other property in the vicinity is 
taken up. It is the council's desire to 
foster boat building along the water 

Davie Shipbuilding & Repairing Co., 
Lauzon, Que., resumed work Jan. 7. after 

by 2 Scotch boilers, each 14 Vi ft. diar. 
by 11 ft. long at 180 lb. under forced 
draft, built by John Inglis Co., Toronto. 
The heating surface is 2,730 sq. ft. in 
each boiler, and there will be an approxi- . 
mate consumption of 20 1-10 tons of coal 
per 24 hr., with a speed of 10.2 knots an 
hour. The bunkers are arranged to 
carry 526.75 tons of coal. The pro- 
peller i.« i;{'4 ft. diar., of cast iron, with 
4 blades 12 ft. 8 in. pitch. .Accommoda- 
tion for 35 officers and men is arranged 
on the bridge and in the poop. The ship 
is to be equipped with steam steering 
gear 7x7 in.. S reversible single drum, 
2 speed, 7 x 12 in. cargo winches, and 
nnchor windlass 8 x 8 in. 

The Foundation Co., Victoria, B.C., is. 
according to B.C. press reports, dis- 
mantling its shipbuilding plant at Vic- 
toria on instructions from the company's 
head office in New York. The company 
has issued statistics covering its oper- 
ations from Sept., 191S to Nov., 1919, 
during which its contract with the French 
Government for the building of 20 
wooden steamships of 3,000 d.w. tons 
capacity each, was carried through. The 
number of employes engaged at the 

February, 1920. 



height of the work was 4,390, of which 
65'/f were returned soldiers. The num- 
ber of employes and their dependents is 
given as 12,655, of which 93.1'f were 
British, 2.7Vc U.S., 1.6'r Italian, and 
2.6';f other nationalities. The total pay 
roll was $5,263,313.39; total material 
bought in British Columbia, §3,733,150. 
43; bou<?ht in other parts of Canada, 
$435,097.18. The investment in the 
plant at Victoria is given at $616,174.57, 
and the total amount paid for labor and 
material in Canada $10,048,735.57. The 
total amount of the contract was ap- 
proximately $11,000,000. 

Grant & Home. St. John, N.B.— The 
schooner Cutty Sark, launched at this 
yard recently, was built for Foster & 
Elkin, St. John, N.B., and has loaded 
number for the Canary Islands. She is 
608 registered tons, and her dimensions 
are: keel, length, 159 ft.; beam, 36 ft.; 
draft, 13 ft. 

National Shipbuilding Corporation, 
Three Rivers Shipyards Ltd., Division, 
Three Rivers, Que., has secured an order 
from French interests for building 6 
steel cargo steamships of approximately 
7,200 d.w. tons each, to be classed 100 
Al at Lloyd's, and equipped for a speed 
of 11 knots an hour, and also for 4 

Erb, W. M. Wadden, H. B. Blanchard 
and I. M. Oettenhoefer, for an injunc- 
tion to restrain other directors, W. E. 
Williams, E. Thompson, S. P. McMordie, 
E. C. Gibbons, F. F. Schellenberg and 
J. L. Mullen, from taking any part in 
the conduct of the company's affairs. N. 
Erb claims that the company was or- 
ganized on his instructions, and he was 
elected chairman, and subsequently man- 
aging director, and that he secured the 
lease of the property from the Grand 
Trunk Pacific Ry., and also two contracts 
from the Dominion Government for 
building 2 steel steamships of ap- 
proximately 8,100 d.w. tons each, at an 
approximate cost of $3,207,600. He 
further alleges that the defendant direct- 
ors usurped control of the plant, elected 
a new board of directors, increased the 
capital stock, and seriously disorganized 
the company's business, forfeited the 
Dominion Government's confidence owing 
to being behind with the contracts, and 
risked the cancellation of the lease of 
the property to the company. On the 
evidence submitted an interim injunction 
was granted for a few days pending fur- 
ther argument. 

St. Martins Shipbuilding Co., Ltd., has 
been incorporated under the New Bruns- 

steamships of approximately 3,203 d.w 
tons, to be used as, what is termed, wine 
boats. We are officially advised that the 
6 keels for the steamships first men- 
tioned, will be laid about Feb. 15, and 
deliveries made during the autumn. 

New Brunswick Shipbuilding Co. Ltd., 
has been incorporated under the New 
Brunswick Companies Act, with $320,- 
000 authorized capital and office at St. 
John, N.B., to build, own and operate 
steam and other ships of every descrip- 
tion, with plant, docks, wharves, etc., in- 
cidental thereto. The incorporators are: 
A. F. Coughlan, J. D. P. Lewin, J. J. 
Stothart, St. John, N.B. 

Prince Rupert Dry Dock and Engin- 
eering Co., Prince Rupert, B.C., is doing 
considerable repair work. The Grand 
Trunk Pacific Coast Steamship Co.'s 
steamships are being overhauled in turn, 
and work is proceeding on two 8,100 d. 
w.. ton steel steamships for Canadian 
Government Merchant Marine Ltd., of 
an approximate value of $3,207,600. 

Application was made to the British 
Columbia Supreme Court, .Ian. 10, on 
behalf of the Prince Rupert Dry Dock 
and Engineering Co., the Empire Ship 
and Dry Dock Corporation, Newman 

wick Companies Act, with $240,000 au- 
thorized capital and office at St. John, 
N.B., to build, own, and operate ships 
of every description with the plant, 
docks, wharves, etc., incidental thereto. 
The incorporators are: A. F. Coughlan, 
J. D. P. Lewin, J. J. Stothart, St. John, 

Wa I la ce Shipyards Ltd., N orth "Vancouver, 
B.C. — The steamship which this company 
is building for the Union Steamship Co. 
of British Columbia will be of the fol- 
lowing dimensions: length, 173 ft.; 
breadth, 30 ft.; depth, 14 ft., and she 
will have a deadweight carrying capa- 
city of approximately 700 tons. She will 
be of the single deck, single screw, cargo 
type, equipped with triple expansion re- 
ciprocating engine of about 700 i.h.p., 
located aft, steam windlass, 4 winches, 
4 derrick booms, 5 tons capacity each, 
one 20 ton derrick, and steam and hand 
steering gear. The accommodation for 
the master, engineers, and crew, will 
be arranged on the poop deck. The keel 
was laid in Dec, 1919, and we are ad- 
vised that it is expected the ship will 
be launched about the first week in Feb- 
ruary and delivery will probably be made 
about Mar. 1. 

British Columbia Coast Pilots and 
the New Pilotage Regulations. 

"The order in council reorganizing the 
British Columbia pilotage authorities, 
and the new pilotage regulations provid- 
ing revised pilotage dues, etc., which were 
published in Canadian Railway and Ma- 
rine World for January, became effective 
Jan. 1. These regulations are applicable 
to the former pilotage districts of Van- 
couver, Nanaimo and Victoria-Esqui- 
malt, which have been abolished, ' and 
have been established as the Pilotage 
District of British Columbia, in charge 
of Commander B. L. Johnston, D.S.O., 
as Superintendent. The pilotage district 
of New Westminster has not been chang- 
ed, and is still under a pilotage commis- 

The pilots concerned held meetings 
during December and submitted to the 
Minister of Marine a number of criti- 
cisms of the regulations, which it was 
claimed would reduce their earnings con- 
siderably, and not remove grievances as 
to certain working conditions. As a re- 
sult of these meetings, they made pro- 
posals that they should continue work- 
ing at the old rates, and under the old 
conditions, receiving all earnings, and 
maintaining and operating their pilotage 
plant and stations, out of these earnings, 
for six months, and also make provision 
for pilots over age; or, that they come 
under the new authority on the under- 
standing that the minimum wage to be 
paid any pilot be $350 a month, that 
pilots over age be provided for-, and that 
their pilotage plant be taken over at its 
present market value, together with the 
expense of operating the plant. 

They claim that the new pilotage rates 
have been fixed below what were agreed 
upon many years ago, when the cost of 
iiving was considerably less than now, 
and that there is no definite assurance 
as to their remuneration. Though no 
threat v^as made by the pilots, local re- 
ports indicate that there was a strong 
probability they would cease operating 
under the government and offer their 
seivices as independent pilots. 

The Vancouver Board of Trade, on 
Jan. 2, adopted a recommendation for 
submission to the Dominion Govern- 
ment, that the minimum paid to pilots 
be $250 a month, with a maximum of 
$350 a month. At a joint meeting of 
interested local boards, Jan. 7, a series 
of proposals was adopted for submission 
to the Dominion Government, with the 
view of terminating the dispute, and fix- 
ing the pay and working conditions of 
the pilots, and in the meantime it was 
announced, that an arrangement made is 
being continued for two months, whereby 
the pilots are working on a fixed salary 
of $325 a month, and that at the end of 
that period the situation will be reviewed. 

Pulpwood Terminal at Clayton. N.Y. — 

The Taggarts Paper Co., Watertown, 
N.Y., has, according to a press report, 
bought 100 acres on the water front at 
Clayton, N.Y., opposite Gananoque, Ont., 
for a terminal for the reception of pulp- 
wood from Canada. 

Clyde Shipbuilding — It is stated that 
about 650,000 tons, were launched on the 
approximately 400 ships, with a total of 
Clyde River in Scotland in 1919, the out- 
put almost reaching the record for Clyde 

The Kennebecacis Steamship Co.'s s.s. 
Hampton, is having her sides rebuilt, 
and other repair work done at Hampton, 
N. B. 


February, 1920. 

Dominion (iovcrnmonl A 
W (K)di'n Sli 

id for British Columbia 

I'lirinK n visit of the Finnncf Mininlor. 
Sir Hinry nrayt«>n, to British Columbia 
in Nov.. I'.'iy. variouK plnn.s wcrt- Inid 
iH'foro hini. with thr viiw of uliUinitiK 
•ii»i»tjiiK«' from Ihi- nonunion Govern- 
ment for wiKulen .shipliiiildintt in the 
pro\in>.. t.. iiui-l the unemploy- 
ni,r' ■. which since de- 

n»i,i me rather serious. 

Oi.i ulimitteil wus by J. 

O. Cuiiurun, rii.-nlciit, Cameron Lum- 
ber Co., nnii who was at one time inter- 
ested in Cameron-Genoa Mills Shipbuild- 
ers, Lt<l., which built a number of aux- 
iliary powered schooners for Canada 
West Coast NaviKation Co. Ltd., the 
plant beinp sold subsequently to the 
Foundation Co. of British Columbia Ltd., 
Mr. Cameron proposed to build several 
auxiliao' powered schooners under a 
series of loans to be made by the Do- 
minion Government, and for which pur- 
pose the Foundation Co.'s plant would 
be leased if terms could be arranged. 
Another scheme proposed was by inter- 
ests associated with the CholberK Ship 
Co., Victoria, and it was proposed to 
form a company of local citizens to un- 
dertake the buildinp of 4 wooden schoon- 
ers, similar to those built recently at 
that yard for NorweKian interests, at 
an approximaU' cost of $250,000 each, 
the government to finance the project 
up to $175,000, the local company under- 
takinc the balance. On his return to Ot- 
Uwa, Sir Henry Drayton, laid the matter 
before other members of the Rovernment 
witTi the result that an order in council 
has been passed as follows: — 

The Committee of the Privy Council 
have had before them a report, dated 
Dec. 20, VJVJ, from the Finance Min- 
ister, representinc as follows: From re- 
ports of the Labor Department it ap- 
pears that much unemployment exists at 
present in Victoria. B.C., owinp to the 
fact that the extensive shipbuilding 
business heretofore carried on there 
has now practically ceased and that ap- 
proximately 5,000 men are out of em- 
ployment. It has been shown that a 
large number of returned soldiers have 
received their discharge on Vancouver 
Island, who were not enlisted there and 
that the number of returned soldiers 
now in British Columbia in excess of the 
enrolment from B.C. is estimated at 
about 12,000 and that a very large num- 
ber of those unemployed in Victoria are 
returned soldiers, the estimate made by 
the returned soldiers' representative 
showing the number of unemployed re- 
turned soldiers to be about 4,000. 

In order to relieve the unemployment 
situation Victoria citizens propose to 
form themselves into a joint stock com- 
pany to build 4 wooden sailing ships 
(barkentine rig) each with a cargo ca- 
pacity of 2,400 tons deadweight, or 1,- 
500,000 ft. board measure fir lumber, the 
estimated cost of each bring $250,000. 
It is proposed that these ships be built 
in the Cholberg shipyard in Victoria. 
The citizens' association, represented by 
Clarence Hoanl, have put themselves in 
a position to Ik- able to advance on ac- 
count of construction cost of each vessel 
in cash or in the delivery of materials 
$75 ,000. If any portion of this cost be 
repre.sentcd by the delivery of lumber, 
when required for the construction of 
such vessels, prices shall not exceed 
f ,. 1, rnr-i Viit.iriii th.> fdlldwing: 

Kramlnv vnidr t'i^ P»r M 

Mrrrhanublr 110 iwr M 

i-Unklnir »&• P" M 

.Mhlp« ■l<^kln> IM p«r M 

AddlUotM ■• prr ttMtxOmtd flr Umber llat 2, B.C. 
kvvnwo Ivnirth SO ft. 

Payment in other materials necessao' 
for boat construction shall only be al- 
lowed at prices which shall not exceed 
the lowest price as ascertained by com- 
petitive bids, and no credit shall be given 
until such material has been delivered 
in the yard and there re<'eived and ac- 
cepted ill gootl condition. It is proposed, 
in order to render work available for the 
unemployed returned soldiers, that the 
government shall advance the balance 
required to complete each ship to a sum 
not exceeding $175,000, and that this ad- 
vance shall be secured by a first mort- 
gage on each ship bearing interest at 
the rate of 6';'r. Interest on the govern- 
ment advance at the rate of GVr shall 
first be paid, and the owners shall then 
have the right to take out of the operat- 
ing revenues enjoyed by each ship $4,- 
500. The balance of the net earnings 
shall be paid on account of the govern- 
ment advance, and interest on the mort- 
gage chargeable from thenceforth only 
on the sum then left due. Employment 
is to be given, to the fullest extent prac- 
ticable, to returned soldiers with a min- 
imum stipulation that at least BO'V of 
the whole number of men employed 
shall be returned soldiers. Men are to 
be employed through the Dominion rep- 
resentative in the B.C. Government Em- 
ployment Agency, and just so soon as it 
is possible for the work to be sufficiently 
advanced, men to the extent of 235 shall 
be employed in the construction of each 

The Minister recommends that to carry 
out the proposal above set forth he be 
authorized to advance $175,000 for each 
of the 4 ships, or $700,000 in all, and that 
such advances be defrayed from the 
funds provided by the Demobilization 
Appropriation Act, 1919, provided that 
no advances shall be made under this 
order in council until an agreement has 
been entered into by the company, when 
incorporated, with the government, in 
form and terms satisfactory to the gov- 
ernment. The Privy Council Committee 
concurred in the report and it was ap- 

Canada Steamship Lines' s.s. Sir 
Trevor Dawson is moored at Buffalo, 
N.Y., for the winter, with a storage cargo 
of grain. 

Marine Railway Operator for 
Trent CanaL 

The Civil Service Commission ai|n-r- 
tised, Dec. 24, luiy, a competition, open 
to nil residentx of Canada, for the fol- 
lowing position: — A marine railway 
operator, Itailwaya and Canals Depart- 
ment, at Swift Rapids on the Trent 
Canal, at an initial salary of $1,080 a 
year, which will be increased on recom- 
mendation for efficient .ser%ice at the rate 
of $r.0 a year, until a miximum of $1,200 
has iM'en reached. This initial salary is 
supplemented during the pre.sent fiscal 
year by the following bonus: If head of 
a household (irrespective of age) $420 
a year. If not the head of a hou.sehold, 
$192 a year if over 21 years of age; $150 
if between 18 and 21 years of age; no 
bonus if below 18. Candidates must have 
had primary school education; some 
knowledge of the operation of gasoline 
launches, and of the installation, main- 
tenance, and operation of electric motors. 
Candidates must be of good physical con- 
dition, and should preferably be not more 
than 40 years of age. The successful 
candidate will be required to operate and 
maintain in good working condition all 
apparatus in connection with the marine 
railway at Swift Rapids and to read and 
record water gauges. Candidates will be 
examined in the following subjects, which 
have the relative weights indicated: Edu- 
cation, training and experience, 300; oral 
interview, if necessary in the commis- 
sion's opinion, 100. Preference will be 
given to residents of Ontario. 

Atlantic Passenger Rates — The chief 
steamship companies operating across 
the Atlantic from New York, have an- 
nounced reductions in passenger rates, 
dating approximately from Feb. 11. The 
1st class minimum rate to Hamburg has 
been reduced from $225 to $175, the 3rd 
class rates charged by the White Star 
Line and Dominion Lines from Portland 
to European points via Liverpool, have 
been reduced by $10, and a similar re- 
duction has been made by the White 
Star Line running out of New York. 

Havana Marine Terminals. Ltd., has 
been incorporated under the Dominion 
Companies .■Vet, with $30,000,000 au- 
thorized capital, and office at Montreal, to 
own and deal in real estate, and to carry on 
business as wharfingers, warehousesmen, 
forwarders, etc., and in connection there- 
with to own and operate ships and other 
transportation facilities. The incorpor- 
ators are: G. W. MacDougall, K.C., G. 
Barkley, A. Knatchbull-Hugessen, J. G. 
Cartwright and E. Tudor, all of Mont- 

Vessels Added to and Deducted From the Canadian Register During 
November. liUil. 

AddMl. No. 

Hum in Caniidii - 8 

PuiTh»»»d from forrlffncn _...- 2 

Tranifcrrrd fram United Kinadom. — ........ 7 

New rrui'len «-.. — • t 

Timnaicc alteration* without rereffUtvy — 

ToUl» - 18 


Wrwliod or othcrwia* loat R 

Broken up or unHt for u»c M 

Sold to foreliinern — 

TrannfernMl to United KinRdom 1 

Tran»ferre<l to Brituih poMeaaiona — 

New reiiinleri — -. 1 

TonnaKc alteration*, without lynariatry — 





nnaite — 




— Tonna« — 
Graa. Resiatend 

4.956 *.hM 
42 42 

















February, 1920. 



The 10,500-Ton Steel Cargo Steamships for Canadian 
Government Merchant Marine, Ltd. 

As announced in Canadian Railway 
and Marine World at the time, the Ma- 
rine Department gave contracts to 
Halifax Shipyards, Ltd., Halifax, N.S., 
on Dec. 10, 1918, for 2 steel cargo steam- 
ships of approximately 10,500 d.w. tons 
each to be operated by Canadian Gov- 
ernment Merchant Marine Ltd. The 
keels for them were laid as follows: — 
S.s. Canadian Mariner; Marine Depart- 
ment contract 21; builder's yard no. 1; 
Feb. 24, 1919, and s.s. Canadian Ex- 
plorer; Marine Department contract 22; 
builder's yard no. 2; Mar. 1.5, 1919. It 
is expected that the first ship will be 
delivered before the end of this year. 
Their principal dimensions, etc., ax'e as 
follows: — 

Lenprth between perpendiculars 430 ft. 

Breadth moulded 56 ft. 

Depth moulded 30 ft., 38 ft. 

Sheer forward 7 ft. 

Sheer aft 3 ft. 

Lowest point of sheer Amidships 

Draft mean 28 ft. IIK4 in. 

Deadweisht. in long tons, about 10, .500 

Speed loaded on 6 hours trial 11 knots 

Complement, officers and men. about 63 

These ships are of the shelter 2 deck 
type, having shelter, main and lower 
decks of steel, the shelter deck being sur- 
mounted by a forecastle deck forward, 
45 ft. long, and a poop deck aft, 45 ft. 
long. They are being built to Lloyd's 
100 Al class and will have 8 w.t. trans- 
verse bulkheads, and a double bottom 
extending from peak bulkhead forward 
to peak bulkhead aft, dividing the ship 
into 24 w.t. compartments. A deep tank 
is provided abaft of the engine room. 
The frames and beams are of heavy bulb 
angle section, and the various decks are 
strongly supported by tubular pillars. 

The cargo working arrangements are 
very complete. There are 4 hatchways, 
each about 30 x 18 ft. and 2 hatchways, 
each about 15 x 18 ft. commanded in 
all by 20 five ton den-icks. The der- 
ricks will be operated by twenty 7 x 12 
in. winches, of the Clarke Chapman type. 
In addition no. 2 hold is provided with 
a 30 ton derrick for hea\'j' weights, such 
as machinery. The usual steam wind- 
lass forward is provided. 

The steering engine is of the Wilson 
Pirrie type, 10 in. diameter by 10 in. 
stroke, direct connected to the rudder 
head. The ship will be electrically light- 
ed throughout, being provided with du- 
plicate sets of generating machineiy, 
running in parallel 110 voltage. Two 
masts are provided, one forward and one 
aft, carrying the wireless aerials, the 
wireless set being of l\i> k.w. capacity. 

Each ship will be provided with the 
following life saving equipment: 2 life- 
boats, 28 X 8 Vi X 3% ft.; 2 lifeboats 22 
ft. X 6% ft. X 2 ft. 10 in.; 2 working 
boats, 18 X 514 X 2Vs ft. All other parts 
of the livesaving equipment will be in 
accordance with the British Board of 
Trade and Canadian Steamship Inspec- 
tion requirements. The anchor and 
cable equipment will be in accordance 
with Lloyds as follows: 2 bowers, stock- 
less, 72 '/4 cwt.; 1 spare, stockless, 72% 
cwt.; 1 stream, ex-stock, 20V^ cwt.; 1 
kedge, ex-stock, 9 cwt., and 300 fathoms 
2 6-16 stud link cable, wath the usual 
steel wire and malleable hawsers, warps 
and towlines. 

The accommodation for the officers 
and crew will be very complete. The 
engineers' cabins are placed in an island 
deckhouse on the shelter deck, about 

amidships, containing cabins, dining sa- 
loon, lavatories, pantry, etc. The navi- 
gating o....cers will be in a deckhouse 
over on the lower bridge, and the cap- 
tain's quarters comprising day cabin, 
sleeping cabin, office and lavatories, will 
be placed on the upper bridge, which 
will be surmounted by the chart room 
and wheel house on the flying bridge. 
The crew will be located aft, under the 
poop and shelter deck. A total comple- 
ment of 63 officers and men is provided 
for. Foi-ward under the forecastle deck 
will be the hospital, cai-penter shop, paint 
store, oil room and boatswain's store. 
Steam heating at 20 lb. pressure will be 
supplied to all living quarters. 

Cold chambers for the preservation of 
the ships' provisions will be abreast of 
the engine casing, on the main deck, and 
will have a total capacity of about 1,000 
cu. ft. The refrigerating engine will be 
on the Clothel principle, capable of main- 
taining a temperature of 28° in tropical 

The propelling machinery will con- 
sist of one set of inverted vertical direct 
acting surface condensing engines of 
the following leading particulars: — 
29 lo X 50 X 80 in. 

54 in. 

Steam will be generated in 4 single 
ended boilers working under Howden's 
system of forced draft and having a 
working pressure of 180 lb. per sq. in. 
The heating surface will be about 10,- 
500 sq. ft. and the grate area 270 sq. ft. 

The air and bilge pumps will be direct 
connected to the main engine. One pair 
of Weir's feed pumps will be provided, 
each capable of supporting the boilers 
at full power. The other auxiliaries will 
comprise general service pump, ballast 
pump, sanitaiy pump, evaporator, dis- 
tiller, feed filter, feed heater, auxiliary 
condenser, ash hoist and turning engine. 

There will be one funnel of double sec- 
tion, and the usual ventilation to the 
engine and boiler rooms. 

These ships, which have been design- 
ed by the Naval Constructor of the Ma- 
rine Department, for bulk, general and 
refrigerated cardgoes, will be capable of 
a speed of 12 knots under load condi- 

Winter Moorings of Canadian 

Following are Canadian steamships 
and the ports at which they have been 
berthed for the winter, in addition to 
those given in Canadian Railway and 
Marine World for January: — 

Canada Steamship Lines Ltd., Mont- 
real — Steamships, Lucia, S. H. Dunn, 
Port Colborne, Ont.; Ionic, Kingston, 
Ont.; Samor, Sorel, Que. 

Keystone Transportation Co., Mont- 
real—Steamships Keybell, Keynor, Key- 
port, Keywest, Grand Trunk dock, King- 
ston, Ont. 

St. .John Steamship Co., St. John, N.B. 
— Steamship Glenholm, Annapolis, N.S. 

Sorel Government Shipyards 

Canadian Railway & Marine World 
for Dec, 1919, gave particulars of notice 
issued by the Civil Service Commission 
inviting applications to be sent in by 
Nov. 24, 1919, by residents of the Pro- 
vince of Quebec only, for the position of 
Shipyard Superintendent, for the govern- 
ment shipyard at Sorel, Que., at an in- 
itial salary of $3,000 a year. Apparently 
no satisfactory applications were receiv- 
ed, as on Dec. 24, another notice was is- 
sued inviting applications for the posi- 
tion and stating that the competition was 
open to all residents of Canada, as fol- 
lows: — A shipyard superintendent for 
the Government shipyard at Sorel, Que., 
Marine Department, at an initial salary 
of $3,000 a year, which will be increased 
on recommendation for efl!icicnt service 
at the rate of $180 a year until a maxi- 
mum of $3,540 has been reached. Can- 
didates must have education equivalent 
to graduation in engineering from a 
school of applied science of recognized 
standing; at least five years of exper- 
ience in ship design and construction, 
two years of which ^shall have been in 
responsible charge of such work; thor- 
ough knowledge of various types of ships 
and ship machinery and-the construction 
and repair thereof; firmness, tact, good 
judgment, and ability to manage men; 
preferably a knowledge of both French 
and English. No special age limit is 
fixed for this position, but the appointee 
must be of such an age as to ensure a 
reasonable period of satisfactory service 
after appointment. The successful can- 
didate will be required to perform the 
following duties: under direction to have 
charge of the Sorel shipyard; to be re- 
sponsible for the design, estimate, con- 
struction and repair of ships; to super- 
vise the buying and safekeeping of stores 
and stock and the work of all employes; 
and to perform other related work as re- 
quired. An examination will be held in 
education and experience along the lines 
indicated above. An oral examination of 
the best qualified candidates will be held, 
if necessary in the commission's opinion. 
This position was advertised Nov. 6, 1919, 
and is now readvertised. 

As stated in Canadian Railway & Ma- 
rine World for Dec, 1919, the vacancy 
was caused by the resignation of W. S. 
Jackson, who was appointed Superinten- 
dent, May 12, 1919. F. A. Willsher, As- 
sistant Naval Constructor, Marine De- 
partment, Ottawa, has been acting as Su- 
perintendent since Mr. Jackson's resig- 

A record for speed was achieved by the 
British torpedo boat destroyer Tyrian on 
her recent deep water trials, when she 
attained 45 miles an hour on a 4 hour 

Shipbuilding and Naval Architecture 

Instruction — Brigadier General C. H. 
Mitchell, C.B., C.M.G., D.S.O., Dean of 
Applied Science and Engineering P^ac- 
ulty, Toronto University, in his recent 
inaugural address, said, among other 
things: — "The subject of shipbuilding 
and naval architecture, which appear to 
be now in some demand, especially with 
the revival of Canadian shipping on the 
Great Lakes, and the development of the 
harbor works at Toronto and elsewhere, 
are being kept in view." 

The Canadian Brotherhood of Light- 
house Keepers' Association, New Bruns- 
wick branch, was organized at St. John, 
N.B., Jan. 18. The officers are: J. E, 
Collins, Cape Spencer, President; K. 
McClellan, Port Esquimalt, Vice Presi- 
dent; F. Fauley, Port Lepreaux, Secre- 

February. 1920. 

The Marine Department's Annual Report. 


fr ■. of Ihi- I>.piit> Mini>I.T. 


\ liinif of tin- last fi.HCnl yt-nr 

lh«' (.iriiiaii Miliiimriiii- mcnme hud n-arh- 
vd it.H ninxiniiim. n toll »f nppniximnlily 
1.000,000 <l.\v. tons of nllitd nn«l ncutrul 
jihippiiiK hnvine Ix-on Ukon in April 
•lone; aftor that, losmos in ships duo to 
war cau.irji steadily di'dined. 

It was surmised in last year's report 
that the I'nited States output of ships 
durini: IIMH would in all probability l>c 
a powerful factor in the defeat .of the 
suhnuirine: this has now been clearly 
shown. The U.S. production of ships 
during 1918 has been remarkable, par- 
ticularly when it is remembered that 
prior to her entry into the war the U.S 
was not to any extent a shipbuildinK na- 
tion, and had to establish yards before 
turning out ships. 

The submarine peril, thouRh much les- 
•toned, was far from removed despite all 
contributions to new shippinp. Archibald 
Hurd, Naval Correspondent of the Daily 
Telepraph, gives the foUowinR fimircs il- 
lustratinK this. ■ Durinc April, May and 
June. 1918, total shippinp losses, allied 
and neutral, were 946,578 pross tons, 
compared with 2,236,934 pross tons for 
the same period in 1917. This averape 
loss of approximately 1,000,000 tons to 
a quarter, and a trifle over 300,000 tons 
a month was prave enough, thouph the 
losses in the course of a year had been 
more than cut in half. British losses 
due to enemy action and marine risk 
from April 1 to the end of July, 1918, 
were 1,312.315 pross tons; British vessels 
built and put afloat in the same period 
763,246 tons, a decrease in British ship- 
pinp durinp the first four months of the 
fiscal year 1918-19 of 549,069 pross tons. 
Merchant Ship Losses and Building. 
From -Aup., 1914, to the signing of the 
armistice, Nov. 11, 1918, the total yearly 
losses suffered by the allied and neutral 
nations are given by the New York Jour- 
nal of Commerce as follows: 

19H (Sraontlu) - 6K1 .868 Kroe> ton» 

1SI.I1 1.724.720 

1916 2.797.866 

1917 6.623,628 

1918 ; 3,096.418 

ToUl 14.923.990 

Following is a comparison of allied and 
neutral ship deliveries and losses for 
1918 in pross tons: 

Dclivrrir. '•'•"•'JS 

!>».« - ».OMMS 

Gain .._ «»«.8>2 

For each of the first four months in 
1918 ship losses exceeded ship building 
the margin of, however, decreas- 
ing, and especially in March, falling quite 
shan'ly- From May to November in each 
month the building topped the losses, and 
in the last completed month of the war 
October, by nearly 500,000 tons, thus in- 
dicating clearly the progressive increase 
of building over losses during the year. 

The proportional losses in 1918 were 
as follows in gross tons: I,922.1i99 

Unitr.! .sut« - 11D.2S9 

Olh-T «llir« unJ nrutnilt 1,064,139 

This shows that the British losses near- 
ly doubled those of the other allies and 
neutrals combined. 

The proportionate yearly British and 

"thir allieil iitui neutral losses durmg the 
war Were as follows in ktors tons:-- 

llrluln »,0»l.»!8ll 

Uthrr ■llln ami nrulrmU t.OZl.t&l 

ToUl ___...., 18.0&1.7II4 

The losses in 1918, although slightly 
less than half those in 1917, were still 
greater than the losses in any war year 
pre<'eding 1917, showing that German 
submarine operations were a grave dan- 
ger up to the end. 

The British shipping loss of 9,000,000 
tons comprised roughly (on the author- 
ity of I'rof. W. S. Abell, Chief Sur%eyor 
of Lloyds) 2,000 vessels, 500 liners and 
1,,500 tramps; the toll of lives among 
British merchant seamen was 15,000. 

The losses sustained by the different 
allied and neutral countries during the 
war. as given by Archibald Hurd in the 
Daily Telegraph were, in gross tons, as 

I'nitrd Kinndom and dominlona 9.065.668 

Vnilrti Suta 801.088 

DclKium __„-..-.-_—.— J06.081 

Bnilil >».279 


Don mark 
Greece ... 


Japan ... 



Sweden ■■ 264.001 

ToUl 14.194,252 

This total is slightly less than that 
given by the New York Journal of Com- 
merce already quoted. The losses of the 
allied and neutral nations, apart from 
Great Britain, are put by Mr. Hurd at 
5,138,.584, Great BriUin's losses being 
nearly double those of all the other given 
nations combined, 17 times those of the 
United States, and 10 times those of 
either France or Itaily. 

In 1915, allied and neutral losses ex- 
ceeded building by 522,720 gross tons, 
in 1916 by 1,109,858, in 1917 by 3,686,837, 
but in 1918, owing to the 1917 losses 
being cut in half and to increased build- 
ing activity, especially by U.S., the 
building surpassed the losses by 810,421 
pross tons; 1914 beinp the only other 
similar war year, when the margin of 
safety was 30:!.73:! gross tons. 

British merchant shipping decreased 
during the war by 4,689,530 gross ions, 
that of the other allies and neutrals re- 
maining almost stationary, willi a small 
balance of 485,273 pross tons in favor of 
building over losses. 

The total decrease of allied and neu 
tral shipping during the war was 4,204,- 
259 gross tons; this is serious enough, 
but worse is behind; taking L,loyd'b 
figures, the gross steam merchant ton- 
nage of the allied and neutral powers in 
1914 was roughly .T.1,000,000, at the nor- 
mal yearly peace increment increase of 
br't this tonnage ought, in four years 
time, to have reached an additional 8,- 
000,000; the real shortage of shipping 
ff>r these nations to meet their peace re- 
quirements is therefore 12,000,000 tons. 
and the demands on sea transport aftir 
the war are bound to be excessive; this 
situation is somewhat relieved by the 
confiscation of 2,392,675 gross tons of 
enemy ves.sels in neutral ports, provided 
of course, that these remain confiscated. 

Britain was particularly hard hit; tak- 
ing 20,000,000 as her gross tonnage in 
1914 and applying the 5'V principle, it 
will be found that the shortage amounts 
to about 9,000,000 gross tons for her 

oriiinury mtil-*, ami hit neeiis lor a rcm- 
siderable period after the war will be 
the reverse of ordinary. 

F'or the quarter ended Dec. 31, 1918, 
there were being built in Great Britain 
424 steam and .sail merchant ships, gross 
tonnage 1,979,952. Between one-third 
and one-half of the total numl>cr of 
steamships under construction in Great 
Britain for the quarter ended Dec. 31, 
1918, were in the 5.000 to 6,000 gross 
ton class, or, put in deadweight tons, 7,- 
500 to 9,000. In last year's report it was 
stated that the class of vessel giving the 
best return on outlay is one ranging be- 
tween 7,000 and 10,000 tons deadweight 
capacity; the British programme gives 
practical support to this theory. 

What is of peculiar interest to the 
Empire and to Canada, is a comparison 
between the returns for Britain and the 
dominions, and those for the United 
States, and the position taken by Can- 
ada herself among the other nations. The 
number of ships under construction in 
Britain and the Dominions was 619, total 
gross tonnage 2,258,663, in the United 
States 997, total gross tonnage 3,645,919 
It can be readily judged what sort of 
part the United States is likely to play 
in the world's sea-carrying trade, and 
four years ago she was almost an on- 
looker. Comparing small things with 
great, the Canadian return is scarcely 
less remarkable. 

Lloyd's statement includes returns 
from all the chief shipbuilding countries 
of the world with the exception of the 
Central Powers. In this company Can- 
ada's 1918 programme ranks third in the 
number of ships, 148 to Japan's 116; and 
fourth in tonnage 225,264 to Japan's 
278,140; only 52,876 tons less; a notable 
showing in a short time, which au^rs 
well for the future. 

The French war output is only one- 
fifth of that for the four previous years. 
Britain's about one-half. Denmark and 
Norway show a slight increase. Italy in- 
creased her output by one-third, Holland 
by one-quarter. The Swedish output for 
191.5-18 is about double that for 1911-14, 
the Dominions about treble, the Japanese 
fourfold, and the United States fivefold; 
the main building increase for these three 
last countries taking place in 1918. The 
world's total output of tonnage for 1915- 
18 ver>' nearly equals that for 1911-14, 
the difference in favor of the latter being 
462,596 tons. 

Ocean Freight Rates. 
The sharp fall in ocean freight rates 
came somewhat as a surprise. The lead 
was taken by such British lines as the 
Cunard, Fumess - Withy, International 
Mercantile Marine group, and Canadian 
Pacific, after notice had been given to 
the Director of Operation of the U.S. 
Shipping Board. This action was taken 
on their own initiative, as the rates on 
free space are fixed by the lines them- 
selves, anil are not subject to the ap- 
proval of the British Ministry of Ship- 
ping, with the single exception of fhq 
rate on cotton. I'pon the receipt of this 
notice the U.S. Shippinp Board promptly 
followed suit by declaring a rate reduc- 
tion of 66'V on ocean freight from U.S. 
to European ports borne by its ships; 
these reduced rates only apply to U.S. 
Shipping Board vessels, and not to those 
privately owned, but as the Shipping 

February, 1920. 



Board operates at least half of the U.S. 
Merchant Marine, the remainder is cer- 
tain to be largely affected, and on routes 
where both are operating in common the 
Shipping Board's rates are certain to 
obtain. Whether or not the new revi- 
sion will stand for any length of time is 
a moot question, but in U.S. shipowTiing 
circles the prevailing opinion seems to 
be that an approximate minimum has 
been reached and that the present scale 
of rates is not likely to go lower, al- 
though it may in some cases be increas- 
ed; in the cases, however, of a number 
of shippers and exporters whose opin- 
ions were solicited by the New York 
Journal of Commerce, the majority 
favored a further and more general re- 
duction. The tendency will be to restore 
and extend export business, and to lower 
the prices of commodities generally; the 
trades chiefly affected are cotton, steel, 
copper, hides, textiles, lumber, and gro- 
ceries and foodstuffs; the profits of mer- 
chant ships, whether under private or 
government control, will of course, be 
curtailed. The comparison between the 
old and new rates per measurement ton 
was thus given by the New York Jour- 
nal of Commerce, the new rates going 
into force on Feb. 1, 1919: — 

America to United Kinedom J66.00 cut to $20 

America to French Atlantic ports.. 66.00 cut to $26 
America to French Mediterranean 

ports 71. .50 cut to $31 

From the same source are taken the 
following U.S. Shipping Board rates on 
Webb high density cotton, present cargo 
space not warranting the shipment of 
loosely baled cotton: — Periooib. 

New Old 

From U.S. Atlantic ports to — 

United KinKdom main ports $1.25 $4.50 

France main Atlantic ports 1.00 4.7.5 

Main Mediterranean ports 2.00 5.25 

Holland. Rotterdam 1.50 4.75 

Belcium. Antwerp 1.50 4.75 

Portus;al, main ports 1.50 4.75 

Spain. Barcelona ;.. 2.00 5.75 

Italy, main ports 2.25 5.50 

Shipments from U.S. Gulf ports, 2oc extra. 

Merchant Marine. 

In Aug., 1917, there were in the U.S., 
61 shipyards, of which 37 were steel 
yards, with 162 ways. In Sept., 1918, 
there were 203 yards, with 1,020 ways; 
of these yards, 77 were steel, 117 wood, 
2 composite, and 7 concrete. In 1916 the 
U.S. yards employed 50,000 men; they 
now employ 386,000. At the time of the 
entry of the U.S. into the war her mer- 
chant marine comprised 2,7.50,000 d.w. 
tons of seagoing ships over 1,500 tons 
burden; in Sept., 1918 (not including ves- 
sels of 1,500 tons), it consisted of: — 

No. D.w. tons. 

Requisitioned U.S. ships 449 2.900,525 

Ex-German and ex-Austrian ships 

Uken over 100 644,713 

New ships owned by Shipping 

Board 256 1.465,963 

Old lake steamships transferred.. 31 117.800 

U.S. ships not yet requisitioned 

(over 1.500 tons d.w.) 377 980.459 

Dutch steamers requisitioned 81 486,945 

Foreign ships chartered to Ship- 
ping Board 291 1.208,411 

Foreign ships chartered to U.S. 

citizens 600 1.707.099 

Total 2.185 9.511.915 

Of this fleet, 1,294 ships, total tonnage 
6,596,405, fly the U.S. flag, 891 foreign 
vessels, total tonnage 2,915,510, are un- 
der charter, either to the Shipping Board 
or to private companies. 

Australian Shipbuilding. 

Following are the numbers and ton- 
nage of ships built and registered in 
Australia from 1914 to 1917: 

No. Gross tons 

1914 . 55 3,817 

1915 14 1,278 

1916 7 146 

1917 6 333 

Total _ 82 5.574 

Australia's output for 1918-19 was ex- 
pected to bt <ibout 40,000 tons. The im- 
portance attached by Australia to the 
building of ships may be judged by the 
fact that her programme for 1918-19 is 
seven times her total output for the four 
preceding years. 

Shipping in the Future. 

Sea transport after the war will, in 
all likelihood, be chiefly controlled by 
Great Britain and the dominions, the 
United States, Japan, and possibly Ger- 
many and Austria-Hungary. In 1914 the 
merchant steam tonnage of these coun- 
tries, according to Lloyd's Register, was 
in gross tons: — 

Great Britains and dominions 20,523.706 

Germany 5,134,720 

Austria-Hungary 1.052.280 6.187,000 

United SUtes •1,813,776 

Japan 1,078,386 

•This is sea going tonnage only. The U.S. hod 
besides. 3.040.973 in lake tonnage. 

The total steam tonnage of the world 
at that time was 4.^,403,877, Great Bri- 
tain and the dominions owning 40% of 
it; post war conditions, however, may 
tend to somewhat modify this position. 

The recent shipbuilding activities of 
the United States and Japan, coupled 
with their comparative immunity from 
submarine losses, will have a very con- 
siderable effect on the shipping situation 
of the future. 

Britain, during the entire course of the 
war, despite her heavy losses, placed her 
merchant tonnage unresei-vedly at the 
service of the allies; in doing so she 
abandoned to a greater or lesser extent 
some of her former trade routes; this 
holds true in particular of the Pacific 
trade, of which she controlled 407r before 
the war, Japan's share being 30';'r. Bri- 
tish tonnage on this route has now drop- 
ped by lO'f, while the Japanese has 
doubled, but owing to the astonishing in- 
crease of U.S. shipbuilding during the 
war, Japan's most formidable rival there 
in the future will probably be the U.S. 

In 1913 the value of Britain's imports 
was $3,736,050,381, of her exports $3,- 
085,200,784; the adverse balance of trade 
of $650,849,597 was offset in part by in- 
terest on foreign investments, but chiefly 
by the earnings of her merchant marine. 
Britain's merchant marine is literally 
her life-line, and its standing after the 
war in relation to that of other maritime 
nations will be of the utmost importance. 

Mercantile shipbuilding in Britain 
since 1914 has been heavily handicapped; 
there has been a shortage of steel due 
to the pressing demand for guns and 
munitions, the drain on her man power 
stripped her plants, and men were put 
into the ranks who might better have 
served the allied cause in the yards. It 
was not until the spring of 1918, when 
the tonnage situation became acute, that 
20,000 shipwrights were released from 
the army. She had to consider the im- 
perative needs of her navy, and to main- 
tain constantly at sea an immense fleet 
of first line battleships and cruisers, be- 
sides destroyers, trawlers, drifters, and 
all manner of anti-submarine craft. 

Addressing visiting U.S. journalists in 
London in Oct., 1918, Admiral Sims, com- 
manding the U.S. fleet in European 
waters, said that there wore then about 
5,000 anti-submarine craft operating day 
and night in the North Sea and vicin- 
ity; of this flotilla, 160, or 3'/r. were U.S. 
vessels, the remainder being British; he 
stated that about the same proportion 
obtained in the Mediterranean. This is 
a striking tribute to the pre-eminence of 
Britain's navy, and of her merchant ma- 
rine as well, for no small share of the 

battle against German mine and submar- 
ine has been borne by the latter. Dur- 
ing four years of war the displacement 
tonnage of the navy, including auxilaries. 
increased from 2,500,000 to 6,500,000, 
and the personnel from 146,000 to 406,- 
000. British yards of late have carried 
on an extensive work in the I'epairing and 
refitting of merchant ships damaged by 
mine or torpedo, hampering greatly the 
output of new shipping. Between June, 
1917, and Oct., 1918, 10,000 British ships, 
besides a number of allied and neutral 
vessels, were repaired and made service- 
able. In any estimate of Britain's ca- 
pacity to build merchant ships under post 
war conditions, all these factors must be 
taken into account. 

The Central Powers' Shipping. 

In considering the merchant shipping 
output of the Central Powers during the 
war period, it must be borne in mind 
that they were largely free from the dis- 
abilities under which Britain has labor- 
ed. Early in the war they gave up any 
attempt to keep the sea, confining them- 
selves almost entirely to the use of sub- 
marines, thereby curtailing the building 
of the larger battleships. The repairing 
and refitting operations of their mer- 
chant shipyards were confined to their 
Baltic fleet, a mere trifle; they were thus 
able to devote the greater part of their 
building activity to the production of 
new merchant ships, and that they did 
this to a very considerable extent may 
be taken for granted from information 
that has leaked out from Germany. On 
the authority of the late Herr Ballin, 
there are at present building in German 
yards one ship of 56,000 gross tons, one 
of 35,000, two of 30,000, and a number 
ranging from 9,000 to 22,000 tons; Ger- 
many, as heretofore, evidently pinning 
her faith to the big freighters. The sys- 
tem of heavy subsidies started before the 
war is to be continued, especially to 
merchant ships completed within three 
years after the declaration of peace. 
. Of the merchant shipping of the Cen- 
tral Powers, 2,700,000 tons were intern- 
ed in German or Austrian ports at the 
outbreak of war, the remaining 3,487,000 
being in neutral ports; of the latter 2,- 
392,675 tons were confiscated; irrespec- 
tive of new output the Central Powers 
have at present 3,794,325 gross tons of 
merchant shipping. As their output of 
shipping in 1914 was roughly 600,000 
gross tons, it may be assumed that they 
have at present at the least between 
four and five million tons for post war 

Canadian Shipbuilding Policy. 

Owing to the drain on merchant ton- 
nage generally and on British tonnage in 
particular, due to the war, the posses- 
sion of ships has become of capital im- 
portance to the dominions, first to carry 
their own products overseas, and second 
to partake in the sea-carrying trade, and 
obtain the advantage of the high freight 
rates which are likely to obtain for a 
considerable post war period; it has al- 
ready been shown how Australia has 
increased her shipbuilding activities. 

The Canadian Government, recognizing 
how much the possession of a merchant 
marine, solely under Canadian control, 
either governmental or private, will 
mean to the future trade prosperity of 
Canada, has launched an extensive plan 
for the building of a Canadian merchant 
marine in Canadian shipyards. 

In this connection it may be noted that 
rolling mills for the output of steel plates 
and steel shapes for ships have been es- 



February. 1920. 

t„i.,.i...i ... <,.i.w.v \ >; llxhiTlo the 

1 I .s ramc 

<^ 1 i!« now 

I! :.. , ,,,j.,... ( M^....l.un flrniit 

I' 'lilt pprtainR to thp huild- 

\ will thr fominlion of n much 

lu-cdi'd (niiniliiui iiiiTilinnl innriiii' tin- 

K<'V«Tlinu-nt pliift hi«« nnothcr Hiilr, the 

plarinir of th. ' hiplxiilclinjr in- 

(luKtry on n Nearly onc- 

fonrlh of tt" I confmct.H for 

si. Mils iiu(rht to enable 

t! nffected to become 

1, and to compote »uc- 

n till- iiiitput of ships for for- 

I rninenta. 

portion of the Deputy Minister's 
n purl IS followed by n table frivinjr some 
jMirtiiulnrs jilioiil the first 4ri stool cnriro 
stenniships ordornl by the Murine I>e- 
partmriit fiT npcriilinn iis Canndian Gov- 
ernment Merchant Marine Ltd. Fuller 
particulars of CO ships, orders for which 
have been announced are pivcn in the 
table which Canndian Railway and Ma- 
rine World publishes monthly, and %vhich 
appears on another patre in this issue. 

H<nlUlrr n« loni 
Sunk br rnrmy 

r-'-IuIrr I 


Tuul .442 

It is estimated that 44,10:1 men •n<l 

boyo, etc.. Inclusive of mostcrs, were 

employed on ships reKiotcrcd in fnnndn 

durinic lOIH. 

Canada Slfamship Ijncs' Wintt-r 
Overhaul of .Steamships. 

Followintr are particulars of a numl>er 
of Canada Steamship twines' steamships 
which are beinir overhauled while laid 
up for the winter, with the names of the 
port-s nt which they are moored, and some 
details of the work beinjr done on them: 

S.s. T. I*. Pholan, Kintrston, Ont., re- 
construction to matce it suitable for i;rain 

S.s. Ionic, Kingston, Ont., peneral re- 

S.s. City of Hamilton and City of Ot- 
tawa, Toronto, now wale strakes, no. 1 
hold bulk-head renewed, new ilock houses 
and Kcneral repair; 

Pmvinc' Sitilinu. 

No. GroM Npt 
Van S«oIim 80 28.SRZ 24.92S 
Nr» Bninnwick 9 2.451 Z.4S6 

P.E. I.Und 

Qurbn. 10 S,117 2.868 

OnUrin 21 S,956 3.95S 


BritMh Colum- 
bia - 9» 1S.894 1S.894 

VmmU built In Ci 




No. GrcMs Net 

S 1.487 1,048 

ada and reffistrrrd durins 19m. 


Gas. SU-nm 

TonnnKe Tonnaae 

No. Gr 
24 920 

No. Gp 
1 1.786 



I. Groea 
D 82,994 
6 2,712 
I 96 





29 56.696 84,942 68 2,692 1,908 1 6,703 4.145 192 78,985 64,889 
ToUto ....S19 52.269 48,076 64 69.111 86.488 107 4,862 8.208 17 28,261 16,894 897 148.993 104,611 

New Bninswick 
No^*a Scotia .... 



Prince EdwaH l»inn.l 

British Columbia 


Yukon Territory 


VrueU on Canadian reristrjr books, Dec. 31, 

Sailinu vi-sKi-ls. 
No. Gross tons Net tons 































Steam vessels. 
Gross tons Net tons 

ToUls «.Z02 

ComparaliTe Statement of Vessels on Canadian 
Reicisir; Rook* in 1909 and 19l!<. 










.... 987 




Nova Scotia 













P E Island 

.... 150 




British Columbia 




.. . 90 




Yukon Territory.., 

... 16 







7.768 718,653 8.568 1.016.778 
Vnsela Balll and Reclstered In Canada In 

New Brunswick . 

Nova Scotia 



P.E. Island 

British Columbia 


Vessels Removed From Canadis 
Dnrinc I9IH. 
Sold to forelicneni 




Broken up. etc 
Abandoned at sen 




Transferred to 8t JohnV. Ndd 
Transferred to Australia 
Transferred t«i Grrat llrllain 
Transferred to South Afrirn 


Net tons 









VJ- 104.611 

Kralslrr Rooks 





611 8,452 

245.076 149.692 

9.717 6.397 

2.312 1.484 

660 384 

904.008 555.983 

S.S. Sepuin, Kingston, Ont., new ceil- 
inp: in hold, houses recanvassed, new life 

S.s. Belleville, Toronto, peneral re- 

S.s. Bickerdike, Hamilton, Ont., new 
ccilinjr in holds, renew spar deck and 
deck houses; 

S.s. MaplcRrove, Port Dalhousie, Ont., 
new biljro iilanks, repairs to port rail 
and quick work, now stanchions; 

S.s. J. H. G. HaRarty, Goderich, Ont., 
alteration of bulkhead doors in cargo 

S.s. E. B. Osier, Goderich, Ont., re- 
modcllinK passonper dininp room and of- 
ficers' quarters, bulkhead to be built in 
no. 1 hold to facilitate quicker unload- 

S.s. W. D. Matthews, Goderich, Ont., 
new starboard hawse pipe, alteration of 
pilot houses and renewal of wale strakes; 

S.s. Midland King, Goderich, Ont., bilce 
and wale strake repairs; 

S.s. Martian, Goderich, Ont., new star- 
board hawse pipe, renewal of wale 
strakes, dock beams and stanchions in 
holds cut away and Horrenian system 
installed, new refriKorator plant and new- 
coal bunker; 

S.s. W. Grant Morden, Port McNicoll. 
Ont., Koneral outfit and new wireless telo- 
trraph room; 

S.s. Midland Prince. Port McNicoll, 
Ont., reiiorni fitout and three new deck 


S.s. Collin(rw-oo<l, Port McNicoll, Ont., 
after bulkhead repairs, robuildinir wire- 
less teleirmph room, and four new deck 

S.s. Emperor, Kort WiHiam, Ont., new 
hatch pullinir winches; 

S.s. Iladdinfcton, Fort William, Ont.. 
nil cabins to be remodelled and wale 
strakes renewed; 

S.s. Cadillac, Fort William. Ont, re- 
newal of hatch coamings; decJc winchea 
removed and overhauled, wale stralcc and 
bilKe repairs; 

S.s. Samian, Buffalo, N.Y., new bodcm, 
new steel deck house, and new hatch 

Winter Navigalion of the St. 
Lawrence River. 

Canadian liailway and Marine World 
for .January contained an article on the 
possibilities of winter navigation on the 
St. I.a\vrence River by Hon. D. O. L'Es- 
pcrance. President, Quebec Harbor Com- 
niisaion, in which he dealt exhaustively 
with the general average conditions ex- 
isting in the St. Lawrence River and 
Gulf during winter. This matter has been 
discussed t>y various people interested in 
shipping in general, and those associated 
with Quebec in particular. The Quebec 
Board of Trade took the matter up re- 
cently with the Minister of Marine, and 
J. T. Ross, Chairman of the Board, re- 
ceived a reply from the Minister early in 
January, to the effect that it is his inten- 
tion to take such steps as may be neces- 
sary to provide equipment that will he 
reasonably adequate to assist any vessel 
that may find it necessary to navigate 
the St. Lawrence after ice conditions 
have become severe. He said in part: — 

"The casualty that befell the Canadian 
Recruit is very much to be regretted, in- 
deed. The very severe ice conditions that 
resulted in the loss of the ship came 
about at a much earlier period than was 
anticipated here with regard to the ex- 
perience of previous years. In so far as 
the Canadian Spinner is concerned, while 
the situation is extremely serious, it is 
hoped it may be possible to rescue this 
vessel from the other end. I have quite 
realized for some time that the facilities 
available for the purpose of assisting 
ships to navigate the River St. Lawrence 
after severe weather sets in are quite 
inadequate. For reasons that I am sure 
will commend themselves generally, the 
department consented to the transfer to 
the Russian Government of the ships 
that would he really effective in com- 
batting the ice conditions in the River 
St. Lawrence. My present intention is 
to take such steps as may he necessary 
to provide equipment that will be reason- 
ably adequate to assist any ships that 
may find it necessary to navigate the St. 
Lawrence after the ice conditions become 
severe. The representations submitted 
by you on behalf of the board of trade 
as to the extent to which facilities should 
be provided will be l>ome in mind by me 
in the course of the further consideration 
that the question will receive." 

The Webster Steamship Co.'s Steam- 
ships, which are operating generally in 
the coal and package freight business 
on the St. Lawrence and Great Lakes, 
are all named after the President's 
(Senator L. C. Webster) sons and daugh- 
ters, the names being as follows: Colin 
W.; Kric W.; Howard W.; Marion W.; 
Muriel W., and Stewart W. 

February, 1920. 

Dominion Wreck 

Enquiries have been held, and judg- 
ments delivered in connection with the 
following' casualties, — 

Lakeport-Howard W. Collision. 

Held at Montreal, Dec. 16, by Capt. 
L. A. Demers, Dominion Wreck Com- 
missioner, assisted by Capts. C. Lapierre 
and C. A. Ouellette, as nautical asses- 
sors, into the collision between the s.s. 
Lakeport, owned by Peterson and Col- 
lins, Cleveland, Ohio, and the Webster 
Steamship Co.'s s.s. Howard W., of Mont- 
real, Oct. 29, 1919, near Hamilton Island 
in the River St. Lawrence. The court 
found that the responsibility for the ac- 
cident rested solely on the s.s. Howard 
W. The master was absent from the 
bridge at a time and place when his pres- 
ence was most needed, especially so in 
view of the fact, that the mate, his son, 
is very young, with only very limited ex- 
perience as a mate. While accepting the 
master's statement that his absence was 
obligatory, yet his evidence and that of 
the wheelman differ somewhat as to 
where he was at the time of the colli- 
sion, and the court has heard similar ex- 
cuses so many times that, while it can- 
not reject that part of the master's evi- 
dence, it finds it very peculiar that these 
absences coincide so frequently with 
shipping casualties. The two ships were 
meeting at a point where a slight alter- 
ation of course was necessary, the s.s. 
Lakeport, bound east, was descending 
with the tide, and the green light of the 
Howard W. on her starboard side was 
broad enough to permit the mate to as- 
sume that though they were about to 
pass on the wrong side of the channel, 
according to the International Rules of 
the Road, since at that time the adoption 
of the Rules of Road for the Great Lakes 
had not been specified by whistle, and in 
view of the fact that the Howard W. was 
well to starboard, from the situation of 
both vessels it was considered safe for 
the Lakeport to continue on her course. 
The green light on the Howard W. alone 
was seen with her masthead light. It 
was said by the Lakeport that the range 
light of the Howard W. was not visible, 
but this was disproved by independent 
witnesses, but it may, at the time, have 
been obscured by snioko. The exact di- 
rection of the Howard W. could not be 
ascertained, but when at a ship's length 
from each other, it was perceived that 
she was coming obliquely on to the Lake- 
port, a turn of the wheel to starboard 
was given and the collision occurred. The 
court expressed the opinion that the 
Lakeport was in such water as to permit 
her to go full speed, that continuing full 
speed was good seamanship, as a diminu- 
ation or reversal would undoubtedly have 
caused more damage, by bringing about 
a collision of greater violence. There 
was no lookout, but the absence of this 
did not contribute to the casualty. The 
collision happening 200 ft. from the Ham- 
ilton light does not clearly indicate that 
the Howard W., after having been sight- 
ed well south of the channel had attempt- 
ed to steer over to the north side whilst 
having the green light, or even the three 
lights of the Lakeport on her starboard 
side. There was ample proof that the 
Howard W.'s red light was not burning. 
or, if not, that it was so low as not to be 
seen by the Lakeport. Had this been in 
order when the Howard W. chose to cut 
across, its appearance would have caus- 
ed, or compelled, the Lakeport to signal 


Commissioner's Enquiries, Judgments, Etc. 

sooner. Hence the court did not find any 
reason for criticism of the action of the 
Lakcport's crew. The Howard W. was 
being navigated, if not carelessly, at least 
with a lack of ordinary prudence. The 
master had left his post at a place where 
extreme caution had to be exercised on 
account of change of courses which des- 
cending and ascending vessels have to 
adopt, leaving the mate, his son, who 
had had but one season's experience. The 
Lakeport did not comply with the letter 
of rule 25 of the Rules of the Road of 
the Great Lakes, but the court expressed 
the opinion that the spirit of the rule had 
been observed. The court, therefore, 
found that the Lakeport, having the right 
of way, and it being clear weather, exer- 
cised the necessary precautions which the 
unforeseen situation demanded, and its 
officers were therefore exonerated from 
blame. With regard to the Howard W., 
there was lack of judgment and prudence 
on the part of mate L. .1. Daigneault, 
and he was therefore held to blame for 
the collision, and for his failure to com- 
ply with rule 25, his certificate as mate 
was suspended for 7 months, from Dec, 
20, 1919, to July 20, 1920. The master, 
L. Daigneault, was given the benefit of 
the doubt, as to his absence from his 
post, and he was warned that the same 
excuse could not always be accepted. The 
court also took occasion to advise owners 
and agents of ships, to impress upon 
their officers the importance of maintain- 
ing a look out. 

Grounding of s.s. Canadian Volunteer. 

Held at Montreal, Dec. 22, 1919, by 
Capt. L. A. Demers, Dominion Wreck 
Commissioner, assisted by Capts. C. La- 
pierre and C. J. Stuart, as nautical as- 
sessors, into the Canadian Government 
Merchant Marine's s.s. Canadian Volun- 
teer striking a buoy and bottom near 
buov 90 Q, River St. Lawrence, Dec. 6, 

Capt. E. C. Sears stated that the ship 
is built of steel, 1,910 tons net, 3,188 tons 
gross, 320 ft. long, 44 ft. 2 in. broad, 
and draws 17 ft. 2 in. forward and 19 ft. 
4 in. aft, equipped with single screw and 
triple expansion engines for a speed of 
10 knots, supplied with all necessary in- 
stniments for navigation, and has 36 of 
a crew, including 2 officers on this occa- 
sion and 3 engineers with certificates. He 
left Montreal Dec. 6 and experienced 
snow when he anchored, gradually pro- 
ceeding later. On Dec. 8 he had been 
on deck practically all the time; but ab- 
sented himself for two minutes to look 
at the chart, and reached the deck when 
the ship struck. The engines were stop- 
ped and helm put hard to port, then full 
speed astern, the ship striking a second 
time. It was found the ship was making 
water. At the time of grounding the 
steering pilot was acting on pilot Hame- 
lin's advice and orders. The wind was 
light northeast. It was one minute after 
the buoy was seen that the ship came in 
contact with it. 

Capt. J. D. Weir, Superintendent of 
Lights, stated that the buoy was reported 
as having disappeared. 

J. O. Michaud, clerk of the Pilotage 
Office, stated that he had received orders 
from the agent for one pilot; but sent 
the two which were in turn on the list. 
He had been shown a letter purporting 
to be an agreement between the pilots 
and the Shipping Federation of Canada. 
with respect to placing the pilots on 

board; but had not road it. He had also 
received telephone orders from the Super- 
mtendent at Quebec to that effect. He 
acknowledged having sent the second 
pilot on the request of pilot Hamelin. 

F. Hamelin, pilot, stated that he had 
been a pilot for 13 years, 11 of which 
he worked steadily for the C.P.R. This 
was his first enquiry. He was on deck, 
the second pilot steering under his orders. 
He saw the buoy 90 Q a quarter point on 
the starboard bow, Grondines ranges 
were opened slightly to the south. He 
tried to detect St. Emilie range, the aids 
for the turning point; but could not do 
so in time. The current was setting to 
the south and the tide was halt ebbing 
He ported the helm, and saw it was done, 
but owing to the quantities of ice float- 
ing in the channel the ship did not obey 
as promptly as expected, and struck a 
buoy in the vicinity of the bridge oa the 
starboard side. The ship's engines were 
stopped, the helm hard aported, then full 
speed ahead. The ship struck a second 
time, and then proceeded. The weather 
was clear, though sky cloudy, wind light 
and the ground was covered with snow, 
which prevented him from sighting St. 
Emilie range. He saw the buoy, which 
was about 3 ft. above water, when about 
700 ft. distant, adopting the same method 
as in former navigation; but the current 
which was about 2^i- knots, carried him 
on swiftly towards the buoy and the 
masses of ice prevented the ship from 
i-esponding to the helm with the prompt- 
ness required at this turn. The buoy, 
when first sighted, must be on the star- 
board side as it is necessary to make the 
turn to the north in order to counteract 
the current setting south, which would 
tend to throw the ship on the south bank. 
He stated that he was the responsible 
pilot, pilot Rivard acting only on his 
orders. The only time he left the latter 
to his own devices being when he had to 
absent himself from the bridge, select- 
ing parts of the river where there was 
ample room. 

F. X. Rivard, pilot, said his duties 
consisted of steering. He did not re- 
member how the Grondines lights were 
opened. He watched the steering only 
and obeyed the orders given him by the 
pilot. He did not remember if the buoy 
was a quarter point or more on the star- 
board bow. 

R. Proteroe, third officer, stated that 
he was on deck, on the port side of the 
bridge, the buoy when seen being half a 
point on the port bow. He noticed by 
the movements of the arms of the wheels- 
man that the wheel was starboarded, 
bringing the buoy three points on the 
starboard bow, when the ship drifted to- 
ward.'! the buoy, striking in line with the 
funnel. The helm was then put port; and 
hard to port, the ship striking a second 
time The engines were stopped. He 
then left the bridge. 

Having heard arguments by Hon. A. 
W. Atwater, K.C., for the Shipping Fed- 
eration of Canada, and G. H. Bernier, 
for pilot Hamelin, the court adjourned 
to Dec. 27, when its judgment was an- 
nounced, of which the following is a sum- 
mary: 'The evidence shows a striking 
contradiction between the statements of 
pilot Hamelin and the ship's third officer. 
The pilot's evidence, which was corro- 
borated by his assistant, was that the 
buoy was first sighted on the starboard 
side, while the third officer stated that 
it was first sighted on the port side, and 



February, 1920. 

helm wan K>^'<'»> thr 

I'l the Inioy, Ktnrhoari' 

' rniirr of . \ j.l^ !i. «■ \vn» 

M-, ^,^..r ..f th. pilot, th. • Kc-iMK 

111 i^-nnt thiit th»' court nmri 

!!.l! 111. Hw,,I ,,m.. I. ! ..IIIIIT 

.. iiliil \sith U>c«l 
nil iim- sitli' of 
■ I kmI, ns it woiiM 
lia\i- liiiii Uii ni':lili- lliat two pilot.s, ab- 
xoliitoly siiImt, ihf iiiic in control having 
had n vrry siicir^sful carcrr as a pilot, 
and havini; In-on ii triist<'(l (M'.R. employ 
for 11 years, could possibly have made 
the Idumlt-r of starhoanlint; upon siirht- 
inc the l>uoy. A.s the St. Emilic ranKcs 
could not he diwcnii'il. the turninj: of 
the ship was not begun until she had 
luissed this dctcrminini; point, and the 
joint action, of the current niakint; to- 
ward the south, and the mass of ice, 
which appears to have been runninir, pre- 
vented projK'r and timely evolutions be- 
inir performed. The pilot's evidence was 
straightforward, and there appeared to 
be no attempt nt prevarication. The 
court therefore found that he did not 
••ithcr throutrh neclipence or error, cause 
the ship's (rroundinfr. but that it was due 
to uncontrollable circumstances, and a